Powertrain and vehicle

Abstract

The application discloses a power assembly and a vehicle. The power assembly comprises a shell, the shell comprises a reducer front shell and a reducer rear shell, the reducer front shell and the reducer rear shell jointly form a reduction gearbox for accommodating a reducer; the reducer front shell is provided with a first front bearing seat, a second front bearing seat and a third front bearing seat; the reducer rear shell is provided with a first rear bearing seat, a second rear bearing seat and a third rear bearing seat; the inner wall of the reducer rear shell facing the reduction gearbox is further provided with an oil blocking mechanism and at least two oil guiding mechanisms, the oil blocking mechanism extends to the first rear bearing seat, the at least two oil guiding mechanisms are respectively arranged on the two sides of the oil blocking mechanism, and the oil guiding mechanisms are communicated with the oil blocking mechanism and an output shaft rear bearing. Through the above scheme, the lubrication of the electric drive system of the motor shaft in different rotating directions can be realized at a lower cost.

Description

Technical Field

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

[0002] The lubrication system of an electric drive system is highly integrated and functionally combined. Its core tasks are to provide lubrication for mechanical components such as gears and bearings in the reducer, and to provide efficient heat dissipation for high-speed motors. Lubrication systems typically employ two methods: active lubrication and splash lubrication. Active lubrication generally involves pumping and pressurizing oil through oil channels, then precisely spraying it onto critical parts requiring lubrication and cooling. It offers good cooling, but precision control is challenging. Splash lubrication, on the other hand, involves high-speed rotating gears splashing lubricating oil from the bottom, creating an oil mist that lubricates bearings and gears. Its structure is relatively simple and its cost is lower.

[0003] Due to the different electric drive layouts of different vehicle models, the forward drive direction of the motor shaft includes clockwise and counterclockwise rotation. Once the rotation direction of the motor shaft changes, the direction of oil throwing of the intermediate shaft gear and output shaft gear will change, resulting in insufficient lubrication of the splash lubrication bearings. This necessitates the redesign of the lubrication structure, which is costly. Utility Model Content

[0004] The main technical problem addressed by this application is to provide a powertrain and vehicle that can achieve lubrication of electric drive systems with motor shafts rotating in different directions at a lower cost.

[0005] To solve the above-mentioned technical problems, one technical solution adopted in this application is: providing a powertrain, the powertrain including a housing, the housing including a front reducer housing and a rear reducer housing, the front reducer housing and the rear reducer housing together forming a gearbox for accommodating the reducer; the front reducer housing is provided with a first front bearing seat for accommodating the output shaft front bearing of the reducer, a second front bearing seat for accommodating the intermediate shaft front bearing of the reducer, and a third front bearing seat for accommodating the input shaft front bearing of the reducer; the rear reducer housing is provided with a first rear bearing seat for accommodating the output shaft rear bearing of the reducer, a second rear bearing seat for accommodating the intermediate shaft rear bearing of the reducer, and a third rear bearing seat for accommodating the input shaft rear bearing of the reducer; the inner wall of the rear reducer housing facing the gearbox is further provided with an oil baffle mechanism and at least two oil guide mechanisms, the oil baffle mechanism extending towards the first rear bearing seat, and at least two oil guide mechanisms respectively disposed on both sides of the oil baffle mechanism, the oil guide mechanisms connecting the oil baffle mechanism and the output shaft rear bearing.

[0006] The oil-blocking mechanism includes a first oil-blocking rib, which protrudes from the inner wall of the rear housing of the reducer facing the gearbox and extends radially along the first rear bearing seat to the outside of the side wall of the first rear bearing seat; the oil-guiding mechanism includes a first oil-guiding groove and a second oil-guiding groove, which are respectively disposed on both sides of the first oil-blocking rib and both the first oil-guiding groove and the second oil-guiding groove penetrate the side wall of the first rear bearing seat.

[0007] The oil-blocking mechanism further includes a second oil-blocking rib, which protrudes from the inner wall of the rear housing of the reducer facing the gearbox. The second oil-blocking rib is located on the side of the first oil-blocking rib near the second rear bearing seat, and at least a portion of the second oil-blocking rib extends radially along the first rear bearing seat to the outside of the side wall of the first rear bearing seat. The oil-guiding mechanism further includes a third oil-guiding groove, which is disposed on the side of the second oil-blocking rib away from the first oil-blocking rib and penetrates the side wall of the first rear bearing seat.

[0008] The reducer front housing has a third oil baffle rib protruding from the inner wall facing the gearbox, and the third oil baffle rib extends radially along the second front bearing seat to the outside of the side wall of the second front bearing seat; the reducer front housing also has a fourth oil guide groove on the inner wall facing the gearbox, the fourth oil guide groove is located on the side of the third oil baffle rib near the first front bearing seat, and the fourth oil guide groove penetrates the side wall of the second front bearing seat.

[0009] The powertrain also includes an active lubrication system, which includes an oil pump, an oil guide pipe, and an oil cooler. The two ends of the oil guide pipe are connected to the oil pump and the oil cooler, respectively. The oil guide pipe is provided with a first oil outlet hole, which is used to connect to the front bearing of the output shaft.

[0010] The reducer front housing is provided with a fifth oil guide groove on the inner wall facing the reducer box. The fifth oil guide groove passes through the side wall of the first front bearing seat, and the two ends of the fifth oil guide groove are respectively connected to the first oil outlet hole and the output shaft front bearing.

[0011] The oil guide pipe is also provided with a second oil outlet hole, which is used to communicate with the front bearing of the intermediate shaft.

[0012] The housing further includes a motor housing, which, together with the front housing of the reducer, forms a motor box for housing the motor. The motor includes a motor shaft with an oil passage inside. The motor shaft has a third oil outlet, the two ends of which are respectively connected to the oil passage of the motor shaft and the front bearing of the input shaft. The active lubrication system further includes a first oil passage, which is disposed in the housing and the two ends of which are respectively connected to the oil cooler and the oil passage of the motor shaft.

[0013] The reducer includes an input shaft, a front bearing of the input shaft is sleeved outside the input shaft, the input shaft is sleeved outside the motor shaft, and a sixth oil guide groove is provided on the end face of the input shaft near the motor shaft. The sixth oil guide groove and the motor shaft form an oil guide channel, and the two ends of the oil guide channel are respectively connected to the third oil outlet hole and the front bearing of the input shaft.

[0014] To solve the above-mentioned technical problems, another technical solution adopted in this application is to provide a vehicle including the powertrain described in any of the technical solutions.

[0015] The beneficial effects of this application are as follows: Unlike existing technologies, the powertrain provided in this application, by setting an oil-blocking mechanism on the inner wall of the reducer rear housing and oil-guiding mechanisms on both sides of the oil-blocking mechanism, ensures that regardless of whether the motor shaft rotates clockwise or counterclockwise, the oil-blocking mechanism can block splashed lubricating oil, while the corresponding oil-guiding mechanisms can guide the lubricating oil to the output shaft rear bearing for lubrication. Since this application only requires improvements to the housing structure, the structural improvement is simple, requires no additional parts, reduces design and management costs, and improves production efficiency. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of an embodiment of the powertrain of this application; Figure 2 This is a perspective view of one embodiment of the housing of this application; Figure 3 This is a schematic diagram of the structure of one embodiment of the reducer rear housing of this application; Figure 4 This is a structural schematic diagram of one embodiment of the housing of this application; Figure 5 This is a cross-sectional view of an embodiment of the powertrain of this application; Figure 6 This application is Figure 5 A partially enlarged schematic diagram of the motor shaft.

[0017] Reference numerals: 100, Powertrain; 10, Housing; 10a, Gearbox; 10b, Motor Housing; 11, Front Housing of Gearbox; 111, First Front Bearing Housing; 112, Second Front Bearing Housing; 113, Third Front Bearing Housing; 114, Third Oil Baffle Rib; 115, Fourth Oil Guide Groove; 116, Fifth Oil Guide Groove; 12, Rear Housing of Gearbox; 121, First Rear Bearing Housing; 122, Second Rear Bearing Housing; 123, Third Rear Bearing Housing; 124, First Oil Baffle Rib; 125, First Oil Guide Groove; 126, Second Oil Guide Groove; 127, Second Oil Baffle Rib; 128, Third Oil Guide Groove; 129, Seventh Oil Guide Groove; 13, Motor Housing; 20, Gearbox; 21, Input Shaft; 211 1. Input shaft front bearing; 212. Input shaft rear bearing; 213. Sixth oil guide groove; 221. Intermediate shaft front bearing; 223. First gear; 231. Output shaft front bearing; 233. Second gear; 24. Oil baffle; 30. Motor; 31. Motor shaft; 311. Motor shaft oil passage; 312. Third oil outlet; 313. Fourth oil outlet; 314. Stepped surface; 32. Rotor; 33. Stator; 40. Active lubrication system; 41. Oil pump; 411. Connecting oil passage; 42. Oil filter; 43. Oil guide pipe; 431. First oil outlet; 432. Second oil outlet; 44. Oil cooler; 45. First oil passage; 46. Second oil passage; 47. Third oil passage; 48. Oil injection ring. Detailed Implementation

[0018] To make the objectives, technical solutions, and effects of this application clearer and more explicit, the following detailed description is provided with reference to the accompanying drawings and embodiments. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] See Figures 1 to 3 , Figure 1 This is a schematic diagram of the structure of one embodiment of the powertrain of this application. Figure 1 The rear housing of the reducer was omitted. Figure 2 This is a perspective view of one embodiment of the housing of this application. Figure 2 The rear housing of the reducer was omitted. Figure 3 This is a schematic diagram of the structure of one embodiment of the reducer rear housing of this application.

[0020] This application provides a powertrain 100, which includes a housing 10, a motor 30, and a reducer 20. The housing 10 includes a front reducer housing 11, a rear reducer housing 12, and a motor housing 13. The front reducer housing 11 and the rear reducer housing 12 together form a gearbox 10a for housing the reducer 20. The side of the front reducer housing 11 away from the rear reducer housing 12 together with the motor housing 13 forms a motor housing 10b for housing the motor 30. That is, the motor housing 10b and the gearbox 10a are separated by the front reducer housing 11.

[0021] Motor 30 includes motor shaft 31, rotor 32 and stator 33 (see reference) Figure 5 The motor shaft 31 drives the rotor 32 to rotate relative to the stator 33. The reducer 20 includes an input shaft 21, an intermediate shaft (not shown), and an output shaft (not shown). The input shaft 21, intermediate shaft, and output shaft are driven by gear meshing. The input shaft 21 is connected to the motor shaft 31 to achieve coaxial rotation between the two. A large gear (i.e., the first gear 223) is provided on the intermediate shaft, and a large gear (i.e., the second gear 233) is provided on the output shaft. The input shaft 21 has a front input shaft bearing 211 and a rear input shaft bearing 212, the intermediate shaft has a front intermediate shaft bearing 221 and a rear intermediate shaft bearing (not shown), and the output shaft has a front output shaft bearing 231 and a rear output shaft bearing (not shown).

[0022] The front housing 11 of the reducer is provided with a first front bearing seat 111 for accommodating the output shaft front bearing 231 of the reducer 20, a second front bearing seat 112 for accommodating the intermediate shaft front bearing 221 of the reducer 20, and a third front bearing seat 113 for accommodating the input shaft front bearing 211 of the reducer 20. The first front bearing seat 111, the second front bearing seat 112, and the third front bearing seat 113 are all groove structures with openings facing the reduction gearbox 10a.

[0023] The rear housing 12 of the reducer is provided with a first rear bearing seat 121 for accommodating the output shaft rear bearing of the reducer 20, a second rear bearing seat 122 for accommodating the intermediate shaft rear bearing of the reducer 20, and a third rear bearing seat 123 for accommodating the input shaft rear bearing 212 of the reducer 20. The first rear bearing seat 121, the second rear bearing seat 122, and the third rear bearing seat 123 are all groove structures with openings facing the reduction gearbox 10a.

[0024] The inner wall of the reducer rear housing 12 facing the reducer box 10a is also provided with an oil baffle mechanism (not shown) and at least two oil guide mechanisms (not shown). The oil baffle mechanism extends to the first rear bearing seat 121, and the at least two oil guide mechanisms are respectively arranged on both sides of the oil baffle mechanism. The oil guide mechanisms connect the oil baffle mechanism and the output shaft rear bearing.

[0025] When the motor shaft 31 rotates in the first direction (e.g., clockwise), the large gear (second gear 233) on the output shaft stirs up the lubricating oil at the bottom of the gearbox 10a in the first direction. The lubricating oil is splashed onto the inner wall of the rear housing 12 of the gearbox. The side wall of the oil baffle mechanism blocks the lubricating oil from overflowing, causing the lubricating oil to flow along the extension direction of the oil baffle mechanism to the first rear bearing seat 121. Under the guidance of the oil guide mechanism on this side, the lubricating oil flows into the interior of the first rear bearing seat 121, thus lubricating the rear bearing of the output shaft. When When the motor shaft 31 rotates in the second direction (e.g., counterclockwise), the large gear (second gear 233) on the output shaft stirs up the lubricating oil at the bottom of the gearbox 10a in the second direction. The lubricating oil is splashed onto the inner wall of the gearbox rear housing 12. The other side wall of the oil-blocking mechanism blocks the lubricating oil from overflowing, allowing the lubricating oil to flow along the extension direction of the oil-blocking mechanism towards the first rear bearing seat 121. Guided by the oil-guiding mechanism on the other side, the lubricating oil flows into the interior of the first rear bearing seat 121, thus lubricating the output shaft rear bearing. This application, by providing an oil-blocking mechanism on the inner wall of the gearbox rear housing 12 and oil-guiding mechanisms on both sides of the oil-blocking mechanism, ensures that regardless of whether the rotation direction of the motor shaft 31 is clockwise or counterclockwise, the oil-blocking mechanism can block the splashed lubricating oil, while the corresponding oil-guiding mechanism can guide the lubricating oil to the output shaft rear bearing for lubrication. Since this application only requires an improvement to the structure of the housing 10, the structural improvement is simple, requires no additional parts, reduces design and management costs, and improves production efficiency.

[0026] Optionally, the oil-blocking mechanism can be located at the top of the housing 10, that is, above the first rear bearing seat 121, to collect as much lubricating oil as possible, and the lubricating oil can flow quickly into the first rear bearing seat 121 under the action of gravity. It should be noted that the top of the housing 10 is the top after the powertrain 100 is installed, that is, the setting position of the oil-blocking mechanism and the oil-guiding mechanism depends on the arrangement of the powertrain 100, and this application does not make specific limitations.

[0027] For details, please refer to [link / reference]. Figure 3 In one embodiment, the oil-blocking mechanism includes a first oil-blocking rib 124, which protrudes from the inner wall of the reducer rear housing 12 facing the reduction gearbox 10a. The top end of the first oil-blocking rib 124 is connected to the top wall of the reducer rear housing 12, and the bottom end of the first oil-blocking rib 124 extends radially along the first rear bearing seat 121 to the outside of the side wall of the first rear bearing seat 121 and is connected to the side wall. The oil-guiding mechanism includes a first oil-guiding groove 125 and a second oil-guiding groove 126, which are respectively located close to the left and right sides of the first oil-blocking rib 124. Both the first oil-guiding groove 125 and the second oil-guiding groove 126 penetrate radially through the side wall of the first rear bearing seat 121.

[0028] When the motor shaft 31 rotates in the first direction (e.g., clockwise), the large gear (second gear 233) on the output shaft will stir up the lubricating oil at the bottom of the gearbox 10a in the first direction. The lubricating oil is stirred up and splashes onto the inner wall of the rear housing 12 of the gearbox. The right side wall of the first oil baffle 124 blocks the lubricating oil from overflowing, so that the lubricating oil flows along the right side wall of the first oil baffle 124 to the first rear bearing seat 121, and flows into the interior of the first rear bearing seat 121 under the guidance of the second oil guide groove 126 on that side, so that the rear bearing of the output shaft is lubricated; when the motor shaft 31 rotates in the second direction, the lubricating oil will be stirred up and splashed onto the inner wall of the rear housing 121 of the gearbox 10a. When rotating in the direction (e.g., counterclockwise), the second gear 233 will stir up the lubricating oil at the bottom of the gearbox 10a along the second direction. The lubricating oil is stirred up and splashes onto the inner wall of the rear housing 12 of the gearbox. At this time, some of the lubricating oil stirred up by the first gear 223 may also splash onto the inner wall. The left side wall of the first oil baffle 124 blocks the lubricating oil from continuing to overflow, so that the lubricating oil flows along the left side wall of the first oil baffle 124 to the first rear bearing seat 121. Under the guidance of the first oil guide groove 125 on this side, the lubricating oil flows into the interior of the first rear bearing seat 121, so that the output shaft rear bearing is lubricated.

[0029] To increase the amount of lubricating oil collected by the oil-blocking mechanism, the oil-blocking mechanism can be provided with multiple oil-blocking ribs, and the oil-guiding mechanism can be provided with corresponding oil-guiding grooves. The multiple oil-blocking ribs can be provided on both sides of the first oil-blocking rib 124 or only on one side; this application does not make specific limitations.

[0030] For example, continue reading Figure 3 In one embodiment, the oil-blocking mechanism further includes a second oil-blocking rib 127. The second oil-blocking rib 127 protrudes from the inner wall of the reducer rear housing 12 facing the reduction gearbox 10a. The second oil-blocking rib 127 is located on the side of the first oil-blocking rib 124 near the second rear bearing seat 122, that is, the second oil-blocking rib 127 is located on the right side of the first oil-blocking rib 124. At least a portion of the second oil-blocking rib 127 extends radially along the first rear bearing seat 121 to the outside of the side wall of the first rear bearing seat 121. Specifically, a section of the second oil-blocking rib 127 near the first rear bearing seat 121 extends radially along the first rear bearing seat 121 to the outside of the side wall of the first rear bearing seat 121, and a section of the second oil-blocking rib 127 away from the first rear bearing seat 121 extends toward the third rear bearing seat 123 and is located above the second rear bearing seat 122. The oil guiding mechanism also includes a third oil guiding groove 128, which is located on the side of the second oil baffle 127 away from the first oil baffle 124, that is, the third oil guiding groove 128 is located close to the right side wall of the second oil baffle 127, and the third oil guiding groove 128 penetrates the side wall of the first rear bearing seat 121.

[0031] Since the second oil baffle 127 is closer to the intermediate shaft, the second oil baffle 127 is mainly used to block the lubricating oil splashed by the first gear 223 on the intermediate shaft when the motor shaft 31 rotates in the second direction (e.g., counterclockwise direction). This allows the lubricating oil to flow along the right side wall of the second oil baffle 127 to the first rear bearing seat 121. Under the guidance of the third oil guide groove 128, the lubricating oil flows into the interior of the first rear bearing seat 121, allowing more lubricating oil to lubricate the output shaft rear bearing and further improve the lubrication effect.

[0032] The above embodiments enable the output shaft rear bearing to receive sufficient splash lubrication, and splash lubrication can be achieved in both rotational directions of the motor 30.

[0033] Further, see Figure 2 and combined Figure 4 , Figure 4 This is a structural schematic diagram of one embodiment of the housing of this application. Figure 4 The rear housing 12 of the reducer is omitted. A third oil baffle 114 protrudes from the inner wall of the front housing 11 facing the gearbox 10a. The top end of the third oil baffle 114 connects to the top wall of the front housing 11, and the bottom end extends radially along the second front bearing seat 112 to the outside of the side wall of the second front bearing seat 112 and connects to the side wall. A fourth oil guide groove 115 is also provided on the inner wall of the front housing 11 facing the gearbox 10a. The fourth oil guide groove 115 is located on the side of the third oil baffle 114 near the first front bearing seat 111. Figure 4 The third oil baffle 114 is provided on the right side wall, and the fourth oil guide groove 115 penetrates the side wall of the second front bearing seat 112 radially.

[0034] When the motor shaft 31 rotates in the second direction (e.g., counterclockwise), the second gear 233 will stir up the lubricating oil at the bottom of the gearbox 10a in the second direction. The lubricating oil is stirred up and splashes onto the inner wall of the front housing 11 of the reducer. The right side wall of the third oil baffle 114 blocks the lubricating oil from continuing to overflow, so that the lubricating oil flows along the right side wall of the third oil baffle 114 to the second front bearing seat 112. Under the guidance of the fourth oil guide groove 115 on this side, the lubricating oil flows into the interior of the second front bearing seat 112, so that the intermediate shaft front bearing 221 is splashed lubricated.

[0035] Continue reading Figure 1In one embodiment, the powertrain 100 further includes an oil baffle 24, which covers the bottom of the first gear 223 and the second gear 233. The oil baffle 24 is arc-shaped and is used to isolate part of the lubricating oil at the bottom of the reduction chamber. The oil baffle 24 stores only a small amount of lubricating oil, which can reduce the amount of oil stirred up by the first gear 223 and the second gear 233, thereby reducing oil churning losses. Furthermore, the connecting plate (not shown) between the two oil baffles 24 is directly opposite the oil pump 41 suction port, reducing the fluctuation of the oil pump 41's suction volume caused by gear oil churning. In other embodiments, the oil baffle 24 may also be provided only at the bottom of one gear.

[0036] The powertrain 100 also includes an active lubrication system 40, through which other bearings of the reducer 20 can be lubricated, unaffected by the rotation direction of the motor shaft 31. In some embodiments, the active lubrication system 40 can also provide separate oil circuit active lubrication for the output shaft rear bearing.

[0037] Continue reading Figure 2 and Figure 4 In one embodiment, the active lubrication system 40 includes an oil pump 41, a connecting oil passage 411, an oil filter 42, an oil guide pipe 43, and an oil cooler 44 connected in sequence. The oil guide pipe 43 has a first oil outlet 431, which communicates with the front bearing 231 of the output shaft. The oil pump 41 draws and pressurizes the lubricating oil from the bottom of the gearbox 10a, which then passes through the connecting oil passage 411 and the oil filter 42 before entering the oil guide pipe 43. Through appropriate oil pressure control, the lubricating oil flowing from the first oil outlet 431 flows at a suitable pressure to the front bearing 231 of the output shaft for lubrication.

[0038] Further reading Figure 2 and Figure 4 A fifth oil guide groove 116 is provided on the inner wall of the reducer front housing 11 facing the reduction gearbox 10a. The fifth oil guide groove 116 penetrates the side wall of the first front bearing housing 111, and its two ends are respectively connected to the first oil outlet 431 and the output shaft front bearing 231. The fifth oil guide groove 116 forms an oil guiding path between the first oil outlet 431 and the output shaft front bearing 231. The lubricating oil flowing out of the first oil outlet 431 first flows into the fifth oil guide groove 116 and is guided to the interior of the first front bearing housing 111. The above arrangement ensures that sufficient lubricating oil can reach the first front bearing housing 111 and reduces the precision requirements for oil pressure control.

[0039] Further reading Figure 2In one embodiment, the oil guide pipe 43 is further provided with a second oil outlet 432, which is used to communicate with the intermediate shaft front bearing 221. The second oil outlet 432 is located at the end of the oil guide pipe 43 near the oil cooler 44. Through reasonable oil pressure control, the lubricating oil in the oil guide pipe 43 can flow out from the second oil outlet 432 and flow to the intermediate shaft front bearing 221 at an appropriate pressure. Figure 2 (Not shown) Active lubrication is provided for it. The intermediate shaft front bearing can achieve both active lubrication and splash lubrication simultaneously, or it can only provide active lubrication or splash lubrication, which can be selected according to actual needs. In other embodiments, a corresponding oil guiding structure can also be provided for the second oil outlet 432 to reduce the requirements for pressure control accuracy.

[0040] Optionally, see Figure 5 , Figure 5 This is a cross-sectional view of an embodiment of the powertrain of this application. A motor shaft oil passage 311 is provided within the motor shaft 31, extending axially along the motor shaft 31. A third oil outlet 312 is provided on the motor shaft 31, extending radially along the motor shaft 31. The two ends of the third oil outlet 312 are respectively connected to the motor shaft oil passage 311 and the input shaft front bearing 211, which is fitted outside the input shaft 21. The active lubrication system 40 also includes a first oil passage 45, disposed in the housing 10. The two ends of the first oil passage 45 are respectively connected to the oil cooler 44 and the motor shaft oil passage 311. A portion of the lubricating oil flowing from the oil cooler 44 flows through the first oil passage 45 into the motor shaft oil passage 311, and then flows out of the motor shaft 31 through the third oil outlet 312 to actively lubricate the input shaft front bearing 211.

[0041] Further reading Figure 5 and combined Figure 6 , Figure 6 This application is Figure 5A partially enlarged schematic diagram of the motor shaft. The input shaft 21 is sleeved outside the motor shaft 31, and a sixth oil guide groove 213 is provided on the end face of the input shaft 21 near the motor shaft 31. The sixth oil guide groove 213 and the motor shaft 31 form an oil guide channel, and the two ends of the oil guide channel are respectively connected to the third oil outlet hole 312 and the front bearing 211 of the input shaft. Specifically, a stepped surface 314 is provided on the end face of the motor shaft 31 facing the input shaft 21. The stepped surface 314 fits against the end face, and the stepped surface 314 and the sixth oil guide groove 213 enclose the oil guide channel. The sixth oil guide groove 213 can extend radially along the end face of the input shaft 21, and there can be multiple sixth oil guide grooves 213, which are distributed circumferentially along the end face of the input shaft 21. Correspondingly, multiple third oil outlet holes 312 can also be provided circumferentially corresponding to the sixth oil guide grooves 213. The lubricating oil flowing out from the third oil outlet 312 is directly guided through the sixth oil guide groove 213 to the front bearing 211 of the input shaft outside the end of the input shaft 21, so as to achieve active lubrication of the bearing.

[0042] Furthermore, the motor shaft 31 is also provided with a fourth oil outlet 313. The fourth oil outlet 313 is located on the side of the third oil outlet 312 away from the input shaft 21. The fourth oil outlet 313 extends radially along the motor shaft 31, and its two ends are respectively connected to the motor shaft oil passage 311 and the rotor 32. Multiple fourth oil outlets 313 can be arranged axially or distributed circumferentially. The lubricating oil in the motor shaft oil passage 311 can flow out of the motor shaft 31 through the fourth oil outlet 313. When the motor 30 rotates at high speed, the oil is thrown into the rotor 32 by centrifugal force to achieve a cooling effect, thereby improving the cooling effect of the rotor 32.

[0043] Optionally, please continue reading Figure 3 The housing 10 also includes a second oil passage 46. One end of the second oil passage 46 connects to the end of the first oil passage 45 furthest from the oil cooler 44, and the other end connects to the third rear bearing housing 123. The rear housing 12 of the reducer also includes a seventh oil guide groove 129, whose two ends connect to the second rear bearing housing 122 and the third rear bearing housing 123, respectively. Figure 3 As shown by the middle arrow, the above arrangement allows some of the lubricating oil flowing out of the first oil passage 45 to flow into the second oil passage 46, enter the third rear bearing housing 123 to lubricate the input shaft rear bearing 212 inside, and then enter the second rear bearing housing 122 through the seventh oil guide groove 129 to lubricate the intermediate shaft rear bearing inside.

[0044] Optionally, please continue reading Figure 5The active lubrication system 40 also includes an oil injection ring 48, which is axially disposed at the end of the stator 33. A third oil passage 47 is also provided inside the housing 10. One end of the third oil passage 47 is connected to the oil cooler 44, and the other end is connected to the oil injection ring 48. The lubricating oil from the oil cooler 44 can pass through the third oil passage 47 and be evenly sprayed onto the end windings of the stator 33 through the oil injection ring 48, resulting in better cooling.

[0045] Optionally, the first front bearing housing 111, the second front bearing housing 112, and the third front bearing housing 113 are through holes, that is, all three bearing housings pass through the motor housing 10b and the gearbox 10a, so as to make the lubrication more sufficient and at the same time reduce the material cost required for the housing 10.

[0046] This application provides a vehicle including a powertrain 100 of any of the foregoing embodiments, the powertrain 100 including an electric drive system. The vehicle can be a hybrid electric vehicle or a pure electric vehicle, and is also applicable to any other type of vehicle, such as a sports utility vehicle (SUV), off-road vehicle, MPV, etc.

[0047] The above are merely embodiments of this application and do not limit the scope of this patent application. Any equivalent structural or procedural changes made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of this application.

Claims

1. A powertrain, characterized in that, include: The housing includes a front housing and a rear housing of the reducer, which together form a gearbox for housing the reducer. The front housing of the reducer is provided with a first front bearing housing for accommodating the output shaft front bearing of the reducer, a second front bearing housing for accommodating the intermediate shaft front bearing of the reducer, and a third front bearing housing for accommodating the input shaft front bearing of the reducer. The rear housing of the reducer is provided with a first rear bearing seat for accommodating the output shaft rear bearing of the reducer, a second rear bearing seat for accommodating the intermediate shaft rear bearing of the reducer, and a third rear bearing seat for accommodating the input shaft rear bearing of the reducer. The reducer's rear housing is also provided with an oil baffle mechanism and at least two oil guide mechanisms on the inner wall facing the gearbox. The oil baffle mechanism extends toward the first rear bearing seat, and the at least two oil guide mechanisms are respectively arranged on both sides of the oil baffle mechanism. The oil guide mechanisms connect the oil baffle mechanism and the output shaft rear bearing.

2. The powertrain according to claim 1, characterized in that, The oil baffle mechanism includes a first oil baffle rib, which protrudes from the inner wall of the rear housing of the reducer facing the gearbox, and extends radially along the first rear bearing seat to the outside of the side wall of the first rear bearing seat. The oil guiding mechanism includes a first oil guiding groove and a second oil guiding groove. The first oil guiding groove and the second oil guiding groove are respectively disposed on both sides of the first oil baffle rib. Both the first oil guiding groove and the second oil guiding groove penetrate the side wall of the first rear bearing seat.

3. The powertrain according to claim 2, characterized in that, The oil baffle mechanism further includes a second oil baffle rib, which protrudes from the inner wall of the rear housing of the reducer facing the gearbox. The second oil baffle rib is located on the side of the first oil baffle rib close to the second rear bearing seat, and at least a portion of the second oil baffle rib extends radially along the first rear bearing seat to the outside of the side wall of the first rear bearing seat. The oil guiding mechanism further includes a third oil guiding groove, which is disposed on the side of the second oil baffle away from the first oil baffle, and the third oil guiding groove passes through the side wall of the first rear bearing seat.

4. The powertrain according to claim 1, characterized in that, The front housing of the reducer has a third oil baffle protruding on the inner wall of the gearbox, and the third oil baffle extends radially along the second front bearing seat to the outside of the side wall of the second front bearing seat. The front housing of the reducer is provided with a fourth oil guide groove on the inner wall facing the gearbox. The fourth oil guide groove is located on the side of the third oil baffle near the first front bearing seat, and the fourth oil guide groove passes through the side wall of the second front bearing seat.

5. The powertrain according to any one of claims 1 to 4, characterized in that, The powertrain also includes an active lubrication system, which includes an oil pump, an oil guide pipe, and an oil cooler. The two ends of the oil guide pipe are respectively connected to the oil pump and the oil cooler. The oil guide pipe is provided with a first oil outlet hole, which is used to communicate with the front bearing of the output shaft.

6. The powertrain according to claim 5, characterized in that, The reducer front housing is provided with a fifth oil guide groove on the inner wall facing the reducer box. The fifth oil guide groove passes through the side wall of the first front bearing seat, and the two ends of the fifth oil guide groove are respectively connected to the first oil outlet hole and the output shaft front bearing.

7. The powertrain according to claim 5, characterized in that, The oil guide pipe is also provided with a second oil outlet hole, which is used to communicate with the front bearing of the intermediate shaft.

8. The powertrain according to claim 5, characterized in that, The housing also includes a motor housing, which together with the front housing of the reducer forms a motor box for housing the motor. The motor includes a motor shaft, which has an oil passage and a third oil outlet. The two ends of the third oil outlet are respectively connected to the oil passage and the front bearing of the input shaft. The active lubrication system further includes a first oil passage, which is disposed in the housing, and the two ends of the first oil passage are respectively connected to the oil cooler and the motor shaft oil passage.

9. The powertrain according to claim 8, characterized in that, The reducer includes an input shaft, a front bearing of the input shaft is sleeved outside the input shaft, the input shaft is sleeved outside the motor shaft, and a sixth oil guide groove is provided on the end face of the input shaft near the motor shaft. The sixth oil guide groove and the motor shaft form an oil guide channel, and the two ends of the oil guide channel are respectively connected to the third oil outlet hole and the front bearing of the input shaft.

10. A vehicle, characterized in that, Includes the powertrain as described in any one of claims 1-9.

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