A power assembly with a labyrinth structure and an electric vehicle

Abstract

The application relates to the technical field of power assemblies, in particular to a power assembly with a labyrinth structure and an electric vehicle. The power assembly comprises a shell, a motor, a reducer and a motor controller accommodated in the shell, the motor, the reducer and the motor controller are arranged adjacent to each other along the axial direction of the motor, the motor is in transmission connection with the reducer, and the motor is connected with the motor controller through three-phase lines; the shell comprises a gas permeation hole and a groove structure, the gas permeation hole is in communication with the outer wall of the shell, the slot of the groove structure faces the internal space of the shell along the axial direction of the motor, the gas permeation hole is used for fixing a gas permeation valve, the height of the gas permeation hole is greater than the height of the slot of the groove structure along the direction of gravity; the power assembly further comprises a fixing piece for fixing the three-phase lines, the fixing piece is fixed to the shell and covers the slot of the groove structure, and the fixing piece comprises a communication hole in communication with the groove structure and the internal space of the shell. The labyrinth structure of the power assembly can reduce the risk of oil mist blocking the gas permeation valve and causing the leakage of cooling oil in the power assembly.

Description

Technical Field

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

[0002] The powertrain is the core system of an electric vehicle, and its main function is to convert the electrical energy stored in the battery into mechanical energy to drive the vehicle. A powertrain typically includes an electric motor, a motor controller, and a gearbox.

[0003] The powertrain generates considerable heat during operation, causing the internal gases to expand. To maintain pressure balance, a vent valve is installed. Simultaneously, the cooling oil within the powertrain splashes and generates oil mist as the gears rotate at high speed. If this oil mist accumulates in the vent passage of the vent valve, it can lead to poor ventilation or even malfunction, and may also cause cooling oil leaks. Utility Model Content

[0004] This application provides a powertrain and electric vehicle with a labyrinth structure, which can reduce the risk of oil mist clogging the vent valve and cooling oil leakage in the powertrain.

[0005] In a first aspect, this application provides a powertrain with a labyrinth structure. The powertrain includes a housing and a motor, a reducer, and a motor controller housed within the housing. The motor, reducer, and motor controller are arranged adjacent to each other along the axial direction of the motor. The motor and reducer are connected in a transmission connection, and the motor is connected to the motor controller via a three-phase line. The housing includes a vent hole and a groove structure. The vent hole communicates with the outer wall of the housing. The groove structure's opening faces the internal space of the housing along the axial direction of the motor. The vent hole is used to fix a vent valve, and the height of the vent hole along the direction of gravity is greater than the height of the groove structure's opening. The powertrain also includes a fixing member for fixing the three-phase line. The fixing member is fixed to the housing and covers the groove structure's opening. The fixing member includes a connecting hole that connects the groove structure and the internal space of the housing. The cross-sectional area of ​​the connecting hole is smaller than the area of ​​the groove structure's opening.

[0006] In the aforementioned powertrain, the vent is used to install a vent valve. The groove structure connects the interior of the housing to the vent, thus forming a gas passage connecting the inside and outside of the housing. When the internal components of the powertrain are operating, the gas inside the housing expands due to heat, increasing its pressure. Excess gas can be discharged outside the housing through this gas passage, ensuring pressure balance inside and outside the housing and protecting the powertrain. The fixing component, while securing the three-phase lines of the motor, can also work with the groove structure to form a labyrinth structure, increasing the difficulty for oil mist generated by heated cooling oil to enter the vent, preventing coolant accumulation and leakage in the vent. The fixing component forming the labyrinth structure and the housing are separate, which helps reduce manufacturing difficulty and facilitates mass production in industry.

[0007] In one embodiment, the fixing member includes a first baffle and a second baffle arranged at an included angle. The first baffle is connected to the slot of the groove structure, and a connecting hole penetrates the first baffle. The second baffle is arranged between the reducer and the connecting hole, and protrudes along the axial direction of the motor from the surface of the first baffle away from the slot. The first and second baffles form two layers of shielding between the reducer and the slot of the groove structure, reducing the probability of cooling oil entering the groove structure.

[0008] In one embodiment, the size of the second baffle is larger than that of the first baffle along the direction of gravity, and the larger size of the second baffle can play a good blocking role.

[0009] In one embodiment, the fastener includes at least two reinforcing ribs, each reinforcing rib being connected between a first baffle and a second baffle; at least one reinforcing rib is arranged on the side of the connecting hole away from the vent hole along the direction of gravity. The reinforcing ribs can enhance the structural strength of the fastener, and the reinforcing ribs at the bottom of the connecting hole can shield the connecting hole along the direction of gravity, which also helps to prevent cooling oil from reaching the connecting hole.

[0010] In one embodiment, along the direction of gravity, the groove opening of the groove structure is located at the lowest point of the groove structure, and the wall of the connecting hole, which is away from the vent hole, is lower than the groove opening of the groove structure. The groove structure is connected to the vent hole, allowing the oil in the vent hole to return to the groove structure under gravity and flow back into the housing through the connecting hole for timely recirculation.

[0011] In one embodiment, the housing includes a partition plate connected to the bottom of a grooved structure and two horizontally opposite inner walls. A first channel communicating with a vent is formed between the partition plate and the top wall of the grooved structure, and a second channel communicating with a connecting hole is formed between the partition plate and the bottom wall of the grooved structure. The partition plate includes two through holes spaced apart along the axial direction of the motor, each through hole connecting the first and second channels. The two through holes form two connecting positions between the first and second channels. The partition plate and the grooved structure cooperate to form two sets of gas channels, increasing the tortuosity of the gas channels and further reducing the probability of oil mist entering the vent and vent valve.

[0012] In one embodiment, the through hole and the vent hole near the bottom of the groove structure are opposite each other along the direction of gravity. As the oil mist enters the groove structure and moves with the higher-temperature gas to the vent valve of the vent hole, it can fall under the action of gravity, fall from the vent hole into the first channel, and further pass through the first through hole into the second channel.

[0013] In one embodiment, along the arrangement direction of the reducer and the groove structure, the connecting hole is offset relative to any one of the through holes towards the reducer side. This can increase the degree of bend in the path of oil mist guiding to the vent through the connecting hole, further blocking the oil mist from entering the vent through the groove structure, and also helping the oil mist to condense in the groove structure and flow back into the housing.

[0014] In one embodiment, the partition includes a bottom surface facing the top wall of the groove structure; along the direction of gravity, the height of the end of the bottom surface facing the groove opening is less than the height of the end of the bottom surface facing the bottom of the groove structure. A portion of the oil mist condensed on the bottom surface of the partition can enter the first channel through two through-holes, and then return to the housing through a connecting hole for oil return and reuse.

[0015] In one embodiment, the fastener is a plastic part, which is injection molded and fixed to the housing. During the fabrication of the powertrain, the fastener can be fixed to the groove structure of the housing using an integral injection molding process, allowing the fastener and the groove structure to cooperate to form a labyrinth structure.

[0016] In one embodiment, the reducer includes an input wheel, an intermediate wheel set, and an output wheel. The input wheel is coaxially connected to the motor shaft of the motor, and the intermediate wheel set is driven between the input wheel and the output wheel. Along the direction of gravity, the height of the groove opening of the groove structure is greater than the height of each gear shaft in the input wheel, intermediate wheel set, and output wheel.

[0017] In one embodiment, the housing includes a first housing, a second housing, and an intermediate housing. The intermediate housing is connected between the first and second housings along the motor's axial direction. A first chamber is formed between the intermediate housing and the first housing, and a second chamber is formed between the intermediate housing and the second housing. The motor is housed in the first chamber, and the reducer is housed in the second chamber. The second housing includes a third chamber isolated from the second chamber, and a motor controller is housed within the third chamber. The intermediate housing and the second housing each include wiring holes for the three-phase lines to pass through. The intermediate housing forms a vent and a groove structure. The groove opening faces the intermediate housing along the motor's axial direction and serves as a mating surface for connecting the second housing. The groove structure can be integrally formed with the intermediate housing during manufacturing. Taking die casting as an example, the groove structure can be formed by drafting during die casting, and then a fixing component can be fitted with the groove structure to form a labyrinth structure. The vent is located at the highest point of the second chamber along the direction of gravity. Due to gravity, oil mist is less likely to move upwards with the gas, preventing excessive oil mist from entering the vent.

[0018] Secondly, this application provides an electric vehicle comprising a power battery, wheels, and any of the powertrains provided in the first aspect above. The power battery supplies direct current to the motor controller, and the reducer drives the wheels. This electric vehicle's powertrain offers improved performance and cooling efficiency. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of an electric vehicle provided in an embodiment of this application;

[0020] Figure 2a This is a schematic diagram of the structure of a powertrain provided in an embodiment of this application;

[0021] Figure 2b A simplified diagram of the internal structure of a powertrain provided in an embodiment of this application;

[0022] Figure 2c This is a partial structural diagram of a powertrain provided in an embodiment of this application;

[0023] Figure 2d An exploded view of a portion of the structure of a powertrain provided in an embodiment of this application;

[0024] Figure 3a This is a partial structural diagram of a powertrain provided in an embodiment of this application;

[0025] Figure 3b for Figure 3a A magnified view of the details at V1 in the middle;

[0026] Figure 4a This application provides a schematic diagram of the structure of a fixing component in a powertrain.

[0027] Figure 4b This application provides a schematic diagram of the structure of a fixing component in a powertrain.

[0028] Figure 5a This application provides a schematic diagram of the structure of a fixed component and three-phase lines in a powertrain, as shown in the embodiments of the present application.

[0029] Figure 5b This application provides a schematic diagram of the structure of a fixed component and three-phase lines in a powertrain, as shown in the embodiments of the present application.

[0030] Figure 6 This is a partial structural diagram of a powertrain housing provided in an embodiment of this application;

[0031] Figure 7a This is a partial structural cross-sectional schematic diagram of a powertrain provided in an embodiment of this application;

[0032] Figure 7b for Figure 7a Enlarged detail image of V2 in the middle;

[0033] Figure 8a This is a partial structural cross-sectional schematic diagram of a powertrain provided in an embodiment of this application;

[0034] Figure 8b for Figure 8a Enlarged detail image of V3 in the middle;

[0035] Figure 9 This is a schematic diagram of the oil mist outlet path and return path of a powertrain provided in an embodiment of this application.

[0036] Figure label:

[0037] 100 - Powertrain; 200 - Transmission structure; 300 - Wheels; 400 - Power battery;

[0038] 10-Housing; 101-First housing; 102-Second housing; 103-Intermediate housing; 20-Breath valve; 30-Motor; 301-Three-phase wire; 302-Motor shaft; 40-Reducer; 401-Input wheel; 402-Intermediate wheel assembly; 403-Output wheel; 50-Motor controller;

[0039] 1-Groove structure; 2-Fixing component; 21-First baffle; 22-Second baffle; 221-First fixing part; 23-Limiting plate; 231-Through hole; 24-Reinforcing rib; 25-Fixing plate; 251-Second fixing part; 3-Partition; 31-First through hole; 32-Second through hole;

[0040] b1 - First surface; b2 - Second surface; k1 - Wiring hole; k2 - Shaft hole; m - Bottom surface; K - Vent hole; L1 - Air outlet path; L2 - Oil return path; M1 - First mating surface; M2 - Second mating surface; T - Connecting hole; D - Groove; D1 - First channel; D2 - Second channel; Q1 - First chamber; Q2 - Second chamber; Q3 - Third chamber. Detailed Implementation

[0041] In the electric vehicle industry, the drivetrain is the power source of the entire vehicle and plays a crucial role in its operation. The powertrain generates significant heat during operation, and the expansion of internal gases due to heat causes an imbalance in pressure between the inside and outside of the powertrain. Therefore, the powertrain is equipped with a vent valve to ensure pressure balance. The powertrain also stores cooling oil for its components. At high temperatures, this cooling oil evaporates into oil mist, which can easily accumulate in the vent valve, preventing it from opening. When a large amount of oil mist accumulates in the vent valve, cooling oil may leak out with the airflow, causing leakage. Excessive oil leakage reduces the utilization rate of the cooling oil and weakens its heat dissipation effect.

[0042] Based on this, the present application provides a powertrain and electric vehicle with a labyrinth structure, which can prevent oil mist from entering the vent hole, avoid oil mist clogging the vent valve and affecting the normal operation of the vent valve, and also reduce the occurrence of coolant leakage problems.

[0043] To make the objectives, technical solutions, and advantages of this application clearer, the application will now be described in further detail with reference to the accompanying drawings.

[0044] The terminology used in the following embodiments is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification and appended claims of this application, the singular expressions “a,” “an,” “the,” “the,” “the,” and “this” are intended to also include expressions such as “one or more” unless the context clearly indicates otherwise.

[0045] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0046] Figure 1 This is a schematic diagram of the structure of an electric vehicle provided in an embodiment of this application. The electric vehicle is a wheeled device driven or towed by a power unit, including pure electric vehicles (pure EV / battery EV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), or plug-in hybrid electric vehicles (PHEV), etc.

[0047] by Figure 1 Taking the electric vehicle provided in this application embodiment as an example, the electric vehicle includes a power battery 400, a wheel 300, a transmission structure 200 and a power assembly 100. The power assembly 100 can receive power from the power battery 400 and output power, and drive the wheel 300 to rotate through the transmission structure 200.

[0048] This application provides an embodiment of a method. Figure 2a The powertrain shown is 100. (Example) Figure 2aAs shown, the powertrain 100 includes a housing 10, which includes a vent K. The vent K communicates with the internal space of the housing 10 and the outer wall of the housing 10, and is used to fix a vent valve 20. During operation, the internal gas of the powertrain 100 expands due to heat. The vent valve 20 allows air to circulate between the interior of the housing 10 and the external environment, maintaining pressure balance. The vent valve 20 achieves the effect of allowing air to pass through while preventing water penetration.

[0049] Figure 2b This is a simplified schematic diagram of the internal structure of the powertrain 100. The powertrain 100 includes a motor 30, a reducer 40, and a motor controller 50 housed within a housing 10. Along the axial direction A of the motor 30, the motor 30, reducer 40, and motor controller 50 are arranged adjacent to each other. The motor 30 is drive-connected to the reducer 40, and the motor 30 is connected to the motor controller 50 via a three-phase line 301. The motor controller 50 converts direct current (DC) to alternating current (AC) and transmits the DC current to the motor 30 via the three-phase line 301. The motor 30 converts electrical energy into mechanical energy and outputs the mechanical energy to the reducer 40. The gear combination of the reducer 40 converts the high-speed, low-torque output of the motor 30 into a low-speed, high-torque output to meet the vehicle's requirements. The motor 30 includes a motor shaft 302, which is drive-connected to the reducer 40. The axial direction A of the motor 30 is also the axial direction of the motor shaft 302.

[0050] exist Figure 2b The powertrain 100 shown includes a motor 300 in which the three-phase wires 301 extend to connect to the motor controller 50. The three-phase wires 301 are spaced apart from the reducer 40 along an axis perpendicular to the motor 30. The three-phase wires 301 have a relatively long extension distance along the motor 30's axis. Under the influence of gravity, the stability and connection reliability of the three-phase wires 301 are affected, consequently impacting the circuit connection between the motor 30 and the motor controller 50. Therefore, the powertrain 100 also includes a fixing member 2 for securing the three-phase wires 301. Figure 2b As shown, the fixing member 2 is arranged along the axial direction of the motor 30 between the motor 30 and the motor controller 50, and a portion of the three-phase wires 301 of the motor 30 is fixed to the fixing member 2. This fixing member 2 is fixed to the inner wall of the housing 10, thereby fixing the position of the relatively long three-phase wires 301 relative to the housing 10. Figure 2b The connection between the fastener 2 and the housing 10 is not shown in the diagram.

[0051] like Figure 2c Partial structure of the powertrain 100 shown and Figure 2dThe exploded view of a portion of the powertrain 100 shown depicts a housing 10 including a groove structure 1 connected to a vent K. The opening D of the groove structure 1 faces the interior space of the housing 10, thus allowing gas to flow through the interior space of the housing 10 via the groove structure 1 and the vent K. Along the gravitational direction G, the height of the vent K is greater than the height of the opening D of the groove structure 1, facilitating the upward flow of heated and expanding gas within the housing 10, which is ultimately discharged outside the housing 10 through a vent valve 20 installed at the vent K.

[0052] Combination Figure 2c and Figure 2d As shown, the fastener 2 is fixed to the housing 10 and covers the slot D of the groove structure 1. The fastener 2 includes a connecting hole T that connects the groove structure 1 and the internal space of the housing 10. The flow cross section of the connecting hole T is smaller than the slot D of the groove structure 1. The connecting hole T and the groove structure 1 can form a channel for the gas in the housing 10 to flow to the vent hole K, ensuring that the gas in the housing 10 that expands due to heat can smoothly reach the vent valve 20.

[0053] To control the temperature rise of components within the housing 10 of the powertrain 100, cooling oil is introduced into the housing 10. Some of this cooling oil forms oil mist at high temperatures. The cooling oil also has a lubricating effect, lubricating the components within the housing 10. Compared to gas, oil mist has a higher density and is more easily cooled and condensed into liquid. As the oil mist moves with the expanding gas to the vent K, the fixing member 2 blocks the oil mist entering the groove structure 1, reducing the amount of oil mist entering the vent K and vent valve 20 through the groove structure 1. This prevents the accumulation of cooling oil in the vent K and vent valve 20, avoiding blockage of the vent valve 20 and leakage of cooling oil. Even if a small amount of oil mist enters the vent K, the height of the vent K is greater than the height of the groove opening D of the groove structure 1. After the oil mist condenses into cooling oil, the cooling oil can flow back into the groove structure 1 from the vent K.

[0054] In one embodiment, along the direction of gravity G, the groove opening D of the groove structure 1 is the lowest point of the groove structure 1, and the oil in the groove structure 1 can flow to the groove opening D under the action of gravity. The groove structure 1 has a groove bottom opposite to the groove opening D, which refers to the end of the groove structure 1 away from the groove opening D along the axial direction A of the motor 30. The height of the end of the bottom wall of the groove structure 1 facing the groove opening D is less than the height of the end of the bottom wall facing the groove bottom, making the bottom wall of the groove structure 1 inclined. When the oil mist cools and condenses on the bottom wall of the groove structure 1, it can flow from the groove bottom to the groove opening D under the action of gravity. The wall of the connecting hole T away from the vent hole K is lower than the groove opening D of the groove structure 1, so that the cooling oil in the groove structure 1 can flow back into the housing 10 through the groove opening D and the connecting hole T to achieve reflux, and the cooling oil can be recycled. In the above embodiments, the powertrain 100, through the cooperation of the groove structure 1 and the fixing member 2 of the housing 10 itself, forms a labyrinth structure with a tortuous flow path, which blocks the movement of oil mist and prevents excessive oil mist from entering the vent hole K and accumulating in the vent valve 20, causing blockage of the vent valve and leakage of cooling oil. Reducing the discharge of oil mist through the vent valve 20 can also reduce the leakage of cooling oil, improve the utilization rate of cooling oil, and ensure good heat dissipation of the powertrain 100.

[0055] The labyrinth structure is formed by a portion of the housing 10 and the fixing member 2 for securing the three-phase lines 301 of the motor 30, resulting in a split-type labyrinth structure. This design simplifies manufacturing, enhances practicality, and allows for greater flexibility and fewer restrictions on the placement of the vents K and the layout of adjacent components. Furthermore, the integration of the motor 30, reducer 40, and motor controller 50 within a single housing 10 reduces the size of the powertrain 100, facilitating miniaturization.

[0056] based on Figures 2a to 2d In one embodiment of the powertrain 100 shown, the housing 10 includes a first housing 101, a second housing 102, and an intermediate housing 103. The intermediate housing 103 is connected between the first housing 101 and the second housing 102. The intermediate housing 103 and the first housing 101 enclose a first chamber Q1, and the intermediate housing 103 and the second housing 102 enclose a second chamber Q2. The motor 30 is housed in the first chamber Q1, and the reducer 40 is housed in the second housing 102.

[0057] The second housing 102 also includes a third chamber Q3 isolated from the second chamber Q2, and the motor controller 50 is housed within the third chamber Q3. In one embodiment, a partition structure is formed within the second housing 102 to isolate the second chamber Q2 and the third chamber Q3. To facilitate the circuit connection between the motor 30 and the electrode controller 50, the intermediate housing 103 and the second housing 102 each include wiring holes k1 through which the three-phase lines 301 of the motor 30 pass. Specifically, the partition structure of the second housing 102 is provided with wiring holes k1, which can connect the second chamber Q2 and the third chamber Q3. The wiring holes k1 of the intermediate housing 103 connect the second chamber Q2 and the first chamber Q1. The three-phase lines 301 of the motor 30 can sequentially pass through the wiring holes k1 on the intermediate housing 103 and the wiring holes k1 on the second housing 102 to enter the third chamber Q3 to connect to the motor controller 50. Both the vent hole K and the groove structure 1 are formed in the intermediate shell 103, and the groove opening D of the groove structure 1 faces the second shell 102 along the axial direction A of the motor 30.

[0058] In one embodiment, the second housing 102 may also be divided into two parts along the axial direction of the motor 30, namely a part for accommodating the reducer 40 and a part for accommodating the motor controller 50.

[0059] In one embodiment, the mating surface of the intermediate housing 103 for docking with the second housing 102 is as follows: Figure 2b The first mating surface M1 in the middle shell 103 is used to mate with the mating surface between the first shell 101. Figure 2b The second mating surface M2 is arranged along the axial direction of the motor 30. The housing 10 of the powertrain 100 can be assembled from the first housing 101, the second housing 102 and the intermediate housing 103 respectively. Each housing can be manufactured separately, making the processing easier.

[0060] like Figure 2c The diagram shows the structure of the intermediate housing 103, the three-phase line 301, the fixing member 2, and the vent valve 20. The groove structure 1 is part of the intermediate housing 103, and the groove opening D of the groove structure 1 faces the first mating surface M1 of the intermediate housing 103. The groove structure 1 can be integrally formed with the intermediate housing 103 during manufacturing. Taking the intermediate housing 103 as a die-casting example, the groove structure 1 can be formed by demolding during the die-casting process, and then the fixing member 2 can be fitted with the groove structure 1 to form a labyrinth structure.

[0061] In one embodiment, the fixing member 2 is an injection-molded part, which can be fixed to the groove structure 1 of the intermediate housing 103 by an integral injection molding process, so that the fixing member 2 and the groove structure 1 can cooperate to form a labyrinth structure to prevent oil mist from entering the vent hole K. Using an injection-molded part as the fixing member 2 can reduce costs, simplify the process, and also reduce the weight of the powertrain 100. In other embodiments, the fixing member 2 can also be made of other materials, such as metal, and can be fixed to the intermediate housing 103 by welding or other processes.

[0062] Please continue to refer to Figure 2c As shown, the intermediate housing 103 also includes a shaft hole k2, through which the motor shaft 302 of the power supply 30 passes into the second chamber Q2 for transmission connection to the reducer 40. The reducer 40 includes an input wheel 401, an intermediate wheel set 402, and an output wheel 403. The input wheel 401 is coaxially connected to the motor shaft 302 of the motor 30, and the intermediate wheel set 402 is transmissionally connected between the input wheel 401 and the output wheel 403. Along the direction of gravity G, the vent hole K is higher than the shaft hole k2, which can promote the discharge of hot air inside the housing 10. Due to gravity, oil mist is not easily moved upward with the gas, thus preventing excessive oil mist from entering the vent hole K.

[0063] To lubricate and cool the gears of the reducer 40, cooling oil is typically stored at the bottom of the housing 10, and at least some of the gears of the reducer 40 are in contact with the cooling oil along the direction of gravity G. During operation of the reducer 40, the rotation of the gears carries the cooling oil and throws it out tangentially.

[0064] In one embodiment, along the direction of gravity G, the height of the groove D of the groove structure 1 is greater than the height of each gear shaft in the input wheel 401, intermediate gear set 402, and output wheel 403. The cooling oil used to cool the reducer 40 is generally located at the bottom of the housing 10 and does not exceed any circumference, while the portions of each gear in the reducer 40 near the bottom of the housing 10 are in contact with the cooling oil. During operation, as the gears of the reducer 40 rotate, the cooling oil is thrown obliquely upwards along the outer circumference of the gear along the bottom of the gear's gravity direction. By positioning the groove D of the groove structure 1 at a higher position, the possibility of the cooling oil thrown out by the reducer 40 entering the groove structure 1 can be reduced.

[0065] In one specific embodiment, the vent K is located at the highest point of the second chamber Q2 along the direction of gravity. Based on this, the groove structure 1 is located at the highest point of the inner wall of the intermediate shell 103, so that the groove structure 1 communicates with the vent K.

[0066] Refer to together Figure 2c and Figure 2dAs shown, the groove opening D of the groove structure 1 is parallel to the axial direction of the shaft hole k2, that is, the groove opening D of the groove structure 1 is parallel to the axial direction of the motor 30. The rotation direction of each gear of the reducer 40 is parallel to the axial direction of the motor 30, and the circumferential direction of the rotation of each gear is perpendicular to the direction of the groove opening D of the groove structure 1. It is difficult for the cooling oil thrown out along the tangential direction of the gear to enter the groove opening D of the groove structure 1. In one embodiment, along the horizontal direction H, the groove structure 1 is arranged on the side of the intermediate housing 103 away from the reducer 40, so as to avoid the gear set of the reducer 40 throwing the cooling oil into the groove structure 1 during the oil stirring process, and to ensure the reliable operation of the vent valve 20. Figure 3a The powertrain 100 shown has a partial structure in which the fastener 2 is mounted on the intermediate housing 103 of the housing 10, and part of the three-phase wires 301 of the motor 30 are fixed to the fastener 2. Observing the first mating surface M1 of the intermediate housing 103 along the axial direction A of the motor 30, it can be seen that the fastener 2 blocks the slot D of the groove structure 1 of the housing 10, although the groove structure 1 is not shown here.

[0067] Combination Figure 3b shown Figure 3a A detailed enlarged view at point V1 shows that the connecting hole T and the slot D of the groove structure 1 are connected along the axial direction A of the motor 30. Along the axial direction A of the motor 30, the orthographic projection of the connecting hole T on the groove structure 1 overlaps with the slot D of the groove structure 1, thus connecting the internal space of the groove structure 1 with the space inside the shell 10 through the connecting hole T and the slot D, forming a channel for gas to flow to the vent K and the vent valve 20. To facilitate the smooth entry of heated and expanding gas into the groove structure 1 through the connecting hole T, the connecting hole T and the slot D are connected along the bottom wall in the direction of gravity G. Based on... Figure 3b Please continue to combine the structure shown. Figure 4a and Figure 4b The structure of a fastener 2 shown includes a first baffle 21 and a second baffle 22 arranged at an included angle. The first baffle 21 is connected to the groove structure 1 to cover the groove opening D, and the connecting hole T passes through the first baffle 21. The second baffle 22 protrudes from the surface of the first baffle 21 away from the groove opening D along the axial direction A of the motor 30, and is arranged between the reducer 40 and the connecting hole T along the axial direction A perpendicular to the motor 30.

[0068] Both the first baffle 21 and the second baffle 22 are continuous plate structures. The thickness directions of the first baffle 21 and the second baffle 22 are set at an angle, so that the first baffle 21 and the second baffle 22 respectively form a shielding effect in two directions. Specifically, the first baffle 21 covers the slot D of the groove structure 1 and can shield the slot D. The thickness direction of the first baffle 21 is parallel to the orientation of the slot D. The two surfaces of the second baffle 22 along the thickness direction face the reducer 40 and the slot D of the groove structure 1 respectively, thereby forming a shield between the reducer 40 and the slot D of the groove structure 1. That is, the second baffle 22 can shield the cooling oil in the direction of cooling oil splashing, preventing the cooling oil in the housing 10 from splashing into the groove structure 1 under the agitation of the gear set of the reducer 40. Through the structural design of the first baffle 21 and the second baffle 22, two layers of shielding are formed between the reducer 40 and the slot D of the groove structure 1. The second baffle 22 can form a shielding layer along the arrangement of the reducer 40 and the groove structure 1, and the second baffle 22 can form a shielding layer along the axial direction A of the motor 30 to the slot D of the groove structure 1, reducing the probability of cooling oil entering the groove structure 1.

[0069] In one embodiment, along the direction of gravity G, the size of the first baffle 21 is greater than or equal to the size of the groove D of the groove structure 1, so that the first baffle 21 can completely cover the groove D of the groove structure 1 to achieve a shielding effect.

[0070] In one embodiment, the size of the first baffle 21 is smaller than the size of the second baffle 22 along the direction of gravity G. During the process of cooling oil being agitated by the gears of the reducer 40 and splashing into the groove structure 1, it is successively blocked by the second baffle 22 and the first baffle 21. The larger size of the second baffle 22 allows it to block the cooling oil over a larger area first. When a small portion of the cooling oil splashes over the periphery of the second baffle 22 to the first baffle 21, the first baffle 21 can prevent the cooling oil from entering the groove structure 1. Since the first baffle 21 only needs to cover the opening D of the groove structure 1, its size can be reduced to fit the groove structure 1.

[0071] like Figure 3b as well as Figure 4a and Figure 4b As shown, to enhance the structural strength of the fastener 2, the fastener 2 includes at least two reinforcing ribs 24, each reinforcing rib 24 being connected between the first baffle 21 and the second baffle 22. In one embodiment, the reinforcing rib 24 is triangular, with two sides of the triangle connected to the first baffle 21 and the second baffle 22 respectively, and the third side of the triangle being the hypotenuse between the first baffle 21 and the second baffle 22.

[0072] When the fastener 2 includes multiple reinforcing ribs 24, the multiple reinforcing ribs 24 are arranged at intervals along the length of the line connecting the first baffle 21 and the second baffle 22. In one embodiment, at least one reinforcing rib 24 is provided on the side of the connecting hole T away from the vent hole K along the gravity direction G. The reinforcing rib 24 can block the connecting hole T along the gravity direction G and also helps to prevent cooling oil from being thrown from bottom to top into the connecting hole T.

[0073] like Figure 3b as well as Figure 4a and Figure 4b As shown, the fixing member 2 also includes a fixing plate 25 and a limiting plate 23. The fixing plate 25, the second baffle 22, and the limiting plate 23 cooperate to fix the three-phase wires 301 of the motor 30. In one embodiment, along the thickness direction of the second baffle 22, the fixing plate 25 is offset relative to the second baffle 22 towards the side away from the connecting hole T, and the limiting plate 23 is connected between the fixing plate 25 and the second baffle 22. The thickness direction of the second baffle 22 can also be considered as the arrangement direction of the reducer 40 and the groove structure 1. There is a gap between the first surface b1 of the fixing plate 25 facing away from the reducer 40 and the second surface b2 of the second baffle 22 facing the reducer 40, which can form a space for the three-phase wires 301 to pass through.

[0074] In one embodiment, the fixed plate 25 and the second baffle 22 are connected by a limiting plate 23 along the arrangement direction of the fixed plate 25 and the second baffle 22. The limiting plate 23 has a through hole 231 for the three-phase line 301 to pass through. Thus, the fixed plate 25, the limiting plate 23, and the second baffle 22 can be connected in sequence to form a three-dimensional structure with folded lines. The first surface b1 of the fixed plate 25 facing away from the reducer 40 and the second surface b2 of the second baffle 22 facing the reducer 40 can limit the output line 301 along the arrangement direction of the reducer 40 and the groove structure 1. The through hole 231 can limit the output line 301 along the direction of gravity G.

[0075] To secure the three-phase wire 301, the second baffle 22 is provided with a first fixing part 221, and the fixing plate 25 is provided with a second fixing part 251. As a specific structural example, the first fixing part 221 is a protrusion on the first surface b1 of the second baffle 22 facing the reducer 40, which presses against the three-phase wire 301. The protrusion has a threaded connection hole, allowing screws, studs, or other connecting parts to pass through the three-phase wire 301 and connect to the threaded connection hole to secure the three-phase wire 301 to the second baffle 22. The second fixing part 251 is a threaded connection hole penetrating the fixing plate 25, allowing screws, studs, or other connecting parts to pass through the three-phase wire 301 and connect to the threaded connection hole to secure the three-phase wire 301 to the fixing plate 25.

[0076] Figure 5a and Figure 5bAn example is provided illustrating the structure of the plastic part 2 cooperating with the three-phase wires 301 of the motor 30. In one embodiment, taking the motor 30 as a three-phase motor as an example, the three-phase wires 301 of the motor 30 are three-phase electricity, specifically including three three-phase wires 301, each of which is used to provide one phase of AC power to the motor 30. In one embodiment, the three three-phase wires 301 of the motor 30 are arranged at intervals along the direction of gravity G, and correspondingly, the limiting plate 23 also has three through holes 231, which are used to pass through the three three-phase wires 301 respectively. The second baffle 22 is provided with three first fixing parts 221 for fixing the three three-phase wires 301 respectively, and the fixing plate 25 is provided with three second fixing parts 251 for fixing the three three-phase wires 301 respectively.

[0077] For any three-phase wire 301, the three-phase wire 301 extends along the axial direction A of the motor 30 into a through hole 231 of the limiting plate 23. The first fixing part 221 on the second baffle 22 can abut against one surface of the three-phase wire 301, applying a force towards the fixing plate 25 to the three-phase wire 301. The other surface of the three-phase wire 301 abuts against the first surface b1 of the fixing plate 25, thereby limiting the three-phase wire 301 by applying forces in two opposite directions through the first fixing part 221 and the first surface b1 of the fixing plate 25.

[0078] Furthermore, the three-phase wire 301 is provided with a first through-connection hole 3011 and a second through-connection hole 3012. After passing a screw or bolt through the first through-connection hole 3011, it is connected to the first fixing part 221. After passing a screw or bolt through the second through-connection hole 3011, it is connected to the second fixing part 251, thereby fixing the three-phase wire 301 to the plastic part 2.

[0079] Figure 6 An example of a portion of the powertrain 100 is shown, which includes a portion of the intermediate housing 103 of the housing 10 and a breather valve 20. (See example...) Figure 6 As shown, the housing 10 includes a partition 3, which is connected to the bottom of the groove structure 1 and two inner walls opposite each other along the horizontal direction H. The top and bottom walls of the groove structure 1 are opposite each other along the direction of gravity G. A first channel D1 communicating with the vent hole K is formed between the partition 3 and the top wall of the groove structure 1, and a second channel D2 communicating with the connecting hole T is formed between the partition 3 and the bottom wall of the groove structure 1. The first channel D1 and the second channel D2 are respectively connected to the groove opening D of the groove structure 1 along the orientation of the groove opening D. The top plate of the groove structure 1 is also the top wall of the first channel D1, and the bottom wall of the groove structure 1 is also the bottom wall of the second channel D2.

[0080] Figure 7a A partial structural cross-sectional view of the powertrain 100 is shown, which includes an intermediate housing 103 of the housing 10 and a breather valve 20. (See attached image.) Figure 7aAs shown, the partition 3 includes two through holes for connecting the first channel D1 and the second channel D2, namely a first through hole 31 and a second through hole 32. The first through hole 31 and the second through hole 32 are arranged at intervals along the axial direction of the motor 30. In one embodiment, along the axial direction of the motor 30, the distance between the first through hole 31 and the slot D is greater than the distance between the second through hole 32 and the slot D.

[0081] Combination Figure 7b shown Figure 7a The enlarged view of the details at V2 shows that, along the orientation of the groove D of the groove structure 1, the first through hole 31 and the second through hole 32 form two connected positions between the first channel D1 and the second channel D2. The partition 3 and the groove structure 1 cooperate to form two sets of gas channels, increasing the tortuosity of the gas channels, which can further reduce the probability of oil mist entering the vent hole K and the vent valve 20.

[0082] In one embodiment, the through hole 31 and the vent hole K are opposite each other along the direction of gravity G. As the oil mist enters the groove structure 1 and moves with the higher temperature gas to the vent valve 20 of the vent hole K, it can fall under the action of gravity, fall from the vent hole K into the first channel D1, and further pass through the first through hole 31 into the second channel D2.

[0083] In one embodiment, the connecting hole T is offset relative to any of the through holes towards the side closer to the reducer 40, which increases the complexity of the path for oil mist to enter the groove structure 1 through the connecting hole T and move towards the vent hole K, further blocking the oil mist from entering the vent hole K through the groove structure 1, and also helps the oil mist to condense in the groove structure 1 and flow back into the housing 10.

[0084] In one embodiment, the partition 3 includes a bottom surface m facing the top wall of the groove structure 1. Along the direction of gravity G, the height of the end of the bottom surface m facing the opening D of the groove structure 1 is less than the height of the end of the bottom surface m facing the bottom of the groove structure 1. The bottom surface m is inclined; when oil mist condenses on the bottom surface m of the partition 3, it can flow from the bottom of the groove structure 1 to the opening D under gravity, and finally flow back into the housing 10 through the opening D of the groove structure 1. The cooling oil returning into the housing 10 can continue to cool the reducer 40, which helps to improve the utilization rate of the cooling oil.

[0085] It should be understood that a portion of the bottom surface m of the partition 3 is located between the second through hole 32 and the first through hole 31, and a portion is located between the bottom of the groove structure 1 and the first through hole 31. A portion of the oil mist condensed on the bottom surface m of the partition 3 can enter the first channel D1 through the first through hole 31, and a portion can also enter the first channel D1 through the second through hole 32.

[0086] Figure 8aA partial structural cross-sectional view of the powertrain 100 is shown, which includes a housing 10, an intermediate housing 103, a vent valve 20, a plastic component 2, and a portion of the three-phase wire 301. The plastic component 2 is connected to the intermediate housing 103 of the housing 10. A first baffle 21 covers the slot D of the groove structure 1, and a connecting hole T is connected to the groove structure 1.

[0087] Combination Figure 8b shown Figure 8a A detailed enlarged view at V3 shows that the first baffle 21 of the plastic part 2 covers the groove D of the groove structure 1. The connecting hole T connects with the second channel D2 of the groove structure 1, allowing gas to enter the groove structure 1. The partition 3 cooperates with the groove structure 1 to form the first channel D1 and the second channel D2. The first channel D1 connects between the connecting hole T and the first through hole 31, and the second channel D2 connects between the second through hole 32 and the vent hole K. The connecting hole T of the plastic part 2 and the vent hole K of the housing 10 are the two ends of the oil mist movement path, and there are two channels for oil mist to pass through between the connecting hole T and the vent hole K. Specifically, one channel goes through the connecting hole T, the second through hole 32, and the first channel D1 to the vent hole K, and the other channel goes through the second channel D2, the through hole, and the second channel D2 to the vent hole K. The design of the two channels described above can form a double-layered labyrinth ventilation channel. When the oil mist flows out with the gas, it will pass through the complex double-layered labyrinth structure. The oil mist is more likely to condense into oil when it comes into contact with the double-layered labyrinth structure, which can reduce the amount of oil entering the vent hole K and the vent valve 20 to a greater extent.

[0088] Figure 9 The example illustrates the path of the oil mist entering the groove structure 1 and the path of the connecting hole T exiting the groove structure 1.

[0089] like Figure 9 In the air outlet path L1, when the oil mist enters the groove structure 1 through the connecting hole T, it can enter the first channel D1 through the notch 31 and move towards the vent hole K along the first channel D1. Alternatively, it can move along the second channel D2 to the guiding hole 32 and enter the first channel D1 through the first guiding hole 31 before moving towards the vent hole K.

[0090] like Figure 9 The oil mist that reaches the vent K via the return path L2 condenses into liquid oil. Under gravity, it can return to the first channel D1 of the groove structure 1. A portion of the liquid oil can fall into the second channel D2 through the guide hole 32 and flow along the bottom wall of the groove structure 1 to the groove opening D. Along the direction of gravity G, the distance between the groove opening D of the groove structure 1 and the ground is higher than the distance between the connecting hole T and the ground. The liquid oil in the groove structure 1 can flow out of the groove opening D and through the connecting hole T, eventually returning to the shell 10.

[0091] In summary, the powertrain 100 provided in this application embodiment, when the motor 30, reducer 40, and motor controller 50 inside the powertrain 100 are working, the gas inside the housing 10 expands due to the influence of the heating device, increasing the pressure. The vent valve 20 opens at a preset pressure threshold, allowing excess gas inside the housing 10 to leave the powertrain 100 sequentially through the groove structure 1, the vent hole K, and the vent valve 20, balancing the pressure inside and outside the housing and preventing mechanical damage to the powertrain 100 caused by high pressure. The plastic part 2, in conjunction with the groove structure 1, forms a double-layered labyrinth structure. During the process of oil mist moving with the gas to the vent hole K, it can obstruct the movement of the oil mist, allowing it to condense into oil and return to the housing 10 under gravity, reducing the amount of oil mist entering the vent hole K and the vent valve 20, ensuring ventilation, and reducing oil leakage. The separate formation of the plastic part 2 and the groove structure 1 in the housing 10 reduces manufacturing difficulty and lowers costs.

[0092] It should be understood that the powertrain 100 provided in the embodiments of this application can be at least one of a single-drive assembly, a dual-drive assembly, a multi-drive assembly, and a hybrid assembly.

[0093] In one embodiment, the powertrain 100 is a single-drive system, meaning that the powertrain 100 includes a motor 30.

[0094] In one embodiment, the powertrain 100 is a dual-drive system, that is, the powertrain 100 includes two motors 30.

[0095] In one embodiment, the powertrain 100 is an all-in-one system, which integrates the motor controller 50, the motor 30, and the reducer 40 together.

[0096] In one embodiment, the powertrain 100 is a hybrid system, that is, the powertrain 100 includes an electric motor 30, a generator and an engine. The engine provides conventional fuel power, the electric motor 30 works in conjunction with the engine as an auxiliary power source, and the generator is used to convert the mechanical energy of the engine into electrical energy and transfer the electrical energy to the battery or the electric motor 30.

[0097] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A powertrain with a labyrinth structure, characterized in that, The powertrain includes a housing and a motor, a reducer, and a motor controller housed within the housing. The motor, the reducer, and the motor controller are arranged adjacent to each other along the axial direction of the motor. The motor is driven by the reducer, and the motor is connected to the motor controller via a three-phase line. The housing includes a vent hole and a groove structure. The vent hole communicates with the outer wall of the housing. The groove opening of the groove structure faces the internal space of the housing along the axial direction of the motor. The vent hole is used to fix the vent valve. The height of the vent hole along the direction of gravity is greater than the height of the groove opening of the groove structure. The powertrain also includes a fastener for fixing the three-phase wires. The fastener is fixed to the housing and covers the slot of the groove structure. The fastener includes a connecting hole that connects the groove structure to the internal space of the housing. The cross-sectional area of ​​the connecting hole is smaller than the area of ​​the slot of the groove structure.

2. The powertrain as described in claim 1, characterized in that, The fastener includes a first baffle and a second baffle arranged at an angle, the first baffle being connected to the groove of the groove structure, and the connecting hole penetrating the first baffle. The second baffle is arranged between the reducer and the connecting hole, and the second baffle protrudes along the axial direction of the motor from the surface of the first baffle away from the slot.

3. The powertrain as described in claim 2, characterized in that, Along the direction of gravity, the size of the second baffle is larger than the size of the first baffle.

4. The powertrain as described in claim 2, characterized in that, The fastener includes at least two reinforcing ribs, each of which is connected between the first baffle and the second baffle; Along the direction of gravity, at least one of the reinforcing ribs is arranged on the side of the connecting hole away from the vent hole.

5. The powertrain as described in claim 1, characterized in that, Along the direction of gravity, the groove opening of the groove structure is located at the lowest point of the groove structure, and the wall of the connecting hole away from the vent hole is lower than the groove opening of the groove structure.

6. The powertrain as described in claim 5, characterized in that, The housing includes a partition plate, which is connected to the bottom of the groove structure and two horizontally opposite inner walls. A first channel communicating with the vent hole is formed between the partition plate and the top wall of the groove structure, and a second channel communicating with the connecting hole is formed between the partition plate and the bottom wall of the groove structure. The partition includes two through holes spaced apart along the axial direction of the motor, each through hole connecting a first channel and a second channel.

7. The powertrain as described in claim 6, characterized in that, The through hole and the vent hole near the bottom of the groove structure are opposite each other along the direction of gravity.

8. The powertrain as described in claim 6, characterized in that, Along the arrangement direction of the reducer and the groove structure, the connecting hole is offset relative to any one of the through holes towards one side of the reducer.

9. The powertrain as described in claim 6, characterized in that, The partition includes a bottom surface facing the top wall of the groove structure; Along the direction of gravity, the height of the end of the bottom surface facing the opening of the groove structure is less than the height of the end of the bottom surface facing the bottom of the groove structure.

10. The powertrain as claimed in claim 1, characterized in that, The fastener is a plastic part, and it is injection molded and fixed to the housing.

11. The powertrain as claimed in claim 1, characterized in that, The reducer includes an input wheel, an intermediate wheel set, and an output wheel. The input wheel is coaxially connected to the motor shaft of the motor, and the intermediate wheel set is drivingly connected between the input wheel and the output wheel. Along the direction of gravity, the height of the groove opening of the groove structure is greater than the height of each gear shaft in the input wheel, the intermediate wheel set, and the output wheel.

12. The powertrain as described in any one of claims 1-11, characterized in that, The housing includes a first housing, a second housing, and an intermediate housing. The intermediate housing is connected between the first housing and the second housing along the axial direction of the motor. The intermediate housing and the first housing enclose a first chamber, and the intermediate housing and the second housing enclose a second chamber. The motor is housed in the first chamber, and the reducer is housed in the second chamber. The second housing includes a third chamber isolated from the second chamber. The motor controller is housed in the third chamber. The intermediate housing and the second housing each include wiring holes for the three-phase lines to pass through. The intermediate housing forms the vent hole and the groove structure. The groove opening of the groove structure faces the intermediate housing along the axial direction of the motor to connect the mating surface of the second housing. The vent hole is located at the highest point of the second chamber along the direction of gravity.

13. An electric vehicle, characterized in that, The electric vehicle includes a power battery, wheels, and a powertrain as described in any one of claims 1-12, wherein the power battery provides direct current to the motor controller, and the reducer drives the wheels.

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