Power assembly with layout conforming to power flow and electric vehicle

Abstract

Embodiments of the present application provide a power assembly with the layout conforming to a power flow, comprising an integrated shell, a motor and a motor controller. The integrated shell comprises a motor accommodating cavity, a controller accommodating cavity, direct-current input interface mounting holes and an alternating-current output interface mounting hole. The motor comprises a motor shaft and a motor winding. In a first direction, the direct-current input interface mounting holes and the alternating-current output interface mounting hole are arranged opposite to each other, the alternating-current output interface mounting hole and a wiring terminal of the motor winding are arranged on one side in the first direction, and the direct-current input interface mounting holes and an output end of the motor shaft are arranged on the other side in the first direction. In a second direction, the projection of the controller accommodating cavity partially overlaps the projection of the motor accommodating cavity. In a third direction, the projection of the direct-current input interface mounting holes, the projection of the alternating-current output interface mounting hole and the projection of the motor shaft do not overlap. The layout of the power assembly provided by the present application is compact and conforms to the direction of the power flow, facilitating realizing miniaturization and high power density of the power assembly.

Description

Powertrain and electric vehicles with a power flow layout Technical Field

[0001] The present application relates to the technical field of powertrains, and in particular to a powertrain and an electric vehicle with a forward power flow layout. Background Art

[0002] Existing electric vehicles typically utilize an integrated powertrain as their power source. Currently, the motor and motor controller are typically combined into a two-in-one powertrain, or the motor, motor controller, and reducer are typically combined into a three-in-one powertrain, or the motor, motor controller, reducer, and other electric vehicle components are typically integrated into an all-in-one powertrain. To improve the overall performance of electric vehicles, the powertrain must comprehensively consider various design requirements, including miniaturization, power density, reliability, heat dissipation, and power performance.

[0003] Accordingly, problems in the layout design and structural design of the various components in the powertrain will not only affect the miniaturization or heat dissipation performance of the powertrain, but also affect the energy conversion efficiency, thereby reducing the power density of the powertrain, and will also affect the energy transfer path, thereby reducing the reliability and power performance of the powertrain.

[0004] Summary of the Invention

[0005] The present application provides a powertrain and electric vehicle with a forward power flow layout. The layout design and structural design of multiple components in the powertrain, such as the motor, motor controller, and reducer, can take into account the design requirements of the powertrain such as miniaturization, power density, reliability, heat dissipation performance, and power performance, thereby improving the overall performance of the electric vehicle.

[0006] In a first aspect, an embodiment of the present application provides a powertrain with a power flow layout, the powertrain including an integrated housing, a motor and a motor controller, the integrated housing including a motor accommodating cavity, a controller accommodating cavity, a DC input interface mounting hole and an AC output interface mounting hole, the motor including a motor shaft and a motor winding. Along a first direction, the DC input interface mounting hole and the AC output interface mounting hole are arranged relative to each other, the AC output interface mounting hole and the terminal of the motor winding are arranged on one side along the first direction, and the DC input interface mounting hole and the output end of the motor shaft are arranged on the other side along the first direction. Along the second direction, the projection of the controller accommodating cavity partially overlaps with the projection of the motor accommodating cavity, and along the third direction, the projection of the DC input interface mounting hole, the projection of the AC output interface mounting hole and the projection of the motor shaft do not overlap. Any two of the first direction, the second direction and the third direction are perpendicular.

[0007] The powertrain provided in the embodiments of the present application utilizes an integrated housing to house the motor and motor controller. Compared to separate powertrains, this improves the powertrain's integration, increases space utilization, and reduces costs. Furthermore, in the integrated housing of the powertrain provided in the embodiments of the present application, the controller housing and the motor housing are aligned along the second direction, and the controller and motor housings partially overlap in the third direction, thereby reducing the space occupied by the powertrain in the second direction.

[0008] In the embodiment of the present application, energy is transferred sequentially through the DC input interface mounting hole, the motor controller, the AC output interface mounting hole, the connection terminal of the motor winding, and the output end of the motor shaft.

[0009] In an embodiment of the present application, the DC input interface mounting hole and the AC output interface mounting hole are arranged relative to each other along a first direction, and are respectively located at both ends of the controller accommodating cavity along the first direction. The component for transmitting DC power to the motor controller is installed in the DC input interface mounting hole and passed through the inner side of the controller accommodating cavity, that is, the motor controller is electrically connected to the battery pack through the DC input interface mounting hole. The component for transmitting AC power to the motor can be installed in the AC output interface mounting hole and passed through the outer side of the controller accommodating cavity, that is, the motor controller is electrically connected to the motor through the AC output interface mounting hole. In an embodiment of the present application, the DC input interface mounting hole and the AC output interface mounting hole are arranged relative to each other along the first direction, which is conducive to avoiding electrical interference between DC and AC during transmission, thereby improving safety performance. The AC output interface mounting hole is arranged adjacent to the motor, which is conducive to shortening the distance between the motor controller and the terminal of the motor through the AC output interface mounting hole.

[0010] In an embodiment of the present application, the motor winding is connected to the motor controller via an electrical connector. The wiring terminals of the motor winding are used to receive the alternating current transmitted by the motor controller. The wiring terminals of the motor winding are arranged adjacent to the AC output interface mounting hole and are located on the same side of the controller accommodating cavity, so that the energy transfer path between the motor controller and the motor is shorter, which makes the impedance smaller, and is conducive to reducing the energy loss on the transmission path and improving the energy transmission efficiency. In addition, the layout between the motor controller and the motor is compact and regular, which is conducive to reducing the volume of the powertrain, thereby facilitating the optimization of the overall vehicle layout. The wiring terminals of the motor winding are arranged relative to the output terminal of the motor shaft along a first direction, and the output terminal of the motor shaft is arranged on the same side as the DC input interface mounting hole, that is, the axial direction of the motor shaft is parallel to the arrangement direction of the DC input interface mounting hole and the AC output interface, which is conducive to reducing the volume of the powertrain.

[0011] The powertrain provided in the embodiments of the present application incorporates a motor and motor controller within an integrated housing, which increases the powertrain's integration, reduces its size and cost, facilitates a lightweight design, and improves power density. Furthermore, the layout design of the DC input interface mounting holes, AC output interface mounting holes, motor winding terminals, and motor shaft output terminals in the powertrain provided in the embodiments of the present application aligns with the direction of power flow, shortens the energy transfer path within the powertrain, and helps reduce energy losses during transmission.

[0012] In one embodiment, a motor controller includes a capacitor module, a power module, and a copper busbar assembly, and a controller housing cavity is configured to accommodate the capacitor module, the power module, and the copper busbar assembly. The capacitor module and the power module are stacked in a second direction, the copper busbar assembly and the power module are adjacent in a third direction, and the radial distance between the power module and the motor shaft is greater than the distance between the copper busbar assembly and the motor shaft.

[0013] In one embodiment, along the first direction, the projection of the DC input interface mounting hole and the projection of the capacitor module at least partially overlap. In the embodiment of the present application, energy transfer sequentially passes through the DC input interface mounting hole, the capacitor module, the power module, and the AC output interface mounting hole, and the DC input interface mounting hole and the AC output interface mounting hole are arranged relative to each other along the first direction, that is, the direction of power flow between the DC input interface mounting hole and the AC output interface mounting hole is the first direction. In this solution, the projection of the DC input interface mounting hole is arranged to at least partially overlap with the projection of the capacitor module, so that the energy transfer path between the DC input interface mounting hole and the capacitor module is shorter, which is conducive to reducing energy loss inside the motor controller.

[0014] In one embodiment, the projection of the DC input interface mounting hole and the projection of the power module at least partially overlap. This solution is beneficial for shortening the energy transfer path between the DC input interface mounting hole and the power module, reducing energy loss within the motor controller.

[0015] In one embodiment, the projection of the DC input interface mounting hole at least partially overlaps with the projections of the capacitor module and the power module. This solution helps shorten the energy transfer path between the DC input interface mounting hole, the capacitor module, and the power module, thereby reducing energy loss within the motor controller.

[0016] In one embodiment, the capacitor module and the power module are stacked along the second direction, and the copper busbar assembly is arranged adjacent to the power module along the third direction, and the third direction is perpendicular to the first direction and the second direction. Adjacent to each other, compared to arranging the capacitor module, the power module and the copper busbar assembly in a flat manner along the first direction, this solution is conducive to reducing the size of the motor controller in the first direction, thereby reducing the volume of the powertrain. It is conducive to connecting the capacitor module and the power module along the second direction, shortening the connection path, reducing power transmission energy consumption, and making the power flow between the capacitor module and the power module smooth.

[0017] In one embodiment, the distance between the power module and the motor shaft along the radial direction of the motor is greater than the distance between the copper bar assembly and the motor shaft. In the embodiment of the present application, the copper bar assembly is closer to the motor shaft relative to the power module, which is conducive to shortening the distance between the copper bar assembly and the terminal of the motor winding. Since the copper bar assembly is electrically connected to the terminal of the motor winding, the distance between the copper bar assembly and the terminal of the motor winding is set to be smaller, so that the layout conforms to the direction of power flow and reduces energy loss. This solution is also conducive to reducing the space volume occupied by the motor controller and the motor, and improving the integration and power density of the powertrain.

[0018] In one embodiment, the motor controller further comprises a circuit board, which is electrically connected to the power module. Wherein, along the second direction, the circuit board is stacked and arranged on the capacitor module and the power module, and the projection of any one of the capacitor module, the power module and the circuit board does not overlap with the copper busbar assembly, and the projection of the motor shaft does not overlap with the projection of any one of the capacitor module, the power module and the circuit board. Along the third direction, the projection of the motor shaft does not overlap with the projection of any one of the capacitor module, the power module and the circuit board, and the controller accommodating chamber and the motor accommodating chamber at least partially overlap along the third direction, and the length of the portion where the controller accommodating chamber and the motor accommodating chamber overlap in the third direction is less than the outer diameter of the motor stator.

[0019] In the embodiment of the present application, since the surface of the circuit board usually has a larger area, compared with the capacitor module, power module and circuit board being arranged flatly along the third direction or the first direction, this solution arranges the circuit board, power module and capacitor module to be stacked in sequence along the second direction, which is more conducive to reducing the space volume occupied by the motor controller.

[0020] In an embodiment of the present application, the projections of the copper busbar assembly and any of the capacitor module, power module and circuit board in the second direction do not overlap, that is, the copper busbar assembly is not stacked with the capacitor module, power module and circuit board along the second direction, thereby reducing the interference of the power transmitted by the copper busbar assembly on the signal quality of the circuit board.

[0021] Wherein, copper bar assembly is electrically connected with power module, and copper bar assembly is used for transmitting the alternating current of power module output, copper bar assembly can be arranged on the side of power module along the third direction near motor shaft, the components inside motor controller are rationally arranged, avoid the size value of motor controller in the second direction to be too large.Also convenient for copper bar assembly to be electrically connected with the motor for receiving alternating current, conform to the flow direction of power flow.In the embodiment of the present application, the projection of any one in the second direction of motor shaft and capacitor module, power module and circuit board does not overlap, is conducive to reducing the size value of powertrain in the second direction.

[0022] In one embodiment, along the third direction, the projection of the motor shaft does not overlap with the projection of any of the capacitor module, the power module and the circuit board, the controller accommodating cavity and the motor accommodating cavity at least partially overlap along the third direction, and the length of the overlapping part of the controller accommodating cavity and the motor accommodating cavity in the third direction is less than the outer diameter of the motor stator.

[0023] In the embodiment of the present application, the projections of the motor shaft and any of the capacitor module, power module and circuit board in the third direction do not overlap, which is beneficial to reducing the size of the powertrain in the third direction. The controller accommodating cavity and the motor accommodating cavity are arranged along the second direction and partially overlap along the third direction, so that the total size of the motor controller and the motor in the second direction is reduced. The length of the portion where the controller accommodating cavity and the motor accommodating cavity overlap in the third direction is less than the outer diameter of the motor stator, so that the projections of the controller accommodating cavity and the motor accommodating cavity in the third direction do not completely overlap, which can provide space for arranging other components or devices under the controller accommodating cavity, thereby improving the space utilization of the powertrain.

[0024] In one embodiment, the DC input interface mounting hole is used to secure the DC input interface, which is used to electrically connect to a power battery. The power module includes multiple bridge arm modules, which are used to form an inverter circuit to convert DC power into AC power. The multiple bridge arm modules are arranged adjacent to each other in a first direction, and their projections do not overlap with the projection of the AC output interface mounting hole. However, their projections overlap with the projection of the DC input interface mounting hole. In a second direction, the projection of the capacitor module overlaps the projections of the multiple bridge arm modules.

[0025] In an embodiment of the present application, the projections of the DC input interface mounting hole and the AC output interface mounting hole in the first direction overlap at most, the capacitor module is electrically connected to the battery pack through the DC input interface mounting hole, and the capacitor module and the power module are stacked. This scheme arranges that the projections of multiple bridge arm modules along the first direction overlap with the projections of the DC input interface mounting hole, so that the path for energy to be transferred from the DC input interface mounting hole to the bridge arm module is shorter, which is beneficial to reducing energy loss.

[0026] In an embodiment of the present application, the copper busbar assembly transmits AC power through the AC output interface mounting hole, and the projections of the copper busbar assembly and the bridge arm module in the second direction do not overlap. This solution sets the projections of multiple bridge arm modules along the first direction to not overlap with the projections of the AC output interface mounting hole, providing a prerequisite for reducing energy loss between the copper busbar assembly and the AC output interface mounting hole. The capacitor module and the power module are stacked along the second direction, wherein the projection of the capacitor module in the second direction overlaps the projections of multiple bridge arm modules along the second direction, allowing the capacitor module to support the bridge arm module.

[0027] In one embodiment, the power module includes three bridge arm modules, wherein the two ends of the three bridge arm modules are used to electrically connect the positive and negative poles of the DC input interface respectively through two first connectors, and the midpoint of the bridge arm of each bridge arm module is used to connect to the copper busbar assembly through a second connector. The three bridge arm modules output three-phase AC power to the copper busbar assembly through three second connectors. Two first connectors are arranged at intervals along a first direction within the controller accommodating cavity, and the projections of the two first connectors along the first direction at least partially overlap with the projections of the DC input interface mounting holes. Three second connectors are arranged at intervals along the first direction within the controller accommodating cavity, and the projections of the three second connectors along the first direction at least partially overlap with the projections of the AC output interface mounting holes.

[0028] In this embodiment of the present application, the power module includes three bridge arm modules, each of which includes two first connectors and one second connector, wherein the first connector and the second connector are located on either side of the bridge arm module along the third direction. The battery pack transmits DC power through the DC input interface and the capacitor module to the first connectors of the three bridge arm modules. The three bridge arm modules convert the DC power into AC power, which is then transmitted sequentially through the second connectors to the copper busbar assembly and the AC output interface mounting holes.

[0029] In an embodiment of the present application, the two first connectors of each bridge arm module are spaced apart along a first direction, and the projection of the first connector and the DC input interface in the first direction at least partially overlap. Since the first connector and the DC input interface are electrically connected, this solution facilitates shortening the energy transfer path between the first connector and the DC input interface. The three second connectors of the three bridge arm modules are spaced apart along the first direction, and the projection of the second connector and the AC output interface in the first direction at least partially overlap. Since the second connector is directly electrically connected to the copper busbar assembly, AC power is transmitted from the second connector through the copper busbar assembly to the AC output interface mounting hole. This solution also facilitates reducing energy loss between the second connector and the AC output interface mounting hole.

[0030] In one embodiment, the integrated housing further includes a power interface mounting hole. Along a first direction, the power interface mounting hole and the DC input interface mounting hole are arranged opposite each other, and the power interface mounting hole, the AC output interface mounting hole, and the motor winding terminals are arranged on one side along the first direction. Along a third direction, the AC output interface mounting hole and the AC mounting hole are arranged adjacent to each other.

[0031] In one embodiment, an external power source charges the battery pack via the power interface mounting hole, the motor controller, and the DC input interface mounting hole. Arranging the power interface mounting hole and the DC input interface mounting hole relative to each other along a first direction facilitates shortening the transmission path between the power interface mounting hole and the DC input interface mounting hole, thereby reducing energy loss during charging. In this embodiment of the present application, arranging the power interface mounting hole and the DC input interface mounting hole relative to each other along the first direction facilitates electrical isolation.

[0032] In one embodiment, the power interface mounting hole is used to secure the power interface, which is used to electrically connect to an external power source. The power interface mounting hole extends through the integrated housing along a first direction and communicates with the controller accommodating cavity. In the radial direction of the motor, the distance between the AC output interface mounting hole and the motor shaft is greater than the distance between the power interface mounting hole and the motor shaft.

[0033] In the embodiment of the present application, in the second direction and the third direction, the AC output interface mounting hole is closer to the motor relative to the power interface mounting hole. Since there is an electrical connection between the AC output interface mounting hole and the terminal of the motor winding, this solution is conducive to shortening the energy transmission path, and the layout of the motor controller and the motor is more compact, which is conducive to reducing the spatial volume of the powertrain and improving the power density.

[0034] In one embodiment, the AC output interface mounting hole is used to secure the AC output interface, which is electrically connected to the motor winding terminals via the input copper busbar. The input copper busbar, the AC output interface mounting hole, and the motor winding terminals are arranged on one side along a first direction. The length of the input copper busbar intersects the first, second, and third directions.

[0035] In an embodiment of the present application, the AC output interface mounting hole, the input copper bar, and the terminal of the motor winding are connected in sequence, wherein the AC output interface mounting hole and the input copper bar are arranged relative to each other along a first direction, so that the AC power output by the motor controller is transmitted to the input copper bar. The input copper bar includes a first end and a second end arranged relative to each other, the first end of the input copper bar being used to connect to the AC output interface mounting hole, and the second end of the input copper bar being used to connect to the terminal of the motor winding. Wherein, in the second direction, the spacing between the first end of the input copper bar and the AC output interface mounting hole is less than the spacing between the first end of the input copper bar and the terminal of the motor winding, and the spacing between the second end of the input copper bar and the terminal of the motor winding is less than the spacing between the second end of the input copper bar and the AC output interface mounting hole, that is, the extension direction of the input copper bar conforms to the direction of power flow in the AC output interface mounting hole, the input copper bar, and the terminal of the motor winding, and is specifically manifested as the angle value between the extension direction of the input copper bar and the second direction is less than 90°. At this time, the AC power is less lost during the transmission between the motor controller and the motor, thereby enabling the motor to more efficiently drive the wheels to rotate, thereby enhancing the power performance of the vehicle.

[0036] In one embodiment, the AC output interface includes three wiring ports, which are electrically connected to the wiring terminals of the motor windings through three input copper bars respectively. The three input copper bars are arranged at intervals, and the arrangement direction of the three input copper bars intersects with the first direction and the second direction.

[0037] In this embodiment of the present application, the AC output interface is located between the copper busbar assembly and the input copper busbar along a first direction. The bridge arm module in the power module outputs AC power to the copper busbar assembly. The copper busbar assembly, via the AC output interface, is electrically connected to the input copper busbar and the motor winding terminals, transmitting the AC power to the motor. The three-phase AC power output by the three second connectors of the bridge arm module is transmitted to the three input copper busbars, respectively. The three input copper busbars are arranged in an interval, which helps reduce electrical interference between the input copper busbars.

[0038] In one embodiment, the powertrain further includes a reducer in driving connection with the output end of the motor shaft. The reducer is arranged opposite the AC output interface mounting hole in a first direction, and the reducer is arranged on the other side of the DC input interface mounting hole in the first direction.

[0039] In an embodiment of the present application, the DC input interface mounting hole is arranged on the same side as the reducer opening, and the AC output interface mounting hole is arranged on the same side as the motor opening, so that the two ends of the integrated shell along the first direction are basically flush, the internal layout of the powertrain is regular, and the energy transfer path can be reduced.

[0040] In an embodiment of the present application, the reducer is used to receive mechanical energy transmitted by the motor and drive the wheel to rotate through the wheel drive end. The controller accommodating chamber and the motor accommodating chamber are arranged along the second direction and partially overlap in the third direction, so that there is installation space below the controller accommodating chamber along the second direction. Since the wheel drive end of the reducer needs to be connected to the wheel, this solution is conducive to providing installation space for the connection between the reducer and the wheel. The axis of the wheel drive end is parallel to the motor shaft, and the arrangement direction of the axis of the wheel drive end and the motor shaft is perpendicular to the first direction, making the layout of the motor and reducer compact and regular.

[0041] In the embodiment of the present application, the power flow direction of the motor controller is opposite to the energy flow direction of the motor, forming a roughly U-shaped flow. The energy flow direction of the motor through the reducer to the wheel drive end is also opposite, forming a roughly U-shaped flow. The U-shaped opening of the U-shaped energy flow direction formed by the motor controller and the motor is opposite to the U-shaped opening of the U-shaped energy flow direction of the motor through the reducer to the wheel drive end. The wheel drive end is located below the motor controller, which makes the entire energy flow of the powertrain smooth and the energy path short, which is conducive to achieving a small size, space saving, more integrated, and miniaturized powertrain.

[0042] In one embodiment, the integrated housing further includes a reducer housing chamber for accommodating a reducer, the reducer housing chamber being connected to the motor housing chamber, and the controller housing chamber, the motor housing chamber, and the reducer housing chamber each including an opening. Along a first direction, the orientation of the motor housing chamber opening is opposite to the orientation of the reducer housing chamber opening, and the length of the controller housing chamber opening is less than the sum of the lengths of the reducer housing chamber and the motor housing chamber. The orientation of the controller housing chamber opening is perpendicular to the first direction and the third direction.

[0043] In the embodiment of the present application, a transmission relationship exists between the reducer and the motor. The reducer housing cavity is connected to the motor housing cavity, allowing a portion of the motor shaft to pass through the reducer housing cavity, thereby achieving mechanical transmission between the motor and the reducer. The controller housing cavity is not connected to either the reducer housing cavity or the motor housing cavity. This prevents the cold oil medium in the motor and reducer housing cavities from flowing into the controller housing cavity and causing electrical interference to the electrical components in the motor controller, thereby ensuring the normal operation of the motor controller.

[0044] In one embodiment, the powertrain further includes a motor end cap, a reducer end cap, and a motor controller cover. The motor end cap, reducer end cap, and motor controller cover are configured to cover the openings of the controller accommodating chamber, the motor accommodating chamber, and the reducer accommodating chamber, respectively. Along a first direction, the length of the motor controller cover is less than the distance between the motor end cap and the reducer end cap, and the length of the controller accommodating chamber is less than the distance between the motor end cap and the reducer end cap.

[0045] In an embodiment of the present application, the motor controller cover covers the opening of the controller accommodating chamber along the second direction, and the motor end cover and the reducer end cover cover the openings of the motor and the reducer respectively along the first direction. The positional relationship between the motor controller cover and the motor end cover and the reducer end cover is similar to the positional relationship between the motor controller opening, the motor opening and the reducer opening. The length of the motor controller cover along the first direction is less than the distance between the motor end cover and the reducer end cover along the first direction, that is, the motor controller cover is located between the motor end cover and the reducer end cover along the first direction, which is conducive to reducing the total size of the motor controller, motor and reducer in the first direction, thereby reducing the space volume occupied by the powertrain in the electric vehicle. The length of the controller accommodating chamber along the first direction is less than the distance between the motor end cover and the reducer end cover along the first direction, which can also play a role in reducing the volume of the powertrain.

[0046] In one embodiment, the powertrain further includes a wiring cover. Along a first direction, the wiring cover is arranged opposite the reducer cover, and the motor end cover is arranged between the motor stator and the wiring cover. The gap between the wiring cover and the motor end cover is used to accommodate the input copper busbar. The projection of the wiring cover covers the AC output interface mounting hole, the three input copper busbars, the motor winding terminals, and the projection of the motor shaft.

[0047] In an embodiment of the present application, the two ends of the input copper busbar are respectively connected to the AC output interface mounting hole and the terminal of the motor winding, and the input copper busbar is used to transmit the AC power output by the motor controller to the motor. The AC output interface mounting hole and the three input copper busbars are all located on the outside of the motor end cover, and the terminal of the motor winding and one end of the motor shaft extend from the motor accommodating cavity to the motor end cover. The wiring cover plate can be used to cover the AC output interface mounting hole, the three input copper busbars, the terminal of the motor winding and the end of the motor shaft, wherein the AC output interface mounting hole, the three input copper busbars, and the terminal of the motor winding are electrically connected. The provision of the wiring cover plate can prevent the electrical connection relationship from being affected by external factors. The wiring cover plate can also prevent foreign matter from entering the motor shaft, ensuring the normal operation of the motor.

[0048] In one embodiment, the integrated housing further includes a coolant inlet and a coolant outlet, the coolant inlet is used to provide coolant to the motor controller, and the coolant outlet is used to output coolant, the coolant inlet, the power interface mounting hole and the AC output interface mounting hole are arranged on one side along the first direction, the coolant inlet and the power interface mounting hole are arranged adjacent to each other along the second direction, and the projection of the coolant outlet along the third direction overlaps with the projection of the controller accommodating cavity and does not overlap with the projection of the motor shaft.

[0049] In an embodiment of the present application, the coolant enters the liquid cooling channel below the controller accommodating chamber through the coolant inlet. The motor controller generates a lot of heat when working. The present solution provides a coolant inlet and a liquid cooling channel so that the coolant can cool and dissipate heat for the motor controller, which is beneficial to reducing the temperature of the motor controller in steady state operation. Among them, the coolant inlet and the DC input interface mounting hole are arranged relative to each other along the first direction, which is beneficial to reducing the difficulty of electrical connection and mechanical connection operation, while avoiding the adverse effects of the coolant on the DC input interface, and improving the safety performance of the motor controller and the powertrain. The axial direction of the coolant inlet is the same as the first direction, that is, the flow direction of the coolant is opposite to the flow direction of the power flow in the motor controller, which is beneficial to improving the heat dissipation efficiency of the coolant. Along the second direction, the liquid cooling channel is located below the controller accommodating chamber, rationally utilizing the internal space of the motor controller.

[0050] In one embodiment, the integrated housing further includes a coolant outlet, and the coolant inlet is connected to the coolant outlet via a liquid cooling channel. The axial direction of the coolant outlet is perpendicular to both the first direction and the second direction. The coolant outlet, the controller accommodating cavity, and the motor shaft are arranged along the axial direction of the coolant outlet. The coolant outlet is configured to communicate with a heat exchanger, and the heat exchanger and the motor terminals are arranged opposite each other along the first direction.

[0051] In this embodiment of the present application, the coolant outlet is oriented axially in the third direction and is located on opposite sides of the DC input interface mounting hole. This prevents the coolant from negatively impacting the DC input interface, thereby improving safety. The heat exchanger and motor terminals are positioned relative to each other along the first direction, placing the heat exchanger closer to the coolant outlet than the coolant inlet. This shortens the coolant transmission path outside the motor controller and improves cooling efficiency.

[0052] In one embodiment, along the second direction, the heat exchanger is located above the reducer, and the heat exchanger is also used to connect the reducer accommodating chamber and the motor accommodating chamber. The reducer accommodating chamber is used to accommodate the reducer, and the motor accommodating chamber is used to accommodate the motor. Both the reducer accommodating chamber and the motor accommodating chamber are not connected to the liquid cooling channel.

[0053] In an embodiment of the present application, a heat exchanger is provided in the powertrain, and the heat exchanger is connected to the reducer housing cavity and the motor housing cavity, so that the reducer and the motor can also be cooled, which is beneficial for ensuring that the reducer and the motor operate at an appropriate temperature. The heat exchanger is located above the reducer along the second direction, so that the cooling path between the heat exchanger and the reducer is shorter, which can reduce the thermal resistance of the heat dissipation path. The liquid cooling channel is not connected to either the reducer housing cavity or the motor housing cavity, so that the coolant in the liquid cooling channel does not flow into the reducer and the motor.

[0054] In a second aspect, embodiments of the present application provide an electric vehicle comprising a vehicle body, a battery pack, and a powertrain as described above. The powertrain is secured to the vehicle body, the battery pack is connected to a motor controller via a DC input port mounting hole, and the wheel drive end of the powertrain is connected to the vehicle's wheels for providing power to the wheels. The powertrain provided herein comprehensively considers multiple design requirements, including miniaturization, power density, reliability, heat dissipation, and power performance, thereby improving the overall performance of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments of the present application will be described below.

[0056] FIG1 is a schematic structural diagram of a vehicle provided in one embodiment of the present application;

[0057] FIG2 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0058] FIG3 is a schematic diagram of a partial structure of a powertrain provided in an embodiment of the present application;

[0059] FIG4 is a schematic diagram of a partial structure of a powertrain provided in an embodiment of the present application;

[0060] FIG5 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0061] FIG6 is a partial enlarged view of the M1 portion of the powertrain shown in FIG5 ;

[0062] FIG7 is a schematic diagram of a partial structure of a powertrain provided in one embodiment of the present application;

[0063] FIG8 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0064] FIG9 is a top view of a powertrain according to an embodiment of the present application;

[0065] FIG10 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0066] FIG11 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0067] FIG12 is a cross-sectional view of the powertrain shown in FIG11 along AA;

[0068] FIG13 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0069] FIG14 is a partial enlarged view of the M2 portion of the powertrain shown in FIG12 ;

[0070] FIG15 is a schematic structural diagram of a reducer input shaft and a motor shaft provided in one embodiment of the present application;

[0071] FIG16 is a cross-sectional view of the reducer input shaft and the motor shaft along line BB shown in FIG15 ;

[0072] FIG17 is a schematic structural diagram of an oil passage provided in one embodiment of the present application;

[0073] FIG18 is a partial enlarged view of the M3 portion of the powertrain shown in FIG13 ;

[0074] FIG19 is a schematic structural diagram of a reducer end cover provided in one embodiment of the present application;

[0075] FIG20 is a schematic structural diagram of an oil guide member provided in one embodiment of the present application;

[0076] FIG21 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0077] FIG22 is a schematic structural diagram of a motor provided in one embodiment of the present application;

[0078] FIG23 is a cross-sectional view of the motor shown in FIG22 taken along CC;

[0079] FIG24 is a partial enlarged view of the M4 portion of the motor shown in FIG23;

[0080] FIG25 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0081] FIG26 is a partial enlarged view of the M5 portion of the powertrain shown in FIG25 ;

[0082] FIG27 is a schematic structural diagram of a motor end cover provided in one embodiment of the present application;

[0083] FIG28 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0084] FIG29 is a cross-sectional view of the powertrain shown in FIG28 along DD;

[0085] FIG30 is a partial enlarged view of the M6 ​​portion of the power assembly shown in FIG29;

[0086] FIG31 is a partial enlarged view of the M7 portion of the motor end cover shown in FIG27;

[0087] FIG32 is a schematic structural diagram of a powertrain provided in one embodiment of the present application;

[0088] FIG33 is a cross-sectional view of the powertrain shown in FIG32 along line EE;

[0089] FIG34 is a partial enlarged view of the M8 portion of the power assembly shown in FIG33 ;

[0090] FIG35 is a partial enlarged view of the M9 portion of the power assembly shown in FIG32 ;

[0091] FIG36 is a partial enlarged view of the M10 portion of the motor end cover shown in FIG27;

[0092] FIG37 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0093] FIG38 is a cross-sectional view of the powertrain shown in FIG37 along the FF;

[0094] FIG39 is a partial enlarged view of the M11 portion of the power assembly shown in FIG38;

[0095] FIG40 is a partial enlarged view of the M12 portion of the motor end cover shown in FIG27;

[0096] FIG41 is a partial enlarged view of the M13 portion of the power assembly shown in FIG39;

[0097] FIG42 is a cross-sectional view of the motor shown in FIG37 along line FF;

[0098] FIG43 is a partial enlarged view of the M14 portion of the motor shown in FIG42;

[0099] Figure 44 is a schematic structural diagram of a motor end cover provided in one embodiment of the present application. DETAILED DESCRIPTION

[0100] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0101] As used herein, the terms "first," "second," and the like are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, unless otherwise specified, "plurality" means two or more.

[0102] In addition, in this article, directional terms such as "upper" and "lower" are defined relative to the orientation of the structure schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they can change accordingly according to changes in the orientation of the structure.

[0103] For ease of understanding, the relevant technical terms involved in the embodiments of this application are explained and described below.

[0104] Parallel: The parallel defined in this application is not limited to absolute parallelism. This definition of parallelism can be understood as basic parallelism, allowing for situations where absolute parallelism is not achieved due to factors such as assembly tolerance, design tolerance, and the influence of structural flatness.

[0105] Vertical: The vertical defined in this application is not limited to an absolute vertical intersection relationship (angle of 90 degrees). It allows for non-absolute vertical intersection relationships caused by factors such as assembly tolerance, design tolerance, and structural flatness. It allows for errors in a small angle range. For example, the assembly error range of 80 to 100 degrees can be understood as a vertical relationship.

[0106] Surface roughness: refers to the unevenness of the surface with small spacing and tiny peaks and valleys.

[0107] The first direction Y is parallel to the motor axial direction, where the motor axial direction refers to the axial direction of the motor shaft.

[0108] The second direction Z is perpendicular to the first direction Y and the third direction X.

[0109] The third direction X is perpendicular to the first direction Y and the second direction Z.

[0110] To improve the overall performance of electric vehicles, the powertrain must comprehensively consider multiple design requirements, including miniaturization, power density, reliability, heat dissipation, and dynamic performance. Problems with the layout and structural design of the powertrain components can not only affect the powertrain's miniaturization and heat dissipation, but also reduce energy conversion efficiency, resulting in a decrease in powertrain power density. Furthermore, they can affect the energy transfer path, resulting in reduced reliability and performance.

[0111] The embodiment of the present application provides a powertrain with a power flow layout, the powertrain including an integrated housing, a motor, and a motor controller, the integrated housing including a motor housing, a controller housing, a DC input interface mounting hole, and an AC output interface mounting hole, and the motor including a motor shaft and a motor winding. In particular, along a first direction, the DC input interface mounting hole and the AC output interface mounting hole are arranged relative to each other, the AC output interface mounting hole and the connection terminal of the motor winding are arranged on one side along the first direction, and the DC input interface mounting hole and the output end of the motor shaft are arranged on the other side along the first direction, so that the AC power output from the AC output interface mounting hole is input into the motor winding through the connection terminal of the motor winding arranged on the same side, so that the AC power energy input path is short.

[0112] The projection of the controller housing cavity along the second direction partially overlaps with the projection of the motor housing cavity, the projection of the DC input interface mounting hole and the projection of the AC output interface mounting hole along the third direction do not overlap with the projection of the motor shaft, and any two of the first, second, and third directions are perpendicular. The powertrain provided in the embodiments of the present application has a compact layout that conforms to the direction of power flow, which helps shorten the energy transfer path and reduce energy loss, thereby achieving miniaturization and high power density of the powertrain.

[0113] The powertrain provided in the embodiments of the present application is applied to an electric vehicle to improve the overall performance of the electric vehicle.

[0114] Please refer to Figure 1, which is a schematic diagram of the structure of an electric vehicle 1 provided in one embodiment of the present application. In this embodiment, the electric vehicle 1 includes a powertrain 10, a vehicle body 20, a battery pack 30, and wheels 40. The powertrain 10 and battery pack 30 are fixed to the vehicle body 20. The powertrain 10 is used to receive power from the battery pack 30 and is used to drive the wheels 40.

[0115] In the embodiment of the present application, the battery pack 30 may be referred to as a power battery.

[0116] In the embodiment of the present application, the electric vehicle 1 refers to a wheeled device driven or towed by a power device. In one embodiment, the electric vehicle 1 includes a passenger car, a commercial vehicle or a special operation vehicle such as an engineering rescue vehicle, a water truck, a sewage suction truck, a cement mixer truck, a crane truck, a medical vehicle, etc. Exemplarily, the electric vehicle 1 includes an electric vehicle (EV), a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), a new energy vehicle (NEV), etc.

[0117] In an embodiment of the present application, the electric vehicle 1 includes one or more powertrains 10. In one embodiment, the electric vehicle 1 is a front-wheel drive or rear-wheel drive vehicle. The electric vehicle 1 includes a powertrain 10, and the powertrain 10 is used to transmit and connect the front wheels or rear wheels of the electric vehicle 1. In one embodiment, the electric vehicle 1 is a front and rear dual-wheel drive vehicle. The electric vehicle 1 includes two powertrains 10. The two powertrains 10 are respectively used to transmit and connect the front wheels and rear wheels of the electric vehicle 1. In one embodiment, the electric vehicle 1 is a front and rear four-wheel drive vehicle. The electric vehicle 1 includes four powertrains 10. The four powertrains 10 are respectively used to transmit and connect the four wheels of the electric vehicle 1.

[0118] The powertrain 10 provided in an embodiment of the present application will be described in detail below.

[0119] Please refer to Figures 2 to 4, Figure 2 is a structural diagram of the powertrain 10 provided in an embodiment of the present application, Figure 3 is a partial structural diagram of the powertrain 10 provided in an embodiment of the present application, and Figure 4 is a partial structural diagram of the powertrain 10 provided in an embodiment of the present application.

[0120] As shown in Figure 2, the powertrain 10 includes a motor 100, a motor controller 200, and a reducer 300 (as shown in Figure 3). The motor controller 200 is used to receive direct current (DC) power from the battery pack 30 and output AC power to the motor 100. The motor 100 receives the AC power output by the motor controller 200 and drives the wheels 40 of the electric vehicle 1. The reducer 300 transmits power from the motor 100 to the wheels 40.

[0121] As shown in FIG3 , the motor 100 includes a motor stator 120, a motor winding 130, a motor shaft 140, and a motor rotor (not shown). The alternating magnetic flux generated by the motor winding 130 interacts with the permanent magnetic flux generated by the motor rotor, causing the motor rotor to rotate relative to the motor stator 120. The motor rotor is fixedly connected to the motor shaft 140 so that the motor shaft 140 rotates with the rotor. The motor stator 120 is rotationally connected to the motor shaft 140 so that the motor shaft 140 can rotate relative to the motor stator 120, converting electrical energy into mechanical energy. The output end of the motor shaft 140 is used to transmit the mechanical energy.

[0122] As shown in FIG3 and FIG4 , the integrated housing 400 includes a reducer accommodating chamber 410 , a motor accommodating chamber 420 , and a controller accommodating chamber 430 .

[0123] In the embodiment of the present application, the motor housing cavity 420 is used to accommodate the motor 100. As shown in FIG4 , the motor housing cavity 420 penetrates the integrated housing 400 along the first direction Y. The motor stator 120 is fixedly nested in the motor housing cavity 420.

[0124] In the embodiment of the present application, the reducer accommodating chamber 410 is used to accommodate the reducer 300 . The reducer accommodating chamber 410 is communicated with the motor accommodating chamber 420 . The motor shaft 140 of the motor 100 is fixed to the reducer input shaft of the reducer 300 .

[0125] In this embodiment of the present application, the controller housing cavity 430 is used to accommodate the motor controller 200. As shown in Figures 3 and 4, the controller housing cavity 430 and the motor housing cavity 420 are arranged along the second direction Z. In this embodiment of the present application, the motor controller 200 is used to receive direct current from the battery pack 30 and output alternating current to the motor 100.

[0126] In an embodiment of the present application, the integrated housing 400 is used to accommodate the motor 100, the motor controller 200 and the reducer 300, wherein the motor 100 is located in the motor accommodating cavity 420 of the integrated housing 400, the motor controller 200 is located in the controller accommodating cavity 430 of the integrated housing 400, and the reducer 300 is located in the reducer accommodating cavity 410 of the integrated housing 40.

[0127] In one embodiment, the motor 100 and the motor controller 200 share an integrated housing 400. The integrated housing 400 includes a motor housing, which encloses a motor accommodating cavity 420. Alternatively, the portion of the integrated housing 400 that encloses the motor accommodating cavity 420 constitutes the motor housing of the motor 100. The integrated housing 400 includes a controller housing, which encloses a controller accommodating cavity 430. Alternatively, the portion of the integrated housing 400 that encloses the controller accommodating cavity 430 constitutes the controller housing of the motor controller 200.

[0128] In one embodiment, the motor 100, the motor controller 200, and the reducer 300 share an integrated housing 400. The integrated housing 400 includes a motor housing, a controller housing, and a reducer housing. The motor housing is enclosed to form a motor accommodating chamber 420. The controller housing is enclosed to form a controller accommodating chamber 430, and the reducer housing is enclosed to form a reducer accommodating chamber 410. In one embodiment, the motor housing and the controller housing are an integrally molded structure, or the integrated housing 400 is an integrally molded structure. In one embodiment, the motor housing and the control housing share adjacent parts of the housing. In one embodiment, the motor housing, the controller housing, and the reducer housing are an integrally molded structure.

[0129] The powertrain 10 provided in the embodiment of the present application utilizes an integrated housing 400 to accommodate the motor 100, the motor controller 200, and the reducer 300. Compared to a split-type powertrain 10, this improves the integration of the powertrain 10, thereby increasing the space utilization of the powertrain 10 and reducing costs. Furthermore, in the integrated housing 400 of the powertrain 10 provided in the embodiment of the present application, the controller housing 430 and the motor housing 420 are arranged along the second direction Z. The controller housing 430 and the motor housing 420 partially overlap in the third direction X, thereby reducing the space occupied by the powertrain 10 in the second direction Z.

[0130] 2 , 3 , 4 and 5 , in one embodiment, the integrated housing 400 further includes a DC input interface mounting hole 440 and an AC output interface mounting hole 450 .

[0131] As shown in FIG5 , the motor controller 200 further includes a DC input interface 270. The DC input interface mounting hole 440 is used to fix the DC input interface 270. The DC input interface 270 is used to electrically connect to the battery pack 30 to receive DC power.

[0132] As shown in FIG. 2 and FIG. 5 , the motor controller 200 further includes an AC output interface 260 , and the AC output interface mounting hole 450 is used to fix the AC output interface 260 .

[0133] In this embodiment of the present application, the AC output interface is used to electrically connect to the terminals of the motor windings 130 via an input copper busbar 1011. The input copper busbar 1011, the AC output interface mounting holes 450, and the terminals of the motor windings 130 are arranged on one side along a first direction Y. The length of the input copper busbar 1011 intersects the first direction Y, the second direction Z, and the third direction X.

[0134] As shown in Figure 5, the AC output interface 260 is used to electrically connect the copper busbar assembly 240 and the three input copper busbars 1011. In this embodiment of the present application, the AC output interface 260 includes three wiring ports 261, which are used to electrically connect to the terminal ends of the motor windings 130 through the three input copper busbars 1011. The three input copper busbars 1011 are arranged in an alternating pattern. The arrangement direction of the three input copper busbars 1011 intersects both the first direction and the second direction.

[0135] In the embodiment of the present application, the motor controller 200 receives power from the battery pack 30 through the DC input interface 270 and outputs AC power to the motor windings 130 of the motor 100 through the AC output interface 260. When the AC power is supplied to the motor windings 130 of the motor 100, an alternating magnetic flux is generated.

[0136] As shown in Figures 3 and 4 , the connection terminals of motor winding 130 are aligned opposite the output terminal of motor shaft 140 along the first direction Y. A DC input interface mounting hole 440 and an AC output interface mounting hole 450 each extend through integrated housing 400 along the first direction Y and communicate with controller housing cavity 430.

[0137] In the embodiment of the present application, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite each other along the first direction Y. Along the first direction Y, the AC output interface mounting hole 450 and the connection terminal of the motor winding 130 are arranged on one side along the first direction Y. Along the first direction Y, the DC input interface mounting hole 440 and the output end of the motor shaft 140 are arranged on the other side along the first direction Y. Along the third direction X, the projections of the DC input interface mounting hole 440 and the AC output interface mounting hole 450 do not overlap with the projection of the motor shaft 140.

[0138] Please continue to refer to Figure 3. In the embodiment of the present application, energy transfer sequentially passes through the DC input interface 270 in the DC input interface mounting hole 440, the motor controller 200, the AC output interface 260 in the AC output interface mounting hole 450, the connection terminal of the motor winding 130, and the output end of the motor shaft 140.

[0139] In the embodiment of the present application, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite to each other along the first direction Y, and are respectively located at the two ends of the controller accommodating cavity 430 along the first direction Y. The DC input interface 270 for transmitting DC power to the motor controller 200 is installed in the DC input interface mounting hole 440 and is passed through the inner side of the controller accommodating cavity 430, that is, the motor controller 200 is electrically connected to the battery pack 30 through the DC input interface 270. In one embodiment, the DC input interface 270 of the motor controller 200 (as shown in Figure 5) is installed in the DC input interface mounting hole 440. The AC output interface 260 for transmitting AC power to the motor 100 can be installed in the AC output interface mounting hole 450 and is passed through the outer side of the controller accommodating cavity 430, that is, the motor controller 200 is electrically connected to the motor 100 through the AC output interface 260. In this embodiment, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged relative to each other along the first direction Y. This helps prevent electrical interference between DC and AC power during transmission, thereby improving safety. Placing the AC output interface mounting hole 450 adjacent to the motor 100 helps shorten the distance between the motor controller 200 and the wiring terminals of the motor 100.

[0140] In the embodiment of the present application, the motor winding 130 is connected to the motor controller 200 via an electrical connector 150 (as shown in FIG5 ). The terminal of the motor winding 130 is used to receive the alternating current transmitted by the motor controller 200. The terminal of the motor winding 130 is adjacent to the AC output interface mounting hole 450 and is located on the same side of the controller accommodating cavity 430, so that the energy transfer path between the motor controller 200 and the motor 100 is shorter, making the impedance smaller, which is conducive to reducing energy loss in the transmission path and improving energy transmission efficiency. In addition, the layout between the motor controller 200 and the motor 100 is compact and regular, which is conducive to reducing the volume of the powertrain 10, thereby facilitating the optimization of the vehicle layout. The terminal of the motor winding 130 is arranged relative to the output end of the motor shaft 140 along the first direction Y. The output end of the motor shaft 140 is arranged on the same side as the DC input interface mounting hole 440, that is, the axial direction of the motor shaft 140 is parallel to the arrangement direction of the DC input interface mounting hole 440 and the AC output interface 260, which is conducive to reducing the volume of the powertrain 10.

[0141] The powertrain 10 provided in the embodiment of the present application incorporates the motor 100 and motor controller 200 within an integrated housing 400, thereby increasing the integration of the powertrain 10 and reducing its size and cost, thereby facilitating a lightweight design for the powertrain 10 and improving its power density. Furthermore, the layout design of the DC input interface mounting hole 440, the AC output interface mounting hole 450, the connection terminals of the motor winding 130, and the output terminal of the motor shaft 140 in the powertrain 10 provided in the embodiment of the present application aligns with the direction of power flow, shortening the energy transfer path within the powertrain 10 and facilitating reduced energy loss during transmission.

[0142] Please refer to Figure 5, which is a partial exploded view of the powertrain 10 provided in an embodiment of the present application. In one embodiment, the motor controller 200 includes a capacitor module 220, a power module 230 and a copper busbar assembly 240 (as shown in Figure 5). The power module 230 and the capacitor module 220 are used to receive direct current, and the power module 230 is used to output alternating current through the copper busbar assembly 240. The controller accommodating cavity 430 is used to accommodate the capacitor module 220, the power module 230 and the copper busbar assembly 240 (as shown in Figure 5).

[0143] In the embodiment of the present application, the capacitor module 220 and the power module 230 are stacked along the second direction Z, the copper busbar assembly 240 is adjacent to the power module 230 along the third direction X, and the distance between the power module 230 and the motor shaft 140 along the radial direction of the motor 100 is greater than the distance between the copper busbar assembly 240 and the motor shaft 140.

[0144] Capacitor module 220 is used to transmit and regulate DC power. In one embodiment, capacitor module 220 smooths the voltage, ensuring that it remains relatively smooth in power module 230. Capacitor module 220 also reduces inductance, mitigates spike voltage, absorbs high pulse current, and prevents overcharge and transient voltage from affecting motor controller 200.

[0145] Power module 230 is a combination of power electronic devices capable of power conversion. These devices include insulated gate bipolar transistors (IGBTs), silicon carbide power transistors, silicon transistors, metal-oxide-semiconductor field-effect transistors (MOSFETs), and diodes. Copper busbar assembly 240 is used to transmit the AC power output by power module 230.

[0146] Continuing to refer to FIG. 3 , in one embodiment, along the first direction Y, the projection of the DC input interface mounting hole 440 at least partially overlaps with the projection of the capacitor module 220 . In the embodiment of the present application, energy transfer sequentially passes through the DC input interface mounting hole 440 , the capacitor module 220 , the power module 230 , and the AC output interface mounting hole 450 , and the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged relative to each other along the first direction Y, that is, the power flow between the DC input interface mounting hole 440 and the AC output interface mounting hole 450 is in the first direction Y. In this solution, the projection of the DC input interface mounting hole 440 at least partially overlaps with the projection of the capacitor module 220 , so that the energy transfer path between the DC input interface mounting hole 440 and the capacitor module 220 is shorter, thereby facilitating reduction of energy loss within the motor controller 200 .

[0147] It should be noted that, in the embodiments of the present application, the projection along the first direction Y refers to the projection along the first direction Y on a projection plane perpendicular to the first direction Y, wherein the projection plane of the projection along the first direction Y is perpendicular to the first direction Y. The projection along the second direction Z refers to the projection along the second direction Z on a projection plane perpendicular to the second direction Z, wherein the projection plane of the projection along the second direction Z is perpendicular to the second direction Z. The projection along the third direction X refers to the projection along the third direction X on a projection plane perpendicular to the third direction X, wherein the projection plane of the projection along the third direction X is perpendicular to the third direction X.

[0148] In one embodiment, the projection surface of the DC input interface mounting hole 440 along the first direction Y is the same as the projection surface of the capacitor module 220 along the first direction Y. The projection of the DC input interface mounting hole 440 along the first direction Y refers to the projection of the area enclosed by the hole wall of the DC input interface mounting hole 440 along the first square Y.

[0149] In one embodiment, the projection of the DC input interface mounting hole 440 at least partially overlaps with the projection of the power module 230 (as shown in FIG3 ). This solution helps shorten the energy transfer path between the DC input interface mounting hole 440 and the power module 230, thereby reducing energy loss within the motor controller 200.

[0150] In one embodiment, the projection of the DC input interface mounting hole 440 at least partially overlaps with the projections of the capacitor module 220 and the power module 230 (as shown in FIG3 ). This solution helps shorten the energy transfer path between the DC input interface mounting hole 440, the capacitor module 220, and the power module 230, thereby reducing energy loss within the motor controller 200.

[0151] In one embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projection of the capacitor module 220 along the first direction Y. The projection of the AC output interface mounting hole 450 along the first direction Y refers to the projection of the area enclosed by the wall of the AC output interface mounting hole 450 along the first direction Y. In this embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projection of the capacitor module 220, thereby shortening the energy transfer path between the AC output interface mounting hole 450 and the capacitor module 220, thereby facilitating reduced energy loss within the motor controller 200.

[0152] In one embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projection of the power module 230. This solution helps shorten the energy transfer path between the AC output interface mounting hole 450 and the power module 230, reducing energy loss within the motor controller 200.

[0153] In one embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projections of the capacitor module 220 and the power module 230. This solution helps shorten the energy transfer path between the AC output interface mounting hole 450, the capacitor module 220, and the power module 230, thereby reducing energy loss within the motor controller 200.

[0154] In one embodiment, the projection of the AC output interface mounting hole 450 does not overlap with the projection of the power module 230 or the capacitor module 220. Setting the AC output interface mounting hole 450 close to the motor shaft 140 is beneficial for providing installation space for the connection between the power module 230 and the copper busbar assembly 240.

[0155] In one embodiment, capacitor module 220 and power module 230 are stacked along second direction Z (as shown in Figure 3), copper busbar assembly 240 and power module 230 are adjacently arranged along third direction X (as shown in Figure 3 or Figure 5), and third direction X is perpendicular to first direction Y and second direction Z. In the embodiment of the present application, capacitor module 220 and power module 230 are stacked along second direction Z, and copper busbar assembly 240 and power module 230 are adjacent along third direction X. Compared to tiling capacitor module 220, power module 230 and copper busbar assembly 240 along first direction Y, this solution is conducive to reducing the size of motor controller 200 in first direction Y, and then reducing the volume of powertrain 10. It is conducive to connecting capacitor module 220 and power module 230 along second direction Z, shortening the connection path, reducing power transmission energy consumption, and making the power flow between capacitor module 220 and power module 230 smooth.

[0156] Refer to Fig. 7, Fig. 7 is a partial structural diagram of the powertrain 10 provided in one embodiment of the present application. In one embodiment, the spacing between the power module 230 and the motor shaft 140 along the motor radial direction R is greater than the spacing between the copper bar assembly 240 and the motor shaft 140. Wherein, the motor radial direction R refers to the radial direction of the motor shaft 140. In the embodiment of the present application, along the motor radial direction R, the spacing between the power module 230 and the motor shaft 140 is D1, and the spacing between the copper bar assembly 240 and the motor shaft 140 is D2. D1>D2 is set, that is, the copper bar assembly 240 is closer to the motor shaft 140 relative to the power module 230, which is conducive to shortening the spacing between the copper bar assembly 240 and the terminal of the motor winding 130. Because the terminal of the copper bar assembly 240 and the motor winding 130 is electrically connected, the spacing between the terminal of the copper bar assembly 240 and the motor winding 130 is set smaller, so that the layout conforms to the direction of power flow and reduces energy loss. This solution is also beneficial in reducing the space occupied by the motor controller 200 and the motor 100 , and improving the integration and power density of the powertrain 10 .

[0157] It should be understood that Figure 7 and its related descriptions schematically illustrate the layout design such as the position and spacing and the structural design such as the shape and size of the main components of the powertrain 10, such as the motor shaft 140, the power module 230 and the copper busbar assembly 240. The layout design and structural design of other components of the powertrain 10 can refer to the illustrations in the embodiments of this application and will not be repeated here.

[0158] Continuing with FIG5 , in one embodiment, the motor controller 200 further includes a circuit board 250 electrically connected to the power module 230. Along the second direction Z, the circuit board 250 is stacked on the capacitor module 220 and the power module 230. The projection of any of the capacitor module 220, the power module 230, and the circuit board 250 does not overlap with the copper busbar assembly 240, and the projection of the motor shaft 140 does not overlap with the projection of any of the capacitor module 220, the power module 230, and the circuit board 250.

[0159] In the embodiment of the present application, since the surface of the circuit board 250 usually has a larger area, compared with the capacitor module 220, the power module 230 and the circuit board 250 being arranged flatly along the third direction X or the first direction Y, the present solution arranges the circuit board 250, the power module 230 and the capacitor module 220 to be stacked in sequence along the second direction Z, which is more conducive to reducing the space volume occupied by the motor controller 200.

[0160] In the embodiment of the present application, the copper busbar assembly 240 does not overlap with the projections of any of the capacitor module 220, the power module 230 and the circuit board 250 in the second direction Z, that is, the copper busbar assembly 240 is not stacked with the capacitor module 220, the power module 230 and the circuit board 250 along the second direction Z, thereby reducing the interference of the power transmitted by the copper busbar assembly 240 on the signal quality of the circuit board 250.

[0161] Wherein, copper bar assembly 240 is electrically connected with power module 230, and copper bar assembly 240 is used for transmitting the alternating current of power module 230 output, copper bar assembly 240 can be arranged on the side of power module 230 along the third direction X close to motor shaft 140, the components inside motor controller 200 are rationally arranged, avoid the size value of motor controller 200 in the second direction Z to be too large. It is also convenient for copper bar assembly 240 to be electrically connected with the motor 100 for receiving alternating current, conform to the flow direction of power flow. In the embodiment of the present application, the projection of any one of motor shaft 140 and capacitor module 220, power module 230 and circuit board 250 in the second direction Z does not overlap, which is conducive to reducing the size value of powertrain 10 in the second direction Z.

[0162] In one embodiment, the motor controller 200 further includes a heat sink 280, a capacitor module 220, a heat sink 280, a power module 230, and a circuit board 250, which are stacked along the second direction Z. The heat sink 280 is used to dissipate heat from the power module 230. In the embodiment of the present application, the layout design of the various components in the motor controller 200 can reduce the length in the first direction Y and the third direction X, making the connection path between the capacitor module 220 and the power module 230 shorter, thereby reducing power transmission energy consumption.

[0163] Please refer to FIGS. 3 and 7 in combination. In one embodiment, along the third direction X, the projection of the motor shaft 140 does not overlap with the projection of any one of the capacitor module 220, the power module 230, and the circuit board 250 (as shown in FIGS. 3 and 7 in combination), and the controller accommodation cavity 430 and the motor accommodation cavity 420 at least partially overlap in the third direction X (as shown in FIGS. 3 and 7 in combination). The length of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X is less than the outer diameter of the motor stator 120 (as shown in FIG. 7). In the embodiment of the present application, the projection of the motor shaft 140 does not overlap with any one of the capacitor module 220, the power module 230, and the circuit board 250 in the third direction X, which is beneficial to reducing the size value of the powertrain 10 in the third direction X. The controller accommodation cavity 430 and the motor accommodation cavity 420 are arranged along the second direction Z and partially overlap along the third direction X, so that the total size value of the motor controller 200 and the motor 100 in the second direction Z becomes smaller. The size value of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X is D3, and the outer diameter of the motor stator 120 is D4. The motor stator 120 is fixedly nested in the motor accommodation cavity 420. In this solution, D3 < D4 is set, so that the projections of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X do not completely overlap, which can provide space for arranging other components or devices below the controller accommodation cavity 430 and improve the space utilization rate of the powertrain 10. In one embodiment, D3 < 0.5D4.

[0164] In one embodiment, the controller accommodation cavity 430 and the motor accommodation cavity 420 at least partially overlap in the second direction Z (as shown in FIGS. 3 and 7 in combination). The length D7 of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the second direction Z is less than the outer diameter D4 of the motor stator 120. In one embodiment, D7 < 0.5D4.

[0165] Please continue to refer to FIG. 5. In one embodiment, the power module 230 includes a plurality of arm modules 231. The plurality of arm modules 231 are used to form an inverter circuit to convert direct current into alternating current. Among them, along the first direction Y, the plurality of arm modules 231 are arranged adjacent to each other in sequence. The projection of the plurality of arm modules 231 does not overlap with the projection of the AC output interface mounting hole 450, and the projection of the plurality of arm modules 231 overlaps with the projection of the DC input interface mounting hole 440. Along the second direction Z, the projection of the capacitor module 220 covers the projection of the plurality of arm modules 231.

[0166] In an embodiment of the present application, the projections of the DC input interface mounting hole 440 and the AC output interface mounting hole 450 in the first direction Y at most partially overlap, the capacitor module 220 is electrically connected to the battery pack 30 through the DC input interface mounting hole 440, and the capacitor module 220 and the power module 230 are stacked. This scheme arranges that the projections of multiple bridge arm modules 231 along the first direction Y overlap with the projections of the DC input interface mounting hole 440, so that the path for energy to be transferred from the DC input interface 270 in the DC input interface mounting hole 440 to the bridge arm module 231 is shorter, which is beneficial to reducing energy loss.

[0167] In the embodiment of the present application, the copper busbar assembly 240 transmits AC power through the AC output interface 260 in the AC output interface mounting hole 450, and the projections of the copper busbar assembly 240 and the bridge arm module 231 in the second direction Z do not overlap. This solution sets the projections of multiple bridge arm modules 231 along the first direction Y to not overlap with the projections of the AC output interface mounting hole 450, providing a prerequisite for reducing energy loss between the copper busbar assembly 240 and the AC output interface 260 in the AC output interface mounting hole 450. The capacitor module 220 and the power module 230 are stacked along the second direction Z, wherein the projection of the capacitor module 220 in the second direction Z overlaps with the projections of the multiple bridge arm modules 231 along the second direction Z, so that the capacitor module 220 can support the bridge arm module 231.

[0168] Please continue to refer to Figures 3, 5 and 6. Figure 6 is a partial enlarged view of the M1 portion of the powertrain 10 shown in Figure 5. The DC input interface mounting hole 440 is used to fix the DC input interface 270, and the DC input interface 270 is used to connect the battery pack 30 to receive DC power. In one embodiment, the two ends of the three bridge arm modules 231 are used to electrically connect the positive and negative poles of the DC input interface 270 through two first connectors 232 respectively, and the midpoint of the bridge arm of each bridge arm module 231 is used to connect the copper busbar assembly 240 through the second connector 233. The three bridge arm modules 231 output three-phase AC power to the copper busbar assembly 240 through the three second connectors 233. The two first connectors 232 are arranged at intervals in the controller accommodating cavity 430 along the first direction Y, and the projection of the two first connectors 232 along the first direction Y at least partially overlaps with the projection of the DC input interface mounting hole 440. The three second connecting members 233 are arranged at intervals in the controller accommodating cavity 430 along the first direction Y. The projections of the three second connecting members 233 along the first direction Y at least partially overlap with the projection of the AC output interface mounting hole 450 .

[0169] In the embodiment of the present application, the power module 230 includes three bridge arm modules 231 , each of which includes two first connectors 232 and one second connector 233 , wherein the first connectors 232 and the second connectors 233 are respectively located on either side of the bridge arm module 231 along the third direction X. The battery pack 30 transmits DC power to the first connectors 232 of the three bridge arm modules 231 through the DC input interface 270 and the capacitor module 220 . The three bridge arm modules 231 convert the DC power into AC power, which is then transmitted sequentially through the second connectors 233 to the copper busbar assembly 240 and the AC output interface 260 in the AC output interface mounting hole 450 .

[0170] In the embodiment of the present application, the two first connectors 232 of each bridge arm module 231 are spaced apart along the first direction Y, and the projections of the first connectors 232 and the DC input interface 270 in the first direction Y at least partially overlap. Since the first connectors 232 and the DC input interface 270 are electrically connected, this solution helps shorten the energy transfer path between the first connectors 232 and the DC input interface 270. The three second connectors 233 of the three bridge arm modules 231 are spaced apart along the first direction Y, and the projections of the second connectors 233 and the AC output interface 260 in the first direction Y at least partially overlap. Since the second connectors 233 are directly electrically connected to the copper busbar assembly 240, AC power is transmitted from the second connectors 233 through the copper busbar assembly 240 to the AC output interface 260 in the AC output interface mounting hole 450. This solution also helps reduce energy loss between the second connectors 233 and the AC output interface 260 in the AC output interface mounting hole 450.

[0171] In the embodiment of the present application, the integrated housing 400 further includes a power interface mounting hole 460 , which is used to fix the power interface, and the power interface is used to electrically connect to an external power source.

[0172] In an embodiment of the present application, the motor controller 200 and the motor 100 in the powertrain 10 may form a voltage conversion circuit. The voltage conversion circuit may receive power from an external power source through a power interface and charge the battery pack 30. In one embodiment, the voltage of the external power source is greater than the charging voltage of the battery pack 30, and the voltage conversion circuit formed by the motor controller 200 and the motor 100 is used for step-down conversion. In another embodiment, the voltage of the external power source is less than the charging voltage of the battery pack 30, and the voltage conversion circuit formed by the motor controller 200 and the motor 100 is used for step-up conversion.

[0173] In one embodiment, the positive terminal of the power interface is used to electrically connect one phase of the copper busbar assembly 240 to the positive terminal of an external power source, and the other negative terminal of the power interface is used to electrically connect to the positive terminal of the battery pack 30 through the DC input interface mounting hole 440. In one embodiment, the negative terminal of the power interface is used to electrically connect one phase of the copper busbar assembly 240 to the negative terminal of an external power source, and the other positive terminal of the power interface is used to electrically connect to the positive terminal of the battery pack 30 through the DC input interface 270 in the DC input interface mounting hole 440.

[0174] In the embodiment of the present application, the power interface mounting hole 460 passes through the integrated housing 400 along the first direction Y and is connected to the controller accommodating cavity 430. The power interface mounting hole 460 and the DC input interface mounting hole 440 are arranged opposite each other along the first direction Y. Along the first direction Y, the power interface mounting hole 460, the AC output interface mounting hole 450, and the terminal of the motor winding 130 are arranged on one side along the first direction Y. Along the third direction X, the power interface mounting hole 460 and the AC output interface mounting hole 450 are arranged adjacent to each other. Along the radial direction of the motor 100, the distance between the AC output interface mounting hole 450 and the motor shaft 140 is greater than the distance between the power interface mounting hole 460 and the motor shaft 140.

[0175] In one embodiment, an external power source charges the battery pack 30 through the power interface, the motor controller 200, and the DC input interface 270 in the DC input interface mounting hole 440. Arranging the power interface mounting hole 460 and the DC input interface mounting hole 440 relative to each other along a first direction Y facilitates shortening the transmission path between the power interface mounting hole 460 and the DC input interface 270 in the DC input interface mounting hole 440, thereby reducing energy loss during charging. In one embodiment, the power interface mounting hole 460 and the DC input interface mounting hole 440 are arranged relative to each other along the first direction Y, while the power interface mounting hole 460 and the AC output interface mounting hole 450 are spaced apart along a third direction X, facilitating electrical isolation.

[0176] Continuing to refer to Figures 3 and 7, in one embodiment, the AC output interface mounting hole 450 is located between the power interface mounting hole 460 and the motor shaft 140 along the second direction Z, and is located between the power interface mounting hole 460 and the motor shaft 140 along the third direction X. The third direction X is perpendicular to the first direction Y and the second direction Z. In the embodiment of the present application, in both the second direction Z and the third direction X, the AC output interface mounting hole 450 is closer to the motor 100 than the power interface mounting hole 460. Because the AC output interface 260 in the AC output interface mounting hole 450 is electrically connected to the terminal of the motor winding 130, this solution helps shorten the energy transmission path and makes the layout of the motor controller 200 and the motor 100 more compact, thereby reducing the spatial volume of the power assembly 10 and improving the power density.

[0177] Continuing with FIG3 , in one embodiment, the AC output interface 260 is electrically connected to the input copper busbar 1011 through the AC output interface mounting hole 450 . The input copper busbar 1011 is used to electrically connect to the terminal of the motor winding 130 . The input copper busbar 1011 and the DC input interface mounting hole 440 are arranged opposite each other along a first direction Y. Along a second direction Z, the height of the input copper busbar 1011 at one end near the AC output interface mounting hole 450 is higher than the height of the input copper busbar 1011 at one end connected to the terminal of the motor winding 130 . The extension direction of the input copper busbar 1011 is perpendicular to the first direction Y and the angle between the input copper busbar 1011 and the second direction Z is less than 90°.

[0178] In the embodiment of the present application, the AC output interface 260, the input copper busbar 1011, and the terminal of the motor winding 130 are electrically connected in sequence. The AC output interface mounting hole 450 and the input copper busbar 1011 are arranged relative to each other along a first direction Y, facilitating the transmission of the AC power output by the motor controller 200 to the input copper busbar 1011. The input copper busbar 1011 includes a first end and a second end that are arranged relative to each other. The first end of the input copper busbar 1011 is used to electrically connect to the AC output interface 260, and the second end of the input copper busbar 1011 is used to electrically connect to the terminal of the motor winding 130. Among them, in the second direction Z, the distance between the first end of the input copper bar 1011 and the AC output interface mounting hole 450 is smaller than the distance between the first end of the input copper bar 1011 and the terminal of the motor winding 130, and the distance between the second end of the input copper bar 1011 and the terminal of the motor winding 130 is smaller than the distance between the second end of the input copper bar 1011 and the AC output interface mounting hole 450, that is, the extension direction of the input copper bar 1011 conforms to the direction of power flow in the AC output interface mounting hole 450, the input copper bar 1011 and the terminal of the motor winding 130, specifically, the angle value between the extension direction of the input copper bar 1011 and the second direction Z is less than 90°. At this time, the AC power has less loss during transmission between the motor controller 200 and the motor 100, so that the motor 100 can drive the wheels to rotate more efficiently, thereby enhancing the power performance of the vehicle.

[0179] In the embodiment of the present application, the reducer 300 is in driving connection with the output end of the motor shaft 140. Along the first direction Y, the reducer 300 is arranged opposite the AC output interface mounting hole 450, and the reducer 300 is arranged on the other side of the DC input interface mounting hole 440 along the first direction Y.

[0180] The reducer 300 includes a wheel drive end 320 (as shown in Figure 2). Along the second direction Z, the wheel drive end 320 is located below the DC input interface mounting hole 440 and the AC output interface mounting hole 450 (as shown in Figures 2 and 3). The axis of the wheel drive end 320 is parallel to the motor shaft 140 and is arranged perpendicular to the first direction Y.

[0181] In the embodiment of the present application, the reducer 300 is used to receive mechanical energy transmitted by the motor 100 and drive the wheel 40 to rotate through the wheel drive end 320. The controller accommodating chamber 430 and the motor accommodating chamber 420 are arranged along the second direction Z and partially overlap in the third direction X, so that there is installation space below the controller accommodating chamber 430 along the second direction Z. Since the wheel drive end 320 of the reducer 300 needs to be connected to the wheel, this solution is conducive to providing installation space for the connection between the reducer 300 and the wheel 40. The axis of the wheel drive end 320 is parallel to the motor shaft 140, and the arrangement direction of the axis of the wheel drive end 320 and the motor shaft 140 is perpendicular to the first direction Y, making the layout of the motor 100 and the reducer 300 compact and regular.

[0182] In the embodiment of the present application, the power flow direction of the motor controller 200 is opposite to the energy flow direction of the motor 100, forming a roughly U-shaped flow. The energy flow direction of the motor 100 through the reducer 300 and the wheel drive end 320 is also opposite, forming a roughly U-shaped flow. The U-shaped opening of the U-shaped energy flow direction formed by the motor controller 200 and the motor 100 is opposite to the U-shaped opening of the U-shaped energy flow direction between the motor 100 through the reducer 300 and the wheel drive end 320. The wheel drive end 320 is located below the motor controller 200, making the entire energy flow of the powertrain 10 smooth and the energy path short, which is conducive to achieving a small size, space saving, greater integration, and miniaturization of the powertrain 10.

[0183] Please continue to refer to Figure 4. In one embodiment, the reducer accommodating chamber 410 and the motor accommodating chamber 420 are connected along the axial direction of the motor shaft 140, and the controller accommodating chamber 430 is not connected to the reducer accommodating chamber 410 or the motor accommodating chamber 420. In the embodiment of the present application, there is a transmission relationship between the reducer 300 and the motor 100. The reducer accommodating chamber 410 is connected to the motor accommodating chamber 420 to facilitate the passage of part of the motor shaft 140 into the reducer accommodating chamber 410 to achieve mechanical transmission between the motor 100 and the reducer 300. The controller accommodating chamber 430 is not connected to either the reducer accommodating chamber 410 or the motor accommodating chamber 420, which can prevent the cold oil medium in the motor accommodating chamber 420 and the reducer accommodating chamber 410 from flowing into the controller accommodating chamber 430 and causing electrical interference to the electrical components in the motor controller 200, thereby ensuring the normal operation of the motor controller 200.

[0184] In one embodiment, the integrated housing 400 further includes a reducer housing, which encloses a reducer accommodating cavity 410 , or in other words, the portion of the integrated housing 400 that encloses the reducer accommodating cavity 410 is the reducer housing.

[0185] In an embodiment of the present application, the controller accommodating chamber 430, the motor accommodating chamber 420, and the reducer accommodating chamber 410 each include an opening. In one embodiment, the openings of the controller accommodating chamber 430, the motor accommodating chamber 420, and the reducer accommodating chamber 410 are all used to communicate with the outside and to install components of the motor controller 200, the motor 100, and the reducer 300 into the chamber, respectively. Along the first direction Y, the orientation of the opening of the motor accommodating chamber 420 is opposite to the orientation of the opening of the reducer accommodating chamber 410, and the length of the opening of the controller accommodating chamber 430 is less than the sum of the lengths of the motor accommodating chamber 420 and the reducer accommodating chamber 410. The orientation of the opening of the controller accommodating chamber 430 is perpendicular to the first direction Y and the third direction X.

[0186] As shown in Figures 3 and 4, the opening of the motor accommodating chamber 420 is oriented opposite to the opening of the reducer accommodating chamber 410 along the first direction Y, the opening of the controller accommodating chamber 430 is located between the opening of the motor accommodating chamber 420 and the opening of the reducer accommodating chamber 410 along the first direction Y, and the opening of the controller accommodating chamber 430 is oriented in the second direction Z.

[0187] In one embodiment, the opening of the controller accommodating chamber 430 is recorded as the motor controller opening 431 (as shown in FIG3 ), the opening of the motor accommodating chamber 420 is recorded as the motor opening 421, and the opening of the reducer accommodating chamber 410 is recorded as the reducer opening 411 (as shown in FIG4 ), wherein the direction of the motor controller opening 431 is the second direction Z, and the directions of the motor opening 421 and the reducer opening 411 are opposite along the first direction Y. In the embodiment of the present application, the motor controller opening 431 is located between the motor opening 421 and the reducer opening 411 along the first direction Y, and the controller accommodating chamber 430 is located between the opening of the motor accommodating chamber 420 and the opening of the reducer accommodating chamber 410 along the first direction Y, so that the controller accommodating chamber 430, the motor accommodating chamber 420, and the reducer accommodating chamber 410 at least partially overlap in the first direction Y, which can reduce the size value of the powertrain 10 in the first direction Y, thereby facilitating the miniaturization design of the powertrain 10.

[0188] In one embodiment, the DC input interface mounting hole 440 is located between the motor controller opening 431 and the reducer opening 411 along the second direction Z (as shown in conjunction with FIG. 3 and FIG. 4 ), and the AC output interface mounting hole 450 is located between the motor opening 421 and the motor controller opening 431 along the second direction Z (as shown in FIG. 3 ). In this embodiment of the present application, the DC input interface mounting hole 440 is located on the same side as the reducer opening 411, and the AC output interface mounting hole 450 is located on the same side as the motor opening 421, so that the ends of the integrated housing 400 along the first direction Y are substantially flush, the internal layout of the powertrain 10 is regular, and the energy transfer path can be reduced.

[0189] In the embodiment of the present application, the power assembly 10 further includes a motor end cover 110, a reducer end cover 310, and a motor controller cover 210. The motor end cover 110, the reducer end cover 310, and the motor controller cover 210 are respectively used to cover the openings of the motor accommodating cavity 420, the reducer accommodating cavity 410, and the controller accommodating cavity 430. Along the first direction Y, the length of the motor controller cover 210 is less than the distance between the motor end cover 110 and the reducer end cover 310, and the length of the controller accommodating cavity 430 is less than the distance between the motor end cover 110 and the reducer end cover 310.

[0190] In the embodiment of the present application, the powertrain 10 further includes a wiring cover 102. Along a first direction Y, the wiring cover 102 is arranged opposite the reducer end cover 310, and the motor end cover 110 is arranged between the motor stator and the wiring cover 102. The gap between the wiring cover 102 and the motor end cover 110 is used to accommodate the input copper busbar 1011. The projection of the wiring cover 102 covers the AC output interface mounting hole 450, the three input copper busbars 1011, the terminal ends of the motor winding 130, and the projection of the motor shaft 140.

[0191] Please refer to Figures 2, 3 and 8 in combination. Figure 8 is a structural schematic diagram of a powertrain 10 provided in an embodiment of the present application. In one embodiment, the powertrain 10 also includes a motor end cover 110, a reducer end cover 310 and a motor controller cover 210 (as shown in Figures 2 and 8). The motor end cover 110, the reducer end cover 310 and the motor controller cover 210 are respectively used to cover the openings of the controller accommodating chamber 430, the motor accommodating chamber 420 and the reducer accommodating chamber 410 (as shown in Figures 2, 3 and 8). In the embodiment of the present application, the motor end cover 110, the reducer end cover 310 and the motor controller cover 210 can respectively protect the internal components of the motor 100, the reducer 300 and the motor controller 200, and prevent external foreign matter from entering the controller accommodating chamber 430, the motor accommodating chamber 420 and the reducer accommodating chamber 410.

[0192] Please refer to FIG. 9. FIG. 9 is a top view of the powertrain 10 provided by an embodiment of the present application. In one embodiment, the motor end cover 110 and the reducer end cover 310 are arranged opposite to each other along the first direction Y (as shown in FIG. 9). The length of the motor controller cover plate 210 along the first direction Y is less than the length between the motor end cover 110 and the reducer end cover 310 along the first direction Y (as shown in FIG. 9). Along the first direction Y, the motor controller cover plate 210 is located between the motor end cover 110 and the reducer end cover 310. The length of the controller accommodation cavity 430 along the first direction Y is less than the distance between the motor end cover 110 and the reducer end cover 310 along the first direction Y. In the embodiment of the present application, the spacing between the motor end cover 110 and the reducer end cover 310 along the first direction Y refers to the maximum distance between the motor end cover 110 and the reducer end cover 310 along the first direction Y, or refers to the distance along the first direction Y between the end face of the motor end cover 110 facing away from the reducer end cover 310 and the end face of the reducer end cover 310 facing away from the motor end cover 110.

[0193] In the embodiment of the present application, the motor controller cover plate 210 covers the opening of the controller accommodation cavity 430 along the second direction Z, and the motor end cover 110 and the reducer end cover 310 respectively cover the openings of the motor 100 and the reducer 300 along the first direction Y. The positional relationship between the motor controller cover plate 210 and the motor end cover 110 and the reducer end cover 310 is similar to the positional relationship between the motor controller opening 431, the motor opening 421 and the reducer opening 411. The length value of the motor controller cover plate 210 along the first direction Y is D5 (as shown in FIG. 9), and the length value between the motor end cover 110 and the reducer end cover 310 along the first direction Y is D6. It is set that D5 < D6, that is, the motor controller cover plate 210 is located between the motor end cover 110 and the reducer end cover 310 along the first direction Y, which is beneficial to reducing the total size value of the motor controller 200, the motor 100 and the reducer 300 in the first direction Y, thereby reducing the space volume occupied by the powertrain 10 in the electric vehicle 1. The length of the controller accommodation cavity 430 along the first direction Y is less than the distance between the motor end cover 110 and the reducer end cover 310 along the first direction Y, which can also play a role in reducing the volume of the powertrain 10.

[0194] Please refer to Figure 10, which is a partial exploded view of a powertrain 10 provided in one embodiment of the present application. In one embodiment, the motor controller 200 is connected to three input copper busbars 1011 via the AC output interface 260 in the AC output interface mounting hole 450. The three input copper busbars 1011 are used to connect to the terminal blocks of the motor windings 130. The three input copper busbars 1011 are located outside the motor end cover 110, and the arrangement direction of the three input copper busbars 1011 intersects both the first direction Y and the second direction Z. The powertrain 10 also includes a wiring cover 102, which is arranged opposite to the reducer end cover 310 along the first direction Y. The wiring cover 102 covers the AC output interface mounting hole 450, the three input copper busbars 1011, the terminal blocks of the motor windings 130, and the end of the motor shaft 140 along the first direction Y.

[0195] In the embodiment of the present application, the two ends of the input copper busbar 1011 are respectively connected to the AC output interface 260 and the terminal of the motor winding 130. The input copper busbar 1011 is used to transmit the AC power output by the motor controller 200 to the motor 100. The AC output interface mounting hole 450 and the three input copper busbars 1011 are all located on the outside of the motor end cover 110. The terminal of the motor winding 130 and one end of the motor shaft 140 extend from the motor accommodating cavity 420 to the motor end cover 110. The wiring cover plate 102 can be used to cover the AC output interface mounting hole 450, the three input copper busbars 1011, the terminal of the motor winding 130 and the end of the motor shaft 140. Among them, the AC output interface mounting hole 450, the three input copper busbars 1011, and the terminal of the motor winding 130 are electrically connected. The provision of the wiring cover plate 102 can prevent the electrical connection relationship from being affected by external factors. The wiring cover plate 102 can also prevent foreign matter from entering the motor shaft 140, ensuring the normal operation of the motor 100.

[0196] In an embodiment of the present application, the integrated housing 400 further includes a coolant inlet 401 and a coolant outlet 402. The coolant inlet 401 is used to provide coolant to the motor controller 200, and the coolant outlet 402 is used to output coolant. The coolant inlet 401, the power interface mounting hole 460 and the AC output interface mounting hole 450 are arranged on one side along the first direction Y. The coolant inlet 401 and the power interface mounting hole 460 are arranged adjacent to each other along the second direction Z. The projection of the coolant outlet 402 along the third direction X overlaps with the projection of the controller accommodating cavity 430 and does not overlap with the projection of the motor shaft.

[0197] Continuing with Figure 3, in one embodiment, the integrated housing 400 further includes a coolant inlet 401 and a liquid cooling channel. The coolant inlet 401 is used to deliver coolant to the liquid cooling channel. The coolant inlet 401 and the DC input interface mounting hole 440 are aligned opposite each other along a first direction Y, with the axial direction of the coolant inlet 401 being aligned with the first direction Y. Along a second direction Z, the liquid cooling channel is located below the controller housing 430.

[0198] In the embodiment of the present application, coolant enters the liquid cooling channel below the controller housing cavity 430 through the coolant inlet 401. The motor controller 200 generates a significant amount of heat during operation. The coolant inlet 401 and the liquid cooling channel are provided in this embodiment so that the coolant can cool and dissipate heat from the motor controller 200, thereby reducing the temperature of the motor controller 200 during steady-state operation. The coolant inlet 401 and the DC input interface mounting hole 440 are arranged relative to each other along a first direction Y, which helps reduce the operational difficulty of electrical and mechanical connections while preventing the coolant from adversely affecting the DC input interface 270, thereby improving the safety of the motor controller 200 and the powertrain 10. Furthermore, the axial direction of the coolant inlet 401 is aligned with the first direction Y, meaning that the coolant flows in the opposite direction to the power flow within the motor controller 200, which helps improve the coolant's heat dissipation efficiency. Along the second direction Z, the liquid cooling channel is located below the controller housing cavity 430, effectively utilizing the internal space of the motor controller 200.

[0199] In one embodiment, the types of coolant include water, ethylene glycol coolant, propylene glycol coolant, etc. Exemplarily, the coolant is water.

[0200] Continuing with Figures 2 and 5 , in one embodiment, the integrated housing 400 further includes a coolant outlet 402 (as shown in Figure 2 ). The axial direction of the coolant outlet 402 is perpendicular to both the first direction Y and the second direction Z. The coolant outlet 402, the circuit board 250, and the motor shaft 140 are arranged along the axial direction of the coolant outlet 402 (as shown in Figure 5 ). The coolant outlet 402 is connected to the heat exchanger 500 via a conduit (as shown in Figures 2 and 5 ). The heat exchanger 500 and the terminal of the motor 100 are arranged opposite each other along the first direction Y (as shown in Figure 5 ). In this embodiment of the present application, the axial direction of the coolant outlet 402 is the third direction X, and the coolant outlet 402 is arranged on a different side from the DC input interface mounting hole 440. This can prevent the coolant from negatively impacting the DC input interface 270, thereby improving safety performance. The heat exchanger 500 and the connection terminals of the motor 100 are arranged relative to each other along the first direction Y, that is, the heat exchanger 500 is closer to the coolant outlet 402 relative to the coolant inlet 401, which is beneficial to shorten the transmission path of the coolant outside the motor controller 200 and improve the cooling efficiency of the coolant.

[0201] Along the second direction Z, the heat exchanger 500 is located above the reducer 300 (as shown in FIG2 ). The heat exchanger 500 is also used to connect the reducer accommodating chamber 410 and the motor accommodating chamber 420. The reducer accommodating chamber 410 is used to accommodate the reducer 300, and the motor accommodating chamber 420 is used to accommodate the motor 100. The reducer accommodating chamber 410 and the motor accommodating chamber 420 are not connected to the liquid cooling channel. In the embodiment of the present application, a heat exchanger 500 is provided in the power assembly 10, and the heat exchanger 500 is connected to the reducer accommodating chamber 410 and the motor accommodating chamber 420, so that the reducer 300 and the motor 100 can also be cooled, which is conducive to ensuring that the reducer 300 and the motor 100 operate at a suitable temperature. The heat exchanger 500 is located above the reducer 300 along the second direction Z, so that the cooling path between the heat exchanger 500 and the reducer 300 is shorter, which can reduce the thermal resistance of the heat dissipation path. The liquid cooling channel is not connected to either the reducer accommodating cavity 410 or the motor accommodating cavity 420 , so that the coolant in the liquid cooling channel does not flow into the reducer 300 and the motor 100 .

[0202] In one embodiment, heat exchanger 500 includes a liquid cooling inlet 510 and a liquid cooling outlet 520. Liquid cooling inlet 510 is connected to coolant outlet 402 via conduit 201. Liquid cooling outlet 520 is configured to communicate with a cooling system. For example, liquid cooling outlet 520 is configured to communicate with a vehicle's cooling system, which cools the heated coolant in heat exchanger 500 and then flows through coolant inlet 401 into a liquid cooling channel to dissipate heat from motor controller 200.

[0203] In one embodiment, the heat exchanger 500 includes a first heat exchange chamber and a second heat exchange chamber (not shown) arranged at intervals, the first heat exchange chamber and the second heat exchange chamber are thermally connected, and the coolant in the second heat exchange chamber is different from the coolant in the first heat exchange chamber. Exemplarily, the type of coolant in the first heat exchange chamber is cooling water, and the type of coolant in the second heat exchange chamber is cooling oil. Wherein, the first heat exchange chamber is connected to the coolant outlet 402, so that the cooling water flowing out of the liquid cooling channel flows into the first heat exchange chamber, and the second heat exchange chamber is connected to the motor accommodating chamber 420 and the reducer accommodating chamber 410, and the cooling oil for cooling the motor 100 and the reducer 300 enters the second heat exchange chamber, and the cooling water in the first heat exchange chamber cools the cooling oil in the second heat exchange chamber, so that the cooled cooling oil enters the motor accommodating chamber 420 and the reducer accommodating chamber 410 again, and the cooling water in the first heat exchange chamber absorbs the heat of the cooling oil in the second heat exchange chamber and heats up and is discharged from the cooling outlet.

[0204] Continuing with FIG8 , in one embodiment, the controller housing includes a notch 403 located between the motor shaft 140 and the DC input interface 270. The notch 403 and the AC output interface 260 are arranged opposite each other along the first direction Y. A portion of the heat exchanger 500 is located within the clearance space formed by the notch 403. This solution can reduce the size of the power assembly 10 in the third direction X, thereby facilitating a reduction in the volume of the power assembly 10.

[0205] Continuing with FIG8 , in one embodiment, a reinforcing rib 404 is provided between the motor controller 200 and the motor 100 on a side thereof that is closer to the motor 100 along the third direction X. The reinforcing rib 404 extends along the third direction X. The motor controller 200, the reinforcing rib 404, and the motor 100 are integrally formed. This solution helps improve the structural strength of the powertrain 10.

[0206] Please refer to Figures 11 to 13. Figure 11 is a structural schematic diagram of the powertrain 10 provided in an embodiment of the present application. Figure 12 is a cross-sectional view of the powertrain 10 shown in Figure 11 along AA. Figure 13 is a partial exploded view of the powertrain 10 provided in an embodiment of the present application.

[0207] In one embodiment, the heat exchanger 500 is used to input cooling oil to the reducer 300. The reducer 300 includes a reducer input shaft 330 (as shown in Figures 12 and 13). The reducer end cover 310 includes a blocking member 311, an oil guide member 312, and a fixing hole 313 that passes through the reducer end cover 310 along a first direction Y (as shown in Figures 12 and 13). The blocking member 311 and the oil guide member 312 are located in the fixing hole 313 (as shown in Figures 12 and 13), and the blocking member 311 is fixed in the fixing hole 313 (as shown in Figures 12 and 13). The reducer input shaft 330 is located in the reducer accommodating cavity 410 and is used to be fixed to the motor shaft 140 of the motor 100 (as shown in Figure 12). The sealing member 311, the oil guide member 312 and the reducer input shaft 330 are arranged in sequence along the first direction Y (as shown in Figure 12). The sealing member 311 and the oil guide member 312 are arranged at intervals along the first direction Y (not shown in the figure). The oil guide member 312 is used to transport cooling oil to the reducer input shaft 330.

[0208] In one embodiment, the oil guide 312 is used to guide cooling oil from the exterior of the reducer housing chamber 410 into the interior of the reducer housing chamber 410. In one embodiment, the cooling oil includes glycol-based cooling oil, synthetic oil, and mineral oil. Exemplarily, the cooling oil is glycol-based cooling oil. The first direction Y is parallel to the axial direction of the motor shaft 140 and the axial direction of the reducer input shaft 330.

[0209] In the embodiment of the present application, the sealing member 311 and the oil guide member 312 in the reducer end cover 310 are located in the fixing hole 313. The sealing member 311 and the oil guide member 312 are arranged in sequence with the reducer input shaft 330 along the first direction Y. That is, the sealing member 311 is closer to the exterior of the reducer 300 than the oil guide member 312. The sealing member 311 fixed in the fixing hole 313 can prevent the oil guide member 312 from deviating significantly in the first direction Y, ensuring that the oil guide member 312 can stably guide the cooling oil. The oil guide member 312 is connected to the reducer accommodating chamber 410. The cooling oil flows into the reducer accommodating chamber 410 through the oil guide member 312, thereby cooling and dissipating the heat from the reducer 300 in the reducer accommodating chamber 410, ensuring that the components within the powertrain 10 operate within a suitable temperature range.

[0210] In one embodiment, a gap is provided between the blocking member 311 and the oil guiding member 312 , allowing a small degree of movement between the two along the first direction Y, thereby effectively preventing fracturing.

[0211] In the embodiment of the present application, the combination of the blocking member 311 and the oil guide member 312 enables the introduction of cooling oil into the interior of the reducer 300. If the blocking member 311 and the oil guide member 312 are combined into an integrated structure, for example, processing a structure for diversion in the blocking member 311 will make the structure of the blocking member 311 too complicated, increasing the difficulty of processing. When the blocking member 311 is fixed to the reducer end cover 310, it is generally necessary to apply a large pre-tightening force, which makes the diversion structure in the blocking member 311 easily deformed under stress and affects the diversion effect. In the embodiment of the present application, the diversion structure is provided as the blocking member 311 and the oil guide member 312, which is conducive to reducing the difficulty of processing and manufacturing costs of the components. Moreover, the blocking member 311 and the oil guide member 312 are two separate independent components, and the spacing between them can effectively reduce the force and wear on the oil guide member 312, improve the service life, and ensure the diversion effect of the oil guide member 312.

[0212] In the embodiment of the present application, the oil guide member 312 can introduce cooling oil into the interior of the powertrain 10, reducing the temperature of the powertrain 10 in steady-state operation, thereby improving the operating efficiency and service life of the powertrain 10. The blocking member 311 and the oil guide member 312 are separate components. Compared to an integrated structure, the former has a simpler structure and is easier to process separately, which helps reduce processing difficulty and cost. The separate configuration of the blocking member 311 and the oil guide member 312 can effectively reduce the force and wear on the oil guide member 312, improve its service life, and ensure the oil guide member 312's flow guidance effect.

[0213] Please refer to FIG. 12 and FIG. 14 . FIG. 14 is a partial enlarged view of the M2 portion of the power assembly 10 shown in FIG. 12 . In one embodiment, the oil guide member 312 includes a radial oil passage 3121 and an axial oil passage 3122 of the oil guide member that are connected (as shown in FIG. 14 ). The radial oil passage 3121 of the oil guide member and the axial oil passage 3122 of the oil guide member extend in directions that intersect (as shown in FIG. 14 ). The radial oil passage 3121 of the oil guide member is used to connect to the heat exchanger 500 ( 12 and 14 ), the axial oil passage 3122 of the oil guide member is used to connect to the reducer accommodating chamber 410 through the reducer input shaft 330 (as shown in FIG14 ), the extension direction of the radial oil passage 3121 of the oil guide member is parallel to the radial direction R of the reducer input shaft 330, the extension direction of the axial oil passage 3122 of the oil guide member is parallel to the axial direction of the reducer input shaft 330, and the axial oil passage 3122 of the oil guide member is arranged at intervals with the reducer input shaft 330 along the first direction Y.

[0214] In the embodiment of the present application, the heat exchanger 500 is used to supply cooling oil to the powertrain 10. The cooling oil flows sequentially through the oil guide radial oil passage 3121, the oil guide axial oil passage 3122, and the reducer input shaft 330, and then flows into the reducer accommodating chamber 410. The oil guide 312 is connected to the reducer input shaft 330 via the oil guide axial oil passage 3122. The extension direction of the oil guide axial oil passage 3122 is parallel to the axial direction of the reducer input shaft 330, that is, the oil guide axial oil passage 3122 extends along the first direction Y. This helps reduce the flow resistance of the cooling oil in the oil guide 312 and the reducer input shaft 330, thereby improving cooling efficiency.

[0215] In the embodiment of the present application, the axial oil channel 3122 of the oil guide member and the reducer input shaft 330 are arranged at intervals along the first direction Y, so that the reducer input shaft 330 and the oil guide member 312 are isolated, which is beneficial to the rotation of the reducer input shaft 330 and reduces the friction between the reducer input shaft 330 and the oil guide member 312.

[0216] Please continue to refer to Figures 11 and 12. In one embodiment, the reducer input shaft 330 is fixedly connected to the motor shaft 140. The reducer input shaft 330 includes a reducer shaft cavity 331, and the motor shaft 140 includes a motor shaft cavity 143. The reducer 300 also includes an oil pipe 340. The reducer shaft cavity 331 is used to accommodate the oil pipe 340 and a portion of the motor shaft 140. The oil pipe 340 is used to connect the oil guide member 312 and the motor shaft cavity 143. The oil pipe 340 and the motor shaft 140 are arranged along the motor axis Y, and the oil pipe 340 is relatively fixed to the reducer input shaft 330. Along the first direction Y, the reducer shaft cavity 331 passes through the reducer input shaft 330, and the motor shaft cavity 143 passes through the motor shaft 140. The oil pipe 340, the oil guide member 312, and the blocking member 311 are arranged at intervals along the first direction Y.

[0217] In the embodiment of the present application, the reducer shaft cavity 331 and the motor shaft cavity 143 both extend along the first direction Y. The oil pipe 340 is located in the reducer shaft cavity 331 and on the side of the oil guide member 312 away from the blocking member 311 along the first direction Y. The oil pipe 340 is connected to the reducer accommodating cavity 410 through the reducer shaft cavity 331. The oil guide member 312 is connected to the reducer accommodating cavity 410 through the reducer input shaft 330. The axial oil passage 3122 of the oil guide member is connected to the motor shaft cavity 143 through the oil pipe 340. The cooling oil can cool the reducer shaft cavity 331 and the motor shaft cavity 143 in turn through the oil guide member 312 and the oil pipe 340, providing the prerequisite for subsequent cooling of the internal structure of the motor 100 and expanding the cooling range of the cooling oil inside the powertrain 10. The oil pipe 340 is relatively fixed to the reducer input shaft 330 . Even when the reducer input shaft 330 is rotating at a high speed, the oil pipe 340 can stably transmit the cooling oil to the motor shaft cavity 143 .

[0218] In the embodiment of the present application, the blocking member 311, the oil guide member 312, and the oil passage 340 are spaced apart in the first direction Y. The blocking member 311 is fixed in the fixing hole 313, allowing the oil guide member 312 and the oil passage 340 to slightly move in the first direction Y. This helps reduce wear between the blocking member 311 and the oil guide member 312, and between the oil guide member 312 and the oil passage 340, thereby increasing their service life. This also prevents the blocking member 311 from squeezing and damaging the oil guide member 312 when it is sealed and fixed in the fixing hole 313.

[0219] In one embodiment, a gap is defined between the axial oil passage 3122 of the oil guide member and the oil passage 340 along the first direction Y. The inner diameter of the oil passage 340 is larger than the inner diameter of the axial oil passage 3122 of the oil guide member. The projection of the axial oil passage 3122 of the oil guide member along the first direction Y is located within the projection of the oil passage 340 along the first direction Y. The projection of the axial oil passage 3122 of the oil guide member along the first direction Y refers to the projection of the area enclosed by the inner wall of the axial oil passage 3122 of the oil guide member along the first direction Y, and the projection of the oil passage 340 along the first direction Y refers to the projection of the area enclosed by the wall of the oil passage 340 along the first direction Y.

[0220] In the embodiment of the present application, the axial oil passage 3122 of the oil guide member and the oil pipe 340 are spaced apart along the first direction Y, so that when the reducer input shaft 330 rotates at high speed, the oil guide member 312 and the oil pipe 340 can achieve non-contact oil guidance, thereby avoiding wear between the oil guide member 312 and the oil pipe 340, and thus avoiding heat generated due to wear, so that the cooling oil can cool and dissipate heat from the heat-generating components inside the powertrain 10. Therefore, this embodiment can not only reduce the failure risk of the oil guide member 312 and the oil pipe 340, but also improve the utilization rate of the cooling oil and enhance the heat dissipation effect. In the embodiment of the present application, the inner diameter of the oil pipe 340 is set to be larger than the inner diameter of the axial oil channel 3122 of the oil guide member, and the projection of the oil pipe 340 along the first direction Y covers the projection of the axial oil channel 3122 of the oil guide member along the first direction Y, so that in the process of the cooling oil flowing from the axial oil channel 3122 of the oil guide member to the oil pipe 340, the flow resistance encountered is reduced and the flow rate is increased, which is beneficial to improving the cooling efficiency of the cooling oil.

[0221] If the oil passage 340 is not provided in the reducer shaft cavity 331, even if the reducer shaft cavity 331 is connected to the motor shaft cavity 143, since there is still a distance between the end of the reducer input shaft 330 near the heat exchanger 500 and the motor shaft 140 along the motor axis Y, when the reducer input shaft 330 rotates, it is difficult for the cooling oil to flow accurately from the reducer shaft cavity 331 into the motor shaft cavity 143. In other words, the flow rate of the cooling oil entering the motor 100 is small, which negatively affects the cooling effect of the cooling oil on the motor 100 and further interferes with the temperature rise control of the power assembly 10. The oil passage 340 in the embodiment of the present application is used to connect the heat exchanger and the motor shaft 140, allowing the cooling oil to flow into the motor shaft 140, thereby cooling the components in the motor 100.

[0222] In this embodiment of the present application, an oil pipe 340 is disposed within the reducer shaft cavity 331. This pipe communicates with the motor shaft cavity 143, precisely directing cooling oil from the reducer shaft cavity 331 to the motor shaft cavity 143, thus facilitating subsequent cooling of the internal structure of the motor 100. The oil pipe 340 is relatively fixed to the reducer input shaft 330. When the reducer input shaft 330 rotates at high speeds, the oil pipe 340 can stably transmit cooling oil, effectively meeting the cooling requirements of the powertrain 10 under high-speed operating conditions.

[0223] Continuing with Figure 14 , in one embodiment, the reducer 300 further includes a sleeve structure 301, which is configured to be sleeved around the outer circumference of the oil passage 340. The sleeve structure 301, the oil guide member 312, and the sealing member 311 are arranged along a first direction Y, with the sleeve structure 301 being fixed to the oil guide member 312. The projection of the axial oil passage 3122 of the oil guide member along the first direction Y lies within the projection of the sleeve structure 301 along the first direction Y. Along the radial direction R of the reducer input shaft 330, a gap exists between the inner surface of the sleeve structure 301 facing the oil passage 340 and the outer surface of the oil passage 340 facing the sleeve structure 301.

[0224] In the embodiment of the present application, the sleeve structure 301 is located on the surface of the oil guide member 312 along the first direction Y toward the oil pipe 340. The sleeve structure 301 is sleeved on the outside of the oil pipe 340, and on the radial direction R of the reducer input shaft 330, the sleeve structure 301 and the oil pipe 340 are spaced apart, which can reduce the wear between the sleeve structure 301 and the oil pipe 340 and improve the service life of the oil guide member 312 and the oil pipe 340.

[0225] Among them, the two ends of the sleeve structure 301 along the first direction Y are respectively connected to the axial oil channel 3122 of the oil guide member and the oil pipe 340. Since the size of the axial oil channel 3122 of the oil guide member in the first direction Y is small, the guiding effect on the flow direction of the cooling oil is limited, and the axial oil channel 3122 of the oil guide member and the oil pipe 340 are arranged at intervals in the first direction Y. The sleeve structure 301 is set on the side of the axial oil channel 3122 of the oil guide member close to the oil pipe 340. When the reducer input shaft 330 rotates, part of the cooling oil can be reduced from leaking from the gap between the axial oil channel 3122 of the oil guide member and the oil pipe 340. The sleeve structure 301 can guide the leaked cooling oil in the flow direction, and finally the cooling oil enters the reducer shaft cavity 331, thereby increasing the amount of cooling oil entering the reducer shaft cavity 331, and then increasing the amount of cooling oil entering the motor 100 from the reducer shaft cavity 331, thereby comprehensively improving the cooling efficiency. This solution provides a sleeve structure 301 to further guide the flow of the cooling oil and improve the utilization rate of the cooling oil.

[0226] In one embodiment, the oil guide member 312 is integrally formed with the sleeve structure 301. This solution is conducive to improving the structural reliability of the oil guide member 312, so that the oil guide member 312 can stably guide the flow of cooling oil and avoid leakage of cooling oil.

[0227] Please continue to refer to Figures 12 and 14. In one embodiment, a reducer end cover oil passage 314 is provided in the reducer end cover 310 (as shown in Figure 14). The reducer end cover oil passage 314 is used to connect to the heat exchanger 500 to transport the cooling oil in the heat exchanger 500 (as shown in combination with Figures 12 and 14). The oil guide member 312 is used to connect to the reducer end cover oil passage 314 (as shown in Figure 14). The reducer end cover oil passage 314 and the oil guide member radial oil passage 3121 have at least partial overlap in their projection on the radial direction R of the reducer input shaft 330.

[0228] In this embodiment, the reducer end cover oil passage 314 is connected at both ends to the heat exchanger 500 and the oil guide member 312, respectively. The heat exchanger 500 supplies cooling oil to the reducer end cover oil passage 314. Because the projections of the reducer end cover oil passage 314 and the oil guide member's radial oil passage 3121 on the radial direction R of the reducer input shaft 330 at least partially overlap, cooling oil can enter the oil guide member's radial oil passage 3121 through the reducer end cover oil passage 314, thereby draining the cooling oil. The oil guide member 312 is connected to the reducer input shaft 330, the oil passage 340, and the motor shaft 140. Both the reducer input shaft 330 and the motor shaft 140 are hollow. The reducer end cover oil passage 314 also communicates with the interior of the motor shaft 140 through the reducer input shaft 330. The interior of the reducer input shaft 330 is connected to the reducer accommodating chamber 410, and the interior of the motor shaft 140 is connected to the motor accommodating chamber 420. The cooling oil output from the heat exchanger 500 enters the motor accommodating chamber 420 through the oil pipe 340 and the motor shaft cavity 143 in one direction, and enters the reducer accommodating chamber 410 through the oil pipe 340 , the motor shaft 140 and the reducer shaft cavity 331 in the other direction.

[0229] Please continue to refer to Figure 14. In one embodiment, the reducer end cover 310 also includes a reducer bearing lubricating oil hole 316, which is used to connect the reducer end cover oil channel 314 and the reducer bearing chamber 315. The reducer end cover oil channel 314, the reducer bearing lubricating oil hole 316 and the reducer bearing chamber 315 are arranged along the first direction Y, and the reducer bearing lubricating oil hole 316 and the oil guide radial oil channel 3121 are spaced apart along the radial direction R of the reducer input shaft 330.

[0230] The reducer input shaft 330 is rotatably connected to the reducer end cover 310 through the reducer bearing 350 , and the reducer bearing 350 is located in the reducer bearing chamber 315 , which is recessed along the first direction Y toward a direction away from the reducer input shaft 330 .

[0231] The reducer bearing 350 is used to bear the load from the reducer input shaft 330, reduce friction, and ensure that the reducer 300 runs smoothly under high-speed conditions. If the reducer bearing 350 is not lubricated enough, the reducer bearing 350 may be burned or damaged. In the embodiment of the present application, the reducer end cover oil channel 314 is spaced apart from the reducer bearing 350, and the reducer end cover oil channel 314 is provided with a reducer bearing lubricating oil hole 316 along the first direction Y near the side wall of the reducer bearing 350. The reducer end cover oil channel 314, the reducer bearing lubricating oil hole 316 and the reducer bearing chamber 315 are arranged along the first direction Y, so that when the cooling oil flows from the heat exchanger 500 through the reducer end cover oil channel 314, some of the cooling oil will enter the reducer bearing chamber 315 through the reducer bearing lubricating oil hole 316 to lubricate the reducer bearing 350, avoid damage to the reducer bearing 350, increase its service life, and ensure long-term stable operation of the reducer 300. The reducer bearing lubricating oil hole 316 and the oil guide radial oil passage 3121 are spaced apart in the radial direction R of the reducer input shaft 330 so that the cooling oil that has entered the oil guide radial oil passage 3121 is not affected by the reducer bearing lubricating oil hole 316 .

[0232] Continuing with FIG. 14 , in one embodiment, the reducer bearing lubricating oil hole 316 and the projection of the reducer bearing chamber 315 along the first direction Y at least partially overlap. Along the radial direction R of the reducer input shaft 330, the distance between the reducer bearing lubricating oil hole 316 and the axis of the reducer input shaft 330 is less than the outer diameter of the reducer bearing chamber 315. The length of the reducer bearing lubricating oil hole 316 along the first direction Y and along the radial direction R of the reducer input shaft 330 are both less than the length of the reducer end cover oil passage 314 along the first direction Y.

[0233] In this embodiment of the present application, the projection of the reducer bearing lubricating oil hole 316 in the first direction Y at least partially overlaps with the projection of the reducer bearing chamber 315 in the first direction Y, allowing cooling oil to enter the reducer bearing chamber 315 through the reducer bearing lubricating oil hole 316, thereby lubricating the reducer bearing 350 therein. In the radial direction R of the reducer input shaft 330, the distance between the reducer bearing lubricating oil hole 316 and the axis of the reducer input shaft 330 is less than the outer diameter of the reducer bearing chamber 315. This ensures that cooling oil flowing into the reducer bearing lubricating oil hole 316 does not flow into areas outside the reducer bearing chamber 315, thereby ensuring the cooling effect of the cooling oil on the reducer bearing 350. The length of the reducer bearing lubricating oil hole 316 in the first direction Y and the length in the radial direction R of the reducer input shaft 330 are both less than the length of the reducer end cover oil passage 314 in the first direction Y. This facilitates the proper distribution of the cooling oil flow rate and prevents insufficient cooling oil from flowing into the reducer input shaft 330 and the motor shaft 140, which could affect cooling efficiency.

[0234] 12 to 14 , in one embodiment, the heat exchanger 500 and the reducer end cover 310 are arranged along the second direction Z (as shown in FIG13 ). The reducer end cover 310 , the heat exchanger 500 and the motor 100 are arranged along the first direction Y. The reducer end cover oil passage 314 includes a reducer end cover radial oil passage 3141 and a reducer end cover axial oil passage 3142 (as shown in Figure 14). The reducer end cover radial oil passage 3141 extends along the radial direction R of the reducer input shaft 330, and the reducer end cover axial oil passage 3142 extends axially along the reducer input shaft 330. The reducer end cover radial oil passage 3141 and the reducer end cover axial oil passage 3142 are connected (as shown in Figure 14). The reducer end cover radial oil passage 3141 is connected to the heat exchanger 500 through the reducer end cover axial oil passage 3142 (as shown in combination with Figure 12 and Figure 14). The reducer end cover radial oil passage 3141 is used to connect the guide radial channel (as shown in Figure 14). The reducer end cover radial oil passage 3141 and the guide radial oil passage at least partially overlap along the radial direction R of the reducer input shaft 330.

[0235] In the embodiment of the present application, the heat exchanger 500, the axial oil passage 3142 of the reducer end cover and the radial oil passage 3141 of the reducer end cover are connected in sequence. Since the radial oil passage 3141 of the reducer end cover is located at the edge of the reducer 300 along the first direction Y, if the axial oil passage 3142 of the reducer end cover is not set, the heat exchanger 500 needs to be set close to the edge of the reducer 300, which may easily cause the heat exchanger 500 to fall. Therefore, this solution is beneficial to improving the structural stability of the heat exchanger 500. The radial oil passage 3141 of the reducer end cover is connected to the oil guide channel in the oil guide member 312, wherein the oil guide channel includes the oil guide member radial oil passage 3121 and the oil guide member axial oil passage 3122 that are connected. The radial oil passage 3141 of the reducer end cover and the projection of the oil guide member radial oil passage 3121 in the oil guide channel on the radial direction R of the reducer input shaft 330 at least partially overlap, so that the cooling oil can flow into the oil guide member radial oil passage 3121 through the radial oil passage 3141 of the reducer end cover.

[0236] In one embodiment, the heat exchanger 500 is spaced apart from the oil guide member 312 and the blocking member 311 along the first direction Y.

[0237] Please refer to Figures 14 and 18 in combination. Figure 18 is a partial enlarged view of the M3 part in the power assembly 10 shown in Figure 13. In one embodiment, the reducer end cover 310 also includes a first axial limiting boss 317 (as shown in Figures 14 and 18). Along the radial direction R of the reducer input shaft 330, the first axial limiting boss 317 protrudes from the inner surface of the fixing hole 313 toward the oil guide member 312 (as shown in Figures 14 and 18). The reducer 300 also includes a second axial limiting boss 302 (as shown in Figures 14 and 18). Along the radial direction R of the reducer input shaft 330, the second axial limiting boss 302 protrudes from the outer peripheral surface of the oil guide member 312 toward the hole wall of the fixing hole 313 (as shown in Figures 14 and 18).

[0238] Among them, along the first direction Y, the second axial limiting boss 302 is located between the sealing member 311 and the first axial limiting boss 317 (as shown in Figures 14 and 18), and the first axial limiting boss 317 and the second axial limiting boss 302 are stacked along the first direction Y (as shown in Figure 14) so ​​that the oil guide member 312 is limited along the first direction Y between the sealing member 311 and the first axial limiting boss 317.

[0239] In the embodiment of the present application, both the blocking member 311 and the oil guide member 312 are located within the fixing hole 313. The blocking member 311, the second axial limiting boss 302 of the oil guide member 312, and the first axial limiting boss 317 of the fixing hole 313 are sequentially arranged along the first direction Y. The first axial limiting boss 317 overlaps with the second axial limiting boss 302 along the first direction Y, thereby limiting the movement of the oil guide member 312 away from the blocking member 311 along the first direction Y. In other words, the blocking member 311 and the first axial limiting boss 317 work together to axially limit the oil guide member 312. When the power assembly 10 is subjected to external forces, the position of the oil guide member 312 within the reducer 300 does not change significantly. In one embodiment, the second axial limiting boss 302 is spaced apart from the radial oil passage 3121 of the oil guide member along the circumferential direction C of the oil guide member 312 (as shown in FIG. 18 ). In the embodiment of the present application, the second axial limiting boss 302 and the radial oil passage 3121 of the oil guide member are spaced apart in the circumferential direction C of the oil guide member 312 , so that the circulation of the cooling oil will not be disturbed by the second axial limiting boss 302 .

[0240] Please refer to Figures 19 and 20. Figure 19 is a schematic structural diagram of a reducer end cover 310 provided in an embodiment of the present application. Figure 20 is a schematic structural diagram of an oil guide member 312 provided in an embodiment of the present application. In one embodiment, the first axial limiting boss 317 includes a circumferential limiting groove 3171 (as shown in Figure 19). The circumferential limiting groove 3171 is recessed from the outer peripheral surface of the first axial limiting boss 317 to the inner surface of the fixing hole 313 along the radial direction R of the reducer input shaft 330 (as shown in Figure 19). The reducer 300 also includes a circumferential limiting boss 303, which is recessed along the radial direction R of the reducer input shaft 330. The radial R circumferential limit boss 303 of 30 protrudes from the outer surface of the oil guide part 312 toward the hole wall of the fixing hole 313 (as shown in Figure 20), and the circumferential limit boss 303 is located on the side of the second axial limit boss 302 close to the circumferential limit groove 3171 along the first direction Y (as shown in combination with Figures 19 and 20). The circumferential limit boss 303 is located on the side of the second axial limit boss 302 close to the reducer input shaft 330 along the first direction Y (as shown in combination with Figures 19 and 20), and the circumferential limit boss 303 is located in the circumferential limit groove 3171 (as shown in combination with Figures 19 and 20).

[0241] In the embodiment of the present application, the concave direction of the circumferential limiting groove 3171 is the same as the protruding direction of the circumferential limiting boss 303. The circumferential limiting groove 3171 cooperates with the circumferential limiting boss 303 to circumferentially limit the oil guide member 312, thereby preventing the oil guide member 312 from significantly rotating circumferentially about the reducer input shaft 330 when the reducer 300 is operating at high speed. The circumferential limiting boss 303 is positioned adjacent to the second axial limiting boss 302. When the circumferential limiting boss 303 is located in the circumferential limiting groove 3171, the first axial limiting boss 317 and the second axial limiting boss 302 overlap in the first direction Y, reducing the displacement of the oil guide member 312 in the axial and circumferential directions about the reducer input shaft 330, thereby ensuring normal and stable operation of the reducer 300.

[0242] In one embodiment, the size of the bottom of the circumferential limiting groove 3171 is greater than the size of the circumferential limiting boss 303 in the circumferential direction of the reducer input shaft 330 (as shown in conjunction with Figures 19 and 20). In this embodiment of the present application, the circumferential size of the bottom of the circumferential limiting groove 3171 is greater than the circumferential size of the circumferential limiting boss 303, which facilitates the installation of the circumferential limiting boss 303 into the circumferential limiting groove 3171 and reduces wear between the circumferential limiting boss 303 and the circumferential limiting groove 3171.

[0243] In one embodiment, the first axial limiting boss 317 is spaced apart from each other by a plurality of circumferential limiting grooves 3171. The oil guide member 312 includes a plurality of circumferential limiting bosses 303, with the number of circumferential limiting grooves 3171 being equal to the number of circumferential limiting bosses 303. In this embodiment of the present application, the plurality of circumferential limiting grooves 3171 cooperates with the plurality of circumferential limiting bosses 303 to enhance the circumferential stability of the oil guide member 312 on the reducer input shaft 330.

[0244] In one embodiment, the second axial limiting boss 302 and the circumferential limiting boss 303 are integrally formed. This solution helps to enhance the structural strength of the second axial limiting boss 302 and the circumferential limiting boss 303. Moreover, since there is no gap between the second axial limiting boss 302 and the circumferential limiting boss 303 in the first direction Y, the second axial limiting boss 302 and the first axial limiting boss 317 are stacked more closely in the first direction Y, which helps to enhance the axial limiting effect of the oil guide member 312.

[0245] In one embodiment, the blocking member 311 and the oil guide member 312 are made of different materials: the blocking member 311 is made of metal, while the oil guide member 312 is made of plastic. In this embodiment of the present application, the blocking member 311 and the oil guide member 312 serve different functions: the blocking member 311 primarily serves as a seal and axial limiter, and the material of the blocking member 311 needs to have a certain degree of rigidity; while the oil guide member 312 primarily serves to guide the flow of cooling oil, and the material of the oil guide member 312 needs to be easy to process. In this solution, the blocking member 311 and the oil guide member 312 are made of different materials so that the blocking member 311 and the oil guide member 312 can meet different usage requirements. Specifically, the use of metal material for the sealing member 311 is conducive to improving the rigidity of the sealing member 311 and ensuring that the cooling oil does not leak out of the power assembly 10 from the fixing hole 313. The use of plastic material for the oil guide member 312 is conducive to reducing the processing difficulty of the radial oil channel 3121 and the axial oil channel 3122 of the oil guide member and the production cost of the oil guide member 312.

[0246] In one embodiment, the melting point of the oil guide member 312 is less than 80° C. This solution is beneficial for ensuring the stability of the oil guide member 312 .

[0247] In one embodiment, the blocking member 311 is fixed to the inner wall of the fixing hole 313 in the reducer end cover 310 by a threaded seal (not shown), so that the blocking member is sealed and fixed to the reducer end cover 310. In the embodiment of the present application, the blocking member 311 can limit the movement of the oil guide member 312 along the first direction Y close to the blocking member 311. In addition, since the blocking member 311 is sealed and connected to the fixing hole 313, the blocking member 311 can also seal the cooling oil and prevent the cooling oil from leaking out of the powertrain 10 from the fixing hole 313. This solution simplifies the complex structure of the traditional end cover, bolts and sealing ring into a blocking member 311 and an oil guide member 312, which reduces the difficulty of assembly and reduces costs.

[0248] Please refer to Figures 3 and 21. Figure 21 is a partial exploded view of a powertrain 10 according to one embodiment of the present application. In one embodiment, along a first direction Y, the reducer end cover 310 and the AC output interface mounting hole 450 are arranged opposite each other (as shown in Figures 3 and 21). The DC input interface mounting hole 440 is arranged on the same side as the reducer end cover 310 (as shown in Figure 21).

[0249] In the embodiment of the present application, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged relative to each other along the first direction Y, which is conducive to avoiding electrical interference between DC and AC during transmission, thereby improving safety performance. In addition, the layout between the motor controller 200 and the motor 100 is compact and regular, which is conducive to reducing the volume of the powertrain 10, thereby optimizing the overall vehicle layout. In the embodiment of the present application, the power transmission path between the motor controller 200, the motor 100 and the reducer 300 is roughly U-shaped. The DC input interface mounting hole 440 and the reducer end cover 310 are arranged on the same side along the first direction Y, which conforms to the energy transmission path and helps to reduce energy loss.

[0250] Continuing with FIG. 21 , in one embodiment, along the second direction Z, the blocking member 311 and the oil guide member 312 are located below the DC input interface mounting hole 440. Along the first direction Y, the distance between at least one of the blocking member 311 and the oil guide member 312 and the DC input interface mounting hole 440 is less than the distance between at least one of the blocking member 311 and the oil guide member 312 and the AC output interface mounting hole 450. In this embodiment of the present application, in the second direction Z, the reducer 300 is located below the motor controller 200. The blocking member 311 and the oil guide member 312 are located below the DC input interface mounting hole 440. In the first direction Y, the blocking member 311 and the oil guide member 312 are closer to the DC input interface mounting hole 440 than to the AC output interface mounting hole 450. This solution rationally arranges the components within the powertrain 10 to accommodate the U-shaped power transmission path between the motor 100, the motor controller 200, and the reducer 300, thereby reducing the overall volume of the powertrain 10 and improving power density.

[0251] Please continue to refer to Figure 21. In one embodiment, the reducer end cover 310 and the controller accommodating cavity 430 are arranged along the first direction Y, and the blocking member 311 does not overlap with the projection of any one of the capacitor module 220 and the power module 230 along the first direction Y. In the embodiment of the present application, if the blocking member 311 at least partially overlaps with the projection of the capacitor module 220 and the power module 230 along the first direction Y, the blocking member 311 will occupy the adjacent areas of the capacitor module 220 and the power module 230 along the first direction Y, thereby interfering with the energy transfer of the motor controller 200. This solution rationally arranges the positions of the blocking member 311 and the capacitor module 220 and the power module 230 to ensure that the reducer 300 and the motor controller 200 both operate normally and do not affect each other.

[0252] Please continue to refer to Figure 21. In one embodiment, along the first direction Y, the projection of either the blocking member 311 or the oil guide member 312 does not overlap with the projection of the power interface mounting hole 460. This allows the power interface mounting hole 460 to be spaced apart from the oil passage of the reducer 300, or the controller housing cavity where the power interface mounting hole 460 is located to be spaced apart from the oil guide member 312 and the blocking member 311, so that there is enough space around the power interface in the power interface mounting hole 460 to connect to the power cord, facilitating charging operations. This solution rationally arranges the positions of the blocking member 311, the oil guide member 312, and the power interface mounting hole 460 to ensure that the reducer 300 and the motor controller 200 both operate normally and do not affect each other.

[0253] Continuing with FIG. 21 , in one embodiment, along the second direction Z and the third direction X, either the blocking member 311 or the oil guide member 312 is spaced apart from the power interface mounting hole 460. In this embodiment of the present application, no energy is transferred between the blocking member 311, the oil guide member 312, and the power interface mounting hole 460. In the second direction Z and the third direction X, both the blocking member 311 and the oil guide member 312 are spaced apart from the power interface mounting hole 460, ensuring sufficient space around the power interface in the power interface mounting hole 460 for connection to a power cord, thereby facilitating charging operations.

[0254] Please refer to Figures 12, 15 to 17 in combination. Figure 15 is a structural schematic diagram of the reducer input shaft 330 and the motor shaft 140 provided in an embodiment of the present application. Figure 16 is a cross-sectional view of the reducer input shaft 330 and the motor shaft 140 shown in Figure 15 along BB. Figure 17 is a structural schematic diagram of the oil pipe 340 provided in an embodiment of the present application.

[0255] In one embodiment, along the motor radial direction R, the motor shaft 140 and the reducer input shaft 330 are fixedly connected by a spline 105 (as shown in conjunction with Figures 12, 15, and 16), and the oil pipe 340 includes at least one spline lubricating oil hole 342 (as shown in Figure 17). The motor shaft cavity 143 is used to accommodate a portion of the oil pipe 340 (as shown in Figure 12). Along the motor radial direction R, the projections of the oil pipe 340, the motor shaft 140, and the reducer input shaft 330 partially overlap (as shown in Figure 12). The spline lubricating oil hole 342 passes through the oil pipe 340 along the motor radial direction R (as shown in Figure 17). Along the motor radial direction R, the projections of the spline lubricating oil hole 342, the motor shaft 140, and the reducer input shaft 330 partially overlap (as shown in conjunction with Figures 12 and 17). The motor radial direction R refers to the radial direction of the motor shaft 140.

[0256] In the embodiment of the present application, a portion of the outer wall of the motor shaft 140 and a portion of the inner wall of the reducer shaft cavity 331 are correspondingly provided with splines 105. The splines of the motor shaft 140 cooperate with the splines of the reducer shaft cavity 331, so that the motor shaft 140 can transmit torque to the reducer input shaft 330 through the splines 105, thereby realizing a transmission connection between the motor shaft 140 and the reducer input shaft 330. In the following embodiments, the splines 105 can be the splines of the motor shaft 140, or the splines of the reducer input shaft 330, or the splines of the motor shaft 140 and the splines of the reducer input shaft 330.

[0257] The spline 105 may wear when transmitting torque. To avoid failure, the spline 105 needs to be properly lubricated. In the embodiment of the present application, the oil pipe 340 includes at least one spline lubricating oil hole 342, which is used to transmit cooling oil to the spline 105. The spline lubricating oil hole 342 penetrates the motor shaft 140 along the motor radial direction R. The projections of the spline lubricating oil hole 342, the motor shaft 140, and the reducer input shaft 330 on the motor radial direction R partially overlap, so that the cooling oil flowing into the oil pipe 340 can flow through the spline lubricating oil hole 342 to the splines 105 of the motor shaft 140 and the reducer input shaft 330 to lubricate the spline 105 and reduce wear.

[0258] It should be noted that, in the embodiment of the present application, the projection along the motor radial direction R refers to the projection along the motor radial direction R on a projection plane perpendicular to the motor radial direction R. The projection plane of the projection along the motor radial direction R is perpendicular to the motor radial direction R. The projection along the motor axial direction Y refers to the projection along the motor axial direction Y on a projection plane perpendicular to the motor axial direction Y. The projection plane of the projection along the motor axial direction Y is perpendicular to the motor axial direction Y.

[0259] In the embodiment of the present application, the projection surfaces of the oil pipe 340 , the spline lubricating oil hole 342 , the motor shaft 140 and the reducer input shaft 330 along the radial direction R of the motor are the same.

[0260] In one embodiment, the spline lubricating oil hole 342 is provided in a portion of the oil passage 340 located in the motor shaft cavity 143 .

[0261] Continuing with Figures 14 and 17 , in one embodiment, the oil pipe 340 includes at least one spline oil guide groove 343 (as shown in Figures 17 and 14 ), which is connected to the spline lubricating oil hole 342 (as shown in Figure 17 ). Along the motor radial direction R, the spline oil guide groove 343 is recessed from the outer circumference of the oil pipe 340 toward the reducer input shaft 330 (as shown in Figure 17 ). Along the motor axial direction Y, the spline lubricating oil hole 342 is connected to the end face of the oil pipe 340 (as shown in Figure 17 ). Along the motor radial direction R, the projections of the spline oil guide groove 343, the motor shaft 140, and the reducer input shaft 330 partially overlap (as shown in Figures 17 and 14 ). The spline 105, the spline lubricating oil hole 342 and the spline oil guide groove 343 are arranged along the motor axial direction Y (as shown in combination with Figure 17 and Figure 14), and the spline lubricating oil hole 342 and the spline oil guide groove 343 are adjacent along the motor axial direction Y (as shown in Figure 17).

[0262] In the embodiment of the present application, the spline lubricating oil hole 342 is located within the motor shaft cavity 143. The main function of the spline lubricating oil hole 342 is to guide the cooling oil to the outside of the oil passage 340. In this case, the flow of the cooling oil needs to be further guided so that the cooling oil flowing out of the spline lubricating oil hole 342 flows to the spline 105 outside the motor shaft cavity 143. In this solution, a spline oil guide groove 343 is provided in the oil passage 340. The spline oil guide groove 343 is connected to the spline lubricating oil hole 342. The spline lubricating oil hole 342 and the spline oil guide groove 343 are adjacently arranged along the motor axial direction Y. The spline oil guide groove 343 is recessed from the outer peripheral surface of the oil passage 340 away from the reducer input shaft 330, so that the spline oil guide groove 343 can be used to transport the cooling oil flowing out of the spline lubricating oil hole 342 to the spline 105.

[0263] In the embodiment of the present application, the spline lubricating oil hole 342 is connected to the end surface of the oil passage 340 in the motor axial direction Y, and the spline lubricating oil hole 342 and the end surface of the oil passage 340 form a groove. In some embodiments, the spline lubricating oil hole 342 is not connected to the end surface of the oil passage 340 in the motor axial direction Y. In this case, the spline lubricating oil hole 342 is an independent through hole.

[0264] Please continue to refer to Figure 17. In one embodiment, the oil pipe 340 includes a plurality of spline lubricating oil holes 342 and a plurality of spline oil guide grooves 343. Each spline lubricating oil hole 342 is adjacent to and connected to a spline oil guide groove 343 along the motor axial direction Y. The plurality of spline lubricating oil holes 342 are arranged at intervals along the motor circumferential direction C, and the plurality of spline oil guide grooves 343 are arranged at intervals along the motor circumferential direction C. Along the motor axial direction Y, the aperture of the spline lubricating oil hole 342 is smaller than the length of the spline oil guide groove 343. Along the motor circumferential direction C, the aperture of the spline lubricating oil hole 342 is smaller than the width of the spline oil guide groove 343. The motor circumferential direction C refers to the circumferential direction of the motor shaft 140.

[0265] In an embodiment of the present application, a plurality of spline lubricating oil holes 342 and a plurality of spline oil guide grooves 343 are correspondingly arranged in the oil pipe 340. The plurality of spline lubricating oil holes 342 are arranged at intervals along the circumferential direction C of the motor, and the plurality of spline oil guide grooves 343 are arranged at intervals along the circumferential direction C of the motor, so that the cooling oil can flow from different positions to the spline 105 of the motor shaft 140 and the spline 105 of the reducer input shaft 330, thereby improving the lubrication effect of the cooling oil on the spline 105 and avoiding failure of the spline 105.

[0266] In the embodiment of the present application, the diameter of the spline lubricating oil hole 342 is smaller than the length of the spline oil guide groove 343 in the motor axial direction Y. The relatively small diameter of the spline lubricating oil hole 342 can avoid the need for an overly large through-hole at the end face of the oil passage 340, thereby improving the structural strength of the oil passage 340. The relatively large length of the spline oil guide groove 343 in the motor axial direction Y facilitates the spline oil guide groove 343 in guiding the flow of cooling oil. If the spline oil guide groove 343 is too short, it may make it difficult for the cooling oil to flow to the spline 105. In the motor circumferential direction C, the width of the spline oil guide groove 343 is larger than the diameter of the spline lubricating oil hole 342, which helps reduce the flow resistance of the cooling oil in the spline oil guide groove 343.

[0267] Please continue to refer to Figures 14 and 17. In one embodiment, the power assembly 10 also includes a first fixed structure 344 (as shown in Figures 14 and 17), and the oil pipe 340 is sealed and fixed to the inner wall of the reducer shaft cavity 331 through the first fixed structure 344. Along the motor radial direction R, the oil pipe 340, the first fixed structure 344 and the reducer 300 are arranged in sequence (as shown in Figure 14). Along the motor axial direction Y, the motor shaft 140 and the first fixed structure 344 are arranged at intervals (as shown in Figure 14), and the spline 105 and the first fixed structure 344 are arranged at intervals (as shown in Figure 14), and the distance between the motor shaft 140 and the first fixed structure 344 is less than the distance between the spline 105 and the first fixed structure 344. The spline lubricating oil hole 342, the spline oil guide groove 343, and the first fixed structure 344 are arranged along the motor axial direction Y (as shown in Figure 17).

[0268] In an embodiment of the present application, in the motor radial direction R, the first fixing structure 344 is located between the oil pipe 340 and the reducer shaft cavity 331. The oil pipe 340 is fixed in the reducer shaft cavity 331 along the motor radial direction R by the first fixing structure 344. In one embodiment, the first fixing structure 344 has an interference fit with the inner wall of the reducer shaft cavity 331, which is conducive to keeping the oil pipe 340 and the reducer shaft cavity 331 relatively fixed, so that the oil pipe 340 can stably transmit cooling oil. In the motor axial direction Y, the spline lubricating oil hole 342, the spline oil guide groove 343 and the first fixing structure 344 are arranged along the motor axial direction Y. There are gaps between the first fixing structure 344 and the motor shaft 140, and between the first fixing structure 344 and the spline 105. After the cooling oil flows through the spline lubricating oil hole 342 and the spline oil guide groove 343, it flows to the spline 105 through the above two gaps.

[0269] Continuing with FIG. 14 , in one embodiment, the distance between the motor shaft 140 and the first fixing structure 344 is less than the distance between the spline 105 and the first fixing structure 344 in the motor axial direction Y. The distance between the motor shaft 140 and the first fixing structure 344 refers to the distance between the end face of the motor shaft 140 closest to the first fixing structure 344 and the first fixing structure 344. In the motor axial direction Y, the spline 105 is located on the side of the end face of the motor shaft 140 away from the first fixing structure 344. The direction of cooling oil flowing from the first fixing structure 344 to the spline 105 is the same as the arrangement direction of the reducer 300 and the motor 100. This allows the cooling oil, after flowing through the spline 105, to further cool and lubricate other components of the motor 100 along the motor axial direction Y, thereby improving the cooling effect on the motor 100.

[0270] In one embodiment, the oil pipe 340 is integrally formed with the first fixing structure 344. This solution can enhance the stability of the oil pipe 340 fixedly connected to the reducer shaft cavity 331 in the motor radial direction R, and helps the first fixing structure 344 stably guide the cooling oil to flow toward the spline 105.

[0271] Continuing with Figures 14 and 17 , in one embodiment, the first fixing structure 344 includes a sealing groove 3441 (as shown in Figure 17 ). The sealing groove 3441 is configured to accommodate a sealing ring 3442 (as shown in conjunction with Figures 14 and 17 ). The first fixing structure 344 is sealed and secured to the reducer input shaft 330 via the sealing ring 3442. Along the motor radial direction R, the sealing groove 3441 is recessed from the outer circumference of the first fixing structure 344 away from the reducer input shaft 330 (as shown in conjunction with Figures 14 and 17 ). Along the motor circumferential direction C, the sealing groove 3441 and the first fixing structure 344 both encircle the oil passage 340 (as shown in Figure 17 ).

[0272] In the embodiment of the present application, the sealing groove 3441 is recessed along the motor radial direction R toward the oil passage 340. A sealing ring 3442 is placed within the sealing groove 3441. In the motor radial direction R, the sealing ring 3442 is located between the sealing groove 3441 and the inner wall of the reducer shaft cavity 331. If the sealing effect between the first fixing structure 344 and the reducer shaft cavity 331 is poor, when the cooling oil flows to the first fixing structure 344, it may flow away from the spline 105 through the gap between the first fixing structure 344 and the reducer shaft cavity 331, resulting in impaired lubrication of the spline 105 and waste of cooling oil. The sealing groove 3441 is fixed to the reducer shaft cavity 331 at both ends along the motor axial direction Y in the motor radial direction R. The first fixing structure 344, the sealing groove 3441 and the sealing ring 3442 are used together to seal and fix the oil pipe 340 and the reducer input shaft 330, prevent the oil pipe 340 and the reducer input shaft 330 from relative displacement, avoid the cooling oil from flowing in a direction away from the spline 105, and improve the utilization rate of the cooling oil.

[0273] In the embodiment of the present application, the area enclosed by the reducer shaft cavity 331 is roughly cylindrical, and the sealing groove 3441 and the first fixed structure 344 surround the oil pipe 340 along the circumference C of the motor, adapting to the structural characteristics of the reducer shaft cavity 331, and facilitating strengthening the sealing and fixing effect between the first fixed structure 344 and the reducer shaft cavity 331.

[0274] Continuing with Figures 14 and 17 , in one embodiment, the oil passage 340 includes a bearing lubricating oil hole 345 (as shown in Figures 14 and 17 ). Along the motor radial direction R, the bearing lubricating oil hole 345 extends through the oil passage 340 (as shown in Figures 14 and 17 ). The bearing lubricating oil hole 345 is spaced apart from the inner wall of the reducer shaft cavity 331 (as shown in Figures 14 and 17 ). Along the motor axial direction Y, the spline lubricating oil hole 342, the first fixing structure 344, and the bearing lubricating oil hole 345 are spaced apart (as shown in Figure 17 ).

[0275] In the embodiment of the present application, the bearing lubricating oil hole 345 is used to deliver cooling oil to the reducer bearing 350 to lubricate the reducer bearing 350. The reducer bearing 350 is used to bear the load from the reducer input shaft 330. If the reducer bearing 350 is not lubricated sufficiently, it is easy to cause the reducer bearing 350 to burn or be damaged, thereby interfering with the normal operation of the reducer 300. In the motor radial direction R, the bearing lubricating oil hole 345 passes through the oil pipe 340. There is a gap between the bearing lubricating oil hole 345 and the inner wall of the reducer shaft cavity 331, so that the cooling oil in the oil pipe 340 can flow through the bearing lubricating oil hole 345 to the gap between the bearing lubricating oil hole 345 and the inner wall of the reducer shaft cavity 331, providing the prerequisite for the cooling oil to flow to the reducer bearing 350. The cooling oil flows in the oil pipe 340 to the bearing lubricating oil hole 345 and the spline lubricating oil hole 342 in turn. On the motor axial direction Y, the bearing lubricating oil hole 345, the first fixed structure 344 and the spline lubricating oil hole 342 are arranged at intervals, which can avoid crosstalk between the cooling oil flowing to the reducer bearing 350 and the cooling oil flowing to the spline 105, thereby improving the lubrication effect on the reducer bearing 350 and the spline 105.

[0276] Continuing with Figures 14 and 17 , in one embodiment, the powertrain 10 further includes a second fixing structure 346 (as shown in Figures 14 and 17 ). The second fixing structure 346 includes at least one bearing lubricating oil groove 3461 (as shown in Figures 14 and 17 ). The bearing lubricating oil hole 345 communicates with the bearing lubricating oil groove 3461. The oil passage 340 is fixed to the inner wall of the reducer shaft cavity 331 via the second fixing structure 346 . Along the motor radial direction R, the bearing lubricating oil groove 3461 is recessed from the outer circumferential surface of the second fixing structure 346 toward the oil passage 340 (as shown in Figure 17 ). Along the motor radial direction R, the oil passage 340, the second fixing structure 346, and the reducer input shaft 330 are arranged in sequence (as shown in Figures 14 and 17 ). Along the motor axis Y, the bearing lubricating oil groove 3461 passes through the second fixing structure 346 (as shown in FIG17 ), and the spline lubricating oil hole 342 , the first fixing structure 344 , the bearing lubricating oil hole 345 and the second fixing structure 346 are arranged at intervals (as shown in FIG14 and FIG17 ).

[0277] In the embodiment of the present application, in the motor radial direction R, the second fixing structure 346 is located between the oil pipe 340 and the reducer shaft cavity 331. The bearing lubricating oil groove 3461 is recessed toward the oil pipe 340 along the motor radial direction R. The outer circumferential surface of the second fixing structure 346, excluding the bearing lubricating oil groove 3461, is used to fix the oil pipe 340 and the reducer shaft cavity 331. The bearing lubricating oil groove 3461 is connected to the bearing lubricating oil hole 345. The bearing lubricating oil groove 3461 penetrates the second fixing structure 346 along the motor axial direction Y, so that the bearing lubricating oil groove 3461 serves to guide the flow of cooling oil. Specifically, the cooling oil flows from the bearing lubricating oil hole 345 to the gap between the oil pipe 340 and the reducer shaft cavity 331, and then is guided to the reducer bearing 350 through the bearing lubricating oil groove 3461 to lubricate the reducer bearing 350.

[0278] In one embodiment, the second fixing structure 346 is integrally formed with the oil pipe 340. This solution can enhance the stability of the fixed connection between the oil pipe 340 and the reducer shaft cavity 331 in the radial direction of the motor, and helps the second fixing structure 346 to stably guide the flow of cooling oil.

[0279] Please continue to refer to Figures 12 and 14. In one embodiment, along the motor axial direction Y, the length of the oil pipe 340 is less than the length of the reducer input shaft 330 (as shown in Figure 12), and the lengths of the first fixed structure 344 and the second fixed structure 346 are both less than the distance between the first fixed structure 344 and the second fixed structure 346 (as shown in Figure 14).

[0280] In the embodiment of the present application, in the motor axial direction Y, the length of the oil pipe 340 is recorded as D8 (as shown in Figure 12), the length of the reducer input shaft 330 is recorded as D9, the length of the first fixed structure 344 is recorded as D10 (as shown in Figure 14), the length of the second fixed structure 346 is recorded as D11, and the distance between the first fixed structure 344 and the second fixed structure 346 is recorded as D12.

[0281] Among them, since both the oil pipe 340 and part of the motor shaft 140 are located in the reducer shaft cavity 331, this solution sets D8 < D9 (as shown in Fig. 12), which can provide space for the reducer shaft cavity 331 to accommodate part of the motor shaft 140, and the relatively small dimension of the oil pipe 340 along the motor axis Y is beneficial to cost reduction. The first fixing structure 344 and the second fixing structure 346 play similar roles in the reducer 300, both of which are to fix the oil pipe 340 to the reducer shaft cavity 331 and guide the flow direction of the cooling oil. The first fixing structure 344 and the second fixing structure 346 are both in interference fit with the reducer shaft cavity 331 to achieve mutual fixation. This solution sets D10 < D12 and D11 < D12 (as shown in Fig. 14), which can reduce the assembly difficulty of the first fixing structure 344 and the second fixing structure 346 in the reducer shaft cavity 331 and is beneficial to cost reduction. In addition, the length of the second fixing structure 346 in the motor axis Y is equivalent to the length of the bearing lubricating oil groove 3461 in the motor axis Y. Therefore, setting D11 < D12 can also shorten the transmission path of the cooling oil in the bearing lubricating oil groove 3461, which is beneficial to reducing the transmission loss of the cooling oil between the bearing lubricating oil hole 345 and the reducer bearing 350.

[0282] Please continue to refer to Fig. 14. Along the motor axis Y, the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is less than the distance between the first fixing structure 344 and the second fixing structure 346. Along the motor axis Y, the distance between the first fixing structure 344 and the bearing lubricating oil hole 345 is greater than the distance between the first fixing structure 344 and the spline lubricating oil hole 342. In the embodiment of the present application, along the motor axis Y, the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is denoted as D13, and the distance between the first fixing structure 344 and the bearing lubricating oil hole 345 is denoted as D14. This solution sets D13 < D12 and D13 < D14 (as shown in Fig. 14). The relatively small distance between the first fixing structure 344 and the spline lubricating oil hole 342 can shorten the cooling path of the cooling oil between the spline lubricating oil hole 342 and the first fixing structure 344, reducing the loss of the cooling oil. The distances between the first fixing structure 344 and the second fixing structure 346 and between the first fixing structure 344 and the bearing lubricating oil hole 345 are relatively large, which can avoid interference between the cooling oils flowing to the spline 105 and the reducer bearing 350, and is beneficial to improving the lubrication effect on the spline 105 and the reducer bearing 350.

[0283] In one embodiment, the distance between the second fixing structure 346 and the bearing lubricating oil hole 345 is greater than the distance between the first fixing structure 344 and the spline lubricating oil hole 342. In the embodiment of the present application, in the motor axial direction Y, the distance between the second fixing structure 346 and the bearing lubricating oil hole 345 is denoted as D15. In this solution, D13 < D15 (as shown in FIG. 14). The distance between the first fixing structure 344 and the spline lubricating oil hole 342 is relatively small, which can shorten the cooling path of the cooling oil between the spline lubricating oil hole 342 and the first fixing structure 344 and reduce the loss of the cooling oil.

[0284] Please continue to refer to FIG. 17. In one embodiment, the second fixing structure 346 includes a plurality of bearing lubricating oil grooves 3461, and the plurality of bearing lubricating oil grooves 3461 are arranged at intervals along the circumferential direction C of the motor. The aperture of the bearing lubricating oil hole 345 is smaller than the length of each bearing lubricating oil groove 3461 along the motor axial direction Y and the length of each bearing lubricating oil groove 3461 along the circumferential direction C of the motor.

[0285] In the embodiment of the present application, the plurality of bearing lubricating oil grooves 3461 are spaced along the circumferential direction C of the motor on the second fixing structure 346, so that the cooling oil can flow to the reducer bearing 350 from different positions through the plurality of bearing lubricating oil grooves 3461, enhancing the lubrication effect on the reducer bearing 350. The aperture of the bearing lubricating oil hole 345 is smaller than the length of each bearing lubricating oil groove 3461 along the motor axial direction Y and the length of each bearing lubricating oil groove 3461 along the circumferential direction C of the motor. Among them, the aperture of the bearing lubricating oil hole 345 is relatively small, which can avoid through holes with too large apertures in the oil pipe 340, improve the structural strength of the oil pipe 340, and is beneficial to restricting the flow rate of the cooling oil flowing through the bearing lubricating oil hole 345, so that the cooling oil in the oil pipe 340 is mainly used to cool the heat-generating components in the reducer 300 and the motor 100. The lengths of the bearing lubricating oil grooves 3461 along the motor axial direction Y and the circumferential direction C of the motor are relatively large, which can ensure the guiding effect of the bearing lubricating oil hole 345 on the cooling oil, so that the cooling oil flowing through the bearing lubricating oil hole 345 can lubricate the reducer bearing 350 specifically.

[0286] Please continue to refer to Figures 14 and 16. In one embodiment, the reducer 300 includes a reduction tooth 332 and a reducer bearing 350 (as shown in Figures 14 and 16). The reduction tooth 332 is fixed to the outer peripheral surface of the reducer input shaft 330 along the motor radial direction R (as shown in Figures 14 and 16), and the reducer bearing 350 is sleeved on the reducer input shaft 330 (as shown in Figure 14). Along the motor axial direction Y, the motor shaft 140, the reduction tooth 332 and the reducer bearing 350 are arranged at intervals (as shown in Figure 14). The projection of the bearing lubricating oil hole 345 along the motor radial direction R overlaps with the partial projection of the reduction tooth 332 along the motor radial direction R (as shown in Figure 14). The projection of the second fixing structure 346 along the motor radial direction R partially overlaps with the projection of the reducer bearing 350 along the motor radial direction R (as shown in Figure 14).

[0287] In the embodiment of the present application, the reduction gear 332 is used to mesh with the gear assembly in the reducer 300 and drive the gear assembly to rotate (not shown in the figure), and the gear assembly is used to be connected to the wheel transmission and drive the wheel to rotate (not shown in the figure).

[0288] In the embodiment of the present application, the reducer bearing 350 is sleeved on the reducer input shaft 330. The reducer bearing 350 is used to bear the load applied by the reducer input shaft 330. Cooling oil can lubricate the reducer bearing 350 through the bearing lubricating oil hole 345, which is beneficial to improving the service life of the reducer bearing 350. In the motor axial direction Y, the motor shaft 140, the reduction gear 332, and the reducer bearing 350 are spaced apart to avoid mutual interference during mechanical transmission and ensure the normal operation of the reducer 300 and the motor 100. In the motor radial direction R, the projection of the bearing lubricating oil hole 345 overlaps with the projection of the reduction gear 332. The projection of the second fixing structure 346 along the motor radial direction R partially overlaps with the projection of the reducer bearing 350 along the motor radial direction R, indicating that the reducer bearing 350 and the reduction gear 332 are adjacent to each other in the motor axial direction Y. In one embodiment, a gap is provided in the reducer bearing 350, and cooling oil flowing into the reducer bearing 350 flows through the gap in the reducer bearing 350 to the reduction gear 332. The cooling oil lubricates the reducer bearing 350 and the reduction gear 332 in sequence to ensure that the reducer 300 operates normally.

[0289] Among them, the projection surface of the bearing lubricating oil hole 345 along the motor radial direction R is the same as the projection surface of the reduction tooth 332 along the motor radial direction R, and the projection surface of the second fixed structure 346 along the motor radial direction R is the same as the projection surface of the reducer bearing 350 along the motor radial direction R.

[0290] In one embodiment, the reducer end cover 310 also includes a reducer bearing chamber 315 (as shown in FIG14 ). The reducer bearing chamber 315 is recessed from the reducer end cover 310 in a first direction Y in a direction away from the reducer input shaft 330. The reducer bearing 350 is sleeved on the reducer input shaft 330 and is located in the reducer bearing chamber 315. The reducer bearing chamber 315 is connected to the bearing lubricating oil groove 3461. In the embodiment of the present application, the cooling oil in the oil pipe 340 flows through the bearing lubricating oil hole 345 and the bearing lubricating oil groove 3461 in sequence, and flows to the reducer bearing chamber 315 through the gap between the reducer input shaft 330 and the reducer end cover 310 to lubricate the reducer bearing 350, thereby preventing damage to the reducer bearing 350, increasing its service life, and ensuring long-term stable operation of the reducer 300. The reducer bearing chamber 315 can also be used to temporarily store liquid so that the reducer bearing 350 is better lubricated.

[0291] Continuing with Figure 14 , in one embodiment, the reducer input shaft 330 and reducer end cap 310 are spaced apart, and the oil pipe 340, oil guide 312, and blocking member 311 are spaced apart. Along the motor axis Y, the reduction gear 332, reducer bearing 350, oil guide 312, and blocking member 311 are spaced apart.

[0292] In the embodiment of the present application, the reducer input shaft 330 and the reducer end cover 310 are spaced apart in the motor axial direction Y, providing space for the oil guide member 312 to be arranged between the reducer end cover 310 and the reducer input shaft 330. The blocking member 311 and the oil guide member 312 are spaced apart along the motor axial direction Y, which can effectively reduce the force and wear on the oil guide member 312, increase the service life, and ensure the flow guiding effect of the oil guide member 312. The reduction gear and the reducer bearing 350 are spaced apart in the motor axial direction Y, which can avoid wear between the reduction gear and the reducer bearing 350 and increase the service life. The reduction gear 332 and the reducer bearing 350 are spaced apart from the oil guide member 312 and the blocking member 311, so that even if there is a design tolerance, it will not affect the assembly of the above structure, reducing the difficulty of design and assembly.

[0293] Please refer to Figures 22 to 24. Figure 22 is a structural schematic diagram of the powertrain 10 provided in an embodiment of the present application. Figure 23 is a cross-sectional view of the powertrain 10 shown in Figure 22 along CC. Figure 24 is a partial enlarged view of the M4 part of the powertrain 10 shown in Figure 23.

[0294] In one embodiment, the motor 100 includes a motor rotor 190 and a motor bearing 180 (as shown in conjunction with Figures 22 to 24). The motor end cap 110 and the motor rotor 190 are spaced apart along the motor axial direction Y (as shown in Figure 23). The motor end cap 110 includes a motor shaft hole 111 (as shown in Figure 24). The motor shaft hole 111 is used to accommodate the motor bearing 180 and a portion of the motor shaft 140 (as shown in conjunction with Figures 23 and 24). The motor bearing 180 is sleeved on the motor shaft 140 (as shown in Figures 23 and 24). The motor shaft 140 is rotatably connected to the motor end cap 110 via the motor bearing 180. The motor shaft 140 includes at least one motor bearing lubricating oil hole 144 (as shown in Figure 24). The motor shaft hole 111 extends through the motor end cap 110 along the motor axial direction Y. The motor bearing lubricating oil hole 144 extends through the motor shaft 140 along the motor radial direction R (as shown in Figure 24). Along the motor axial direction Y, the motor bearing lubricating oil holes 144, the motor bearing 180 and the motor rotor 190 are arranged at intervals (as shown in combination with FIG. 23 and FIG. 24 ).

[0295] In the embodiment of the present application, the motor rotor 190 is fixedly connected to the motor shaft 140 and is rotationally connected to the motor end cap 110, so that the motor shaft 140 rotates relative to the motor end cap 110 along with the motor rotor 190. The motor stator 120 is rotationally connected to the motor shaft 140, so that the motor shaft 140 can rotate relative to the motor stator 120, converting electrical energy into mechanical energy. The output end of the motor shaft 140 is used to transmit mechanical energy. In the embodiment of the present application, the motor winding 130 is the winding in the motor stator 120. In one embodiment, the motor winding 130 also includes the winding in the motor rotor, or the winding of the motor stator and the winding of the motor rotor.

[0296] In an embodiment of the present application, the motor bearing 180 is sleeved on the outside of the motor shaft 140, and the space enclosed on the inside of the motor shaft 140 forms a motor shaft cavity 143. Among them, the motor bearing 180 is used to bear the load from the motor shaft 140, reduce friction, and ensure that the motor 100 runs smoothly under high-speed conditions. If the motor bearing 180 is not lubricated enough, the motor bearing 180 may be burned or damaged. In an embodiment of the present application, the motor bearing lubricating oil hole 144 passes through the motor shaft 140 along the motor radial direction R, and the motor bearing lubricating oil hole 144 is connected to the motor shaft cavity 143, so that the cooling oil in the motor shaft cavity 143 can be transported to the motor bearing 180 on the outside of the motor shaft 140 through the motor bearing lubricating oil hole 144. In one embodiment, the motor bearing 180 includes a steel ball and a ring, and the steel ball is movably arranged in the ring. The cooling oil enters the gap between the steel ball and the ring through the motor bearing lubricating oil hole 144, which is conducive to reducing the wear between the steel ball and the ring, thereby improving the life of the motor bearing 180.

[0297] In one embodiment, the motor shaft cavity 143 is connected to a heat exchanger 500 in the vehicle through the reducer shaft cavity 331. The heat exchanger is used to transport cooling oil to the motor shaft cavity 143. The cooling oil enters the motor shaft cavity 143 through the oil pipe 340 in the reducer shaft cavity 331. Since the heat exchanger 500 is disposed on the side of the motor rotor 190 away from the motor bearing 180 along the motor axial direction Y, if the motor bearing lubricating oil hole 144 is not provided on the motor shaft 140, in order to lubricate the motor bearing 180, it is necessary to increase the flow rate or flow velocity of the cooling oil in the motor 100. The cooling oil on the side of the motor bearing 180 closer to the motor rotor 190 along the motor axial direction Y is used for cooling and lubrication. Due to the increased amount of cooling oil used, the cost will increase. The increased cooling oil is difficult to accurately flow to the motor bearing 180, resulting in poor lubrication effect. In the embodiment of the present application, a motor bearing lubricating oil hole 144 is opened through the motor shaft 140. The cooling oil can be transported from the motor shaft cavity 143 inside the motor shaft 140 to the motor bearing 180 outside the motor shaft 140 through the motor bearing lubricating oil hole 144. Without increasing the amount of cooling oil, the motor bearing 180 can be effectively lubricated, thereby avoiding erosion or damage of the motor bearing 180 due to insufficient lubrication, thereby ensuring the normal operation of the motor 100.

[0298] In the embodiment of the present application, motor bearing lubricating oil hole 144 is used to deliver cooling oil to motor bearing 180, effectively lubricating motor bearing 180 and improving the service life of motor bearing 180 and the operating performance of motor 100. The amount of cooling oil used is relatively small, which helps reduce costs. Furthermore, the cooling oil performs both cooling and lubrication functions, which helps improve cooling oil utilization.

[0299] Continuing with FIG. 24 , in one embodiment, the motor 100 further includes a bearing wave pad 182. The bearing wave pad 182 is sleeved on the motor shaft 140 and has a gap therebetween. The gap in the bearing wave pad 182 connects the motor bearing lubricating oil hole 144 with the motor bearing 180. The bearing wave pad 182, the motor bearing 180, and the motor rotor 190 are arranged along the motor axial direction Y, with the bearing wave pad 182 adjacent to the motor bearing 180. The projection of the motor bearing lubricating oil hole 144 along the motor radial direction R is located within the projection of the bearing wave pad 182 along the motor radial direction R.

[0300] In the embodiment of the present application, the bearing wave washer 182 is a corrugated washer. The motor bearing 180 and the bearing wave washer 182 are arranged along the motor axial direction Y, allowing the bearing wave washer 182 to withstand the axial force from the motor bearing 180 and eliminate noise and vibration, thereby improving motor performance. A gap is provided in the bearing wave washer 182. In the motor radial direction R, the projection of the motor bearing lubricating oil hole 144 is located within the projection of the bearing wave washer 182. This allows the cooling oil in the motor shaft cavity 143 to flow out of the motor bearing lubricating oil hole 144 and then flow into the gap of the bearing wave washer 182 and the motor bearing 180 in sequence. The projection of the motor bearing lubricating oil hole 144 refers to the projection of the area enclosed by the motor bearing lubricating oil hole 144. The placement of the bearing wave washer 182 near the motor bearing 180 along the motor axial direction Y helps shorten the transmission path of the cooling oil between the motor bearing lubricating oil hole 144 and the motor bearing 180, thereby reducing losses.

[0301] Continuing with FIG. 24 , in one embodiment, the motor shaft 140 includes a plurality of motor bearing lubricating oil holes 144 , which are spaced apart along the motor circumferential direction C. The diameter of each motor bearing lubricating oil hole 144 along the motor axial direction Y is smaller than the length of the bearing wave pad 182 along the motor axial direction Y. Along the motor circumferential direction C, the diameter of each motor bearing lubricating oil hole 144 is smaller than the spacing between two adjacent motor bearing lubricating oil holes 144 .

[0302] In an embodiment of the present application, a plurality of motor bearing lubricating oil holes 144 are provided at intervals on the motor shaft 140, so that the amount of cooling oil delivered to the motor bearing 180 is increased, and different parts of the motor bearing 180 can be lubricated, thereby avoiding insufficient local lubrication of the motor bearing 180. For example, the number of motor bearing lubricating oil holes 144 can be 2, 3, 4, or other positive integers greater than 1. Along the motor axial direction Y, the aperture of the motor bearing lubricating oil hole 144 is smaller than the length of the bearing wave pad 182, ensuring that the cooling oil flowing through the motor bearing lubricating oil hole 144 can flow into the gap between the bearing wave pad 182, thereby improving the utilization rate of the cooling oil. Along the motor circumferential direction C, the aperture of the motor bearing lubricating oil hole 144 is smaller than the spacing between two adjacent motor bearing lubricating oil holes 144. The aperture of the motor bearing lubricating oil hole 144 is set in a relatively small range to avoid opening an excessively large through hole on the motor shaft 140, thereby improving the structural strength of the motor shaft 140. Setting the distance between two adjacent motor bearing lubricating oil holes 144 within a relatively large range is equivalent to limiting the number of motor bearing lubricating oil holes 144, which can prevent excessive cooling oil from flowing out of the motor shaft cavity 143 from the motor bearing lubricating oil holes 144, thereby ensuring the cooling and lubricating effect of the cooling oil on other components in the motor 100.

[0303] In one embodiment, the plurality of motor bearing lubricating oil holes 144 are evenly spaced along the motor circumference C. This solution is beneficial for ensuring the dynamic balance performance of the motor shaft 140 .

[0304] Please continue to refer to Figures 23 and 24. In one embodiment, the motor 100 further includes a resolver sensor stator 170. The resolver sensor stator 170 and the motor bearing 180 are both sleeved on the motor shaft 140 and located in the motor shaft hole 111 (as shown in Figures 23 and 24). The resolver sensor stator 170, the motor bearing 180, and the motor stator 120 are arranged along the axial direction of the motor shaft 140 (as shown in combination with Figures 23 and 24). The resolver sensor stator 170, the motor shaft 140, the motor bearing 180, and the wall of the motor shaft hole 111 form a motor bearing chamber 181 (as shown in Figure 24). The motor bearing lubricating oil hole is connected to the motor bearing chamber 181 (as shown in Figure 24).

[0305] In the embodiment of the present application, the motor bearing 180 and the bearing wave pad are located within the motor bearing chamber 181. The motor bearing lubricating oil hole is connected to the motor bearing chamber 181. Cooling oil can enter the motor bearing chamber 181 through the motor bearing lubricating oil hole and contact the motor bearing 180 to lubricate the motor bearing 180, thereby preventing damage to the motor bearing 180, extending its service life, and ensuring long-term stable operation of the motor 100. The motor bearing chamber 181 can also be used to temporarily store liquid to better lubricate the motor bearing 180.

[0306] Continuing with Figures 23 and 24, in one embodiment, the motor shaft 140 further includes at least one rotor diverter hole 145 (as shown in Figure 23). Along the motor radial direction R, the rotor diverter hole 145 extends through the motor shaft 140, and the projection of the rotor diverter hole 145 at least partially overlaps with the projection of the motor rotor 190 (as shown in Figure 23). Along the motor axial direction Y, the motor bearing lubricating oil hole 144, the motor bearing 180, and the rotor diverter hole 145 are arranged in an alternating pattern (as shown in Figures 23 and 24). The diameter of the rotor diverter hole 145 is larger than the diameter of the motor bearing lubricating oil hole 144 (as shown in Figures 23 and 24).

[0307] In an embodiment of the present application, the motor rotor 190 is sleeved on the outside of the motor shaft 140, and the rotor diverter hole 145 passes through the motor shaft 140 along the motor radial direction R. The rotor diverter hole 145 is connected to the motor shaft cavity 143. In the motor radial direction R, the projection of the rotor diverter hole 145 and the projection of the motor rotor 190 at least partially overlap, so that the cooling oil in the motor shaft cavity 143 can be transported to the motor rotor 190 outside the motor shaft 140 through the rotor diverter hole 145 to cool the motor rotor 190, wherein the projection of the rotor diverter hole 145 on the motor radial direction R refers to the projection of the area enclosed by the rotor diverter hole 145 on the motor radial direction R. When the motor 100 is running at high speed, the motor rotor 190 generates a lot of heat and needs to be cooled. In this solution, a motor bearing lubricating oil hole 144 and a rotor diverter hole 145 are simultaneously opened on the motor shaft 140, and the aperture of the rotor diverter hole 145 is larger than the aperture of the motor bearing lubricating oil hole 144, so that when the motor 100 is in a high-speed working condition, the cooling oil mainly cools the motor rotor 190 through the rotor diverter hole 145. When the motor 100 is in a low-speed working condition, part of the cooling oil can lubricate the motor bearing 180 through the motor bearing lubricating oil hole 144, taking into account the cooling and lubrication needs of the motor 100 in different situations, thereby improving the working performance of the motor 100.

[0308] Continuing with Figure 23, in one embodiment, the motor rotor 190 includes a rotor end plate 191 and a rotor core 192. Both the rotor end plate 191 and the rotor core 192 are sleeved onto the motor shaft 140. Along the motor axial direction Y, the rotor end plates 191 are arranged on either side of the rotor core 192. The rotor end plate 191 includes an end plate axial hole (not shown) extending through the rotor end plate 191 along the motor axial direction Y. A rotor oil passage is provided within the rotor core 192. The end plate axial hole connects the rotor oil passage to the rotor diverter hole 145. The projection of the end plate axial hole in the motor radial direction R overlaps the projection of the rotor diverter hole 145 in the motor radial direction R. In one embodiment, the end plate axial hole is also used to adjust the dynamic balance of the motor rotor 190. The rotor end plate 191 may also be referred to as a dynamic balancing end plate. In one embodiment, the rotor end plate 191 is used to axially position the rotor core 192.

[0309] Continuing with Figures 23 and 24 , in one embodiment, the motor shaft 140 includes a plurality of motor bearing lubricating oil holes 144 and a plurality of rotor diverter holes 145 (shown in conjunction with Figures 23 and 24 ). The plurality of motor bearing lubricating oil holes 144 are spaced apart along the motor circumferential direction C (shown in Figure 24 ). The total length of the plurality of motor bearing lubricating oil holes 144 is less than the total length of the plurality of rotor diverter holes 145 (shown in conjunction with Figures 23 and 24 ).

[0310] In the embodiment of the present application, multiple rotor diverter holes 145 are provided on the motor shaft 140 to increase the amount of cooling oil delivered to the motor rotor 190, thereby cooling different portions of the motor rotor 190 and preventing local overheating of the motor rotor 190. The total length of the multiple motor bearing lubricating oil holes 144 is smaller than the total length of the multiple rotor diverter holes 145, thereby ensuring proper distribution of the cooling oil and preventing excessive cooling oil from being used to lubricate the motor bearings 180 and insufficiently cooling the motor rotor 190.

[0311] In one embodiment, the ratio of the diameter of each rotor diverter hole 145 to the diameter of each motor bearing lubricating oil hole 144 is greater than or equal to 2 and less than or equal to 4.

[0312] In an embodiment of the present application, the aperture of the rotor diverter hole 145 and the aperture of the motor bearing lubricating oil hole 144 are set in a range greater than or equal to 2 and less than or equal to 4, and relatively more cooling oil can flow out through the rotor diverter hole 145. When the motor 100 is in a high-speed working condition, the cooling oil mainly cools the motor rotor 190 through the rotor diverter hole 145. When the motor 100 is in a low-speed working condition, a small amount of cooling oil can lubricate the motor bearing 180 through the motor bearing lubricating oil hole 144.

[0313] Continuing with FIG. 24 , in one embodiment, the motor 100 further includes a shaft hole sealing member 146 , wherein the shaft hole sealing member 146 includes a radial sealing portion 1461 and a lubricating oil circulation portion 1462. Along the motor radial direction R, the radial sealing portion 1461 is configured to seal and securely engage the inner wall of the motor shaft cavity 143 . The radial sealing portion 1461, the lubricating oil circulation portion 1462, and the rotor diverter hole 145 are arranged along the motor axial direction Y, with the lubricating oil circulation portion 1462 secured to the radial sealing portion 1461 . Along the motor radial direction R, the lubricating oil circulation portion 1462 is spaced from the inner wall of the motor shaft cavity 143 , and the projection of the motor bearing lubricating oil hole 144 along the motor radial direction R is located within the projection of the lubricating oil circulation portion 1462 along the motor radial direction R.

[0314] In the embodiment of the present application, the shaft hole sealing member 146 includes a fixed radial sealing portion 1461 and a lubricating oil circulation portion 1462. In the motor axial direction Y, the radial sealing portion 1461 is located on the side of the lubricating oil circulation portion 1462 away from the rotor diverter hole 145. The radial sealing portion 1461 is sealed and fixed to the inner wall of the motor shaft cavity 143 to prevent the cooling oil from flowing out of the motor shaft cavity 143 along the motor axial direction Y instead of flowing to the motor bearing lubricating oil hole 144. A gap is formed between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 in the motor radial direction R. The projection of the lubricating oil circulation portion 1462 along the motor radial direction R covers the projection of the motor bearing lubricating oil hole 144 along the motor radial direction R, so that the cooling oil in the motor shaft cavity 143 can flow to the motor bearing lubricating oil hole 144 through the gap between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 when flowing through the shaft hole sealing member 146. In the embodiment of the present application, a shaft hole blocking member 146 is provided in the motor shaft cavity 143 to increase the flow resistance of the cooling oil to the motor bearing lubricating oil hole 144, thereby reducing the aperture of the motor shaft 140 corresponding to the motor bearing lubricating oil hole 144 in the motor radial direction R, thereby controlling the flow of cooling oil used to lubricate the motor bearing 180 and preventing the cooling oil in the motor shaft cavity 143 from directly flowing out of the motor shaft cavity 143 along the motor axial direction Y. Furthermore, the shaft hole blocking member 146 prevents foreign matter from entering the motor shaft cavity 143.

[0315] In one embodiment, the radial sealing portion 1461 and the lubricating oil circulation portion 1462 are integrally formed. This solution is beneficial for enhancing the structural strength of the shaft hole sealing member 146.

[0316] Continuing with Figures 23 and 24 , in one embodiment, along the motor radial direction R, the distance between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 is less than the diameter of the motor bearing lubricating oil hole 144 (as shown in Figure 24 ), and the distance between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 is less than the diameter of the rotor diverter hole 145 (as shown in Figures 23 and 24 ). The length of the lubricating oil circulation portion 1462 along the motor axial direction Y is greater than the diameter of the motor bearing lubricating oil hole 144 (as shown in Figure 24 ).

[0317] In the embodiment of the present application, the lubricating oil circulation portion 1462 is spaced apart from the inner wall of the motor shaft cavity 143 in the motor radial direction R. The gap between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 in the motor radial direction R is smaller than the aperture of the motor bearing lubricating oil hole 144 and the aperture of the rotor diverter hole 145, so that the lubricating oil circulation portion 1462 limits the flow of cooling oil to the motor bearing 180, preventing excessive cooling oil from flowing through the motor bearing lubricating oil hole 144. The length of the lubricating oil circulation portion 1462 along the motor axial direction Y is set to be greater than the aperture of the motor bearing lubricating oil hole 144, so that the cooling oil first fills the gap between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 before flowing into the motor bearing lubricating oil hole 144.

[0318] Please continue to refer to Figures 23 and 24. In one embodiment, along the motor axial direction Y, the distance between the rotor diverter hole 145 and the lubricating oil circulation portion 1462 is greater than the length of the lubricating oil circulation portion 1462 (as shown in combination with Figures 23 and 24), and the distance between the rotor diverter hole 145 and the lubricating oil circulation portion 1462 is greater than the distance between the lubricating oil circulation portion 1462 and the motor bearing 180 (as shown in combination with Figures 23 and 24).

[0319] In the embodiment of the present application, the length of the lubricating oil circulation portion 1462 along the motor axial direction Y is relatively small, which can prevent the lubricating oil circulation portion 1462 from occupying too large a size along the motor axial direction Y. If the length of the lubricating oil circulation portion 1462 is greater than the distance between the rotor diverter hole 145 and the lubricating oil circulation portion 1462, it will be difficult for the cooling oil to flow into the motor bearing lubricating oil hole 144 under both high-speed and low-speed conditions, thereby affecting the lubrication of the motor bearing 180. The distance between the lubricating oil circulation portion 1462 and the motor bearing 180 along the motor axial direction Y is relatively small, which can shorten the transmission path of the cooling oil between the lubricating oil circulation portion 1462 and the motor bearing 180, thereby reducing the loss of the cooling oil along the transmission path.

[0320] Please refer to Figures 2 and 25 in combination. Figure 25 is a partial exploded view of the powertrain 10 provided in one embodiment of the present application. In one embodiment, the powertrain 10 also includes a three-phase input copper busbar 101 (as shown in Figure 2), and the motor end cover 110 also includes a winding wiring hole 112 (as shown in Figure 25). The winding wiring hole 112 passes through the motor end cover 110 along the motor axial direction Y (as shown in Figure 25). The motor winding 130 is accommodated in the motor accommodating cavity 420 (as shown in Figure 25). The three-phase input copper busbar 101 is electrically connected to the motor winding 130 and the motor controller 200 through the winding wiring hole 112 (as shown in combination with Figures 2 and 25). The three-phase input copper busbar 101 includes three input copper busbars 1011 (as shown in Figures 2 and 25). The three input copper busbars 1011 are arranged in sequence along the circumferential direction C of the motor (as shown in Figures 2 and 25).

[0321] In the embodiment of the present application, the motor controller 200 is electrically connected to the motor winding 130 of the motor 100 via the three-phase input copper bar 101. Three input copper bars 1011 in the three-phase input copper bar 101 transmit three-phase alternating current to the motor winding 130. The three input copper bars 1011 are arranged at intervals along the circumferential direction C of the motor, which helps to reduce electrical interference between the three input copper bars 1011 and ensure the stability of the electrical connection.

[0322] Please continue to refer to Figure 25. The motor end cover 110 includes an AC output interface connecting hole 115, wherein along the first direction Y, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 respectively penetrate the integrated shell 400 and are connected to the controller accommodating cavity 430. The AC output interface connecting hole 115 penetrates the motor end cover 110, and the projection of the AC output interface connecting hole 115 covers the projection of the AC output interface mounting hole 450. The projection of the three-phase input copper busbar 101 partially overlaps with the projection of the AC output interface connecting hole 115.

[0323] In this embodiment of the present application, the AC output interface mounting hole 450 and the AC output interface connecting hole 115 are jointly used to accommodate the AC output interface 260. In the first direction Y, the AC output interface connecting hole 115 is located on the side of the AC output interface mounting hole 450 away from the DC input interface mounting hole 440, and the projection of the AC output interface connecting hole 115 overlaps the projection of the AC output interface mounting hole 450, facilitating the AC output interface 260 to be sequentially inserted through the AC output interface mounting hole 450 and the AC output interface connecting hole 115. In this embodiment of the present application, the three-phase input copper busbar 101 is respectively connected to the AC output interface 260 and the electrical connector 150. In this solution, the projection of the three-phase input copper busbar 101 partially overlaps with the projections of the winding connection hole 112 and the AC output interface connecting hole 115, which helps reduce energy loss along the transmission path.

[0324] It is understood that in the embodiment of the present application, the extension direction of the AC output interface connecting hole 115 is parallel to the projection direction (i.e., the first direction Y), and the projection of the AC output interface connecting hole 115 refers to the projection of the area enclosed by the hole wall of the AC output interface connecting hole 115. The above explanation also applies to the projections of other through holes in the embodiment of the present application.

[0325] Please refer to Figures 25 to 27 in combination. Figure 26 is a partial enlarged view of the M5 part in the power assembly 10 shown in Figure 25, and Figure 27 is a structural schematic diagram of the motor end cover 110 provided in an embodiment of the present application.

[0326] In one embodiment, the motor end cover 110 and the motor stator 120 are arranged adjacent to each other along the motor axial direction Y (as shown in FIG. 25 ). The motor end cover 110 includes at least one cooling hole 113 (as shown in FIG. 25 and FIG. 26 ). The winding connection hole 112 is used to accommodate the electrical connector 150 between the motor winding 130 and the motor controller 200 (as shown in FIG. 2 , FIG. 25 , and FIG. 26 ). The motor shaft hole 111 is used to accommodate the motor shaft 140 (as shown in FIG. 25 ). Each cooling hole 113 is used to connect the two sides of the motor end cover 110 along the axial direction of the motor shaft 140 (as shown in FIG. 25 and FIG. 26 ).

[0327] Along the motor axial direction Y, the winding connection hole 112, the motor shaft hole 111, and the at least one cooling hole 113 respectively penetrate the motor end cover 110 (as shown in Figures 25 and 26). Along the motor radial direction R, the spacing between the at least one cooling hole 113 and the motor shaft hole 111 is greater than the spacing between the winding connection hole 112 and the motor shaft hole 111 (as shown in Figure 27), and the spacing between the winding connection hole 112 and the at least one cooling hole 113 is less than the spacing between the winding connection hole 112 and the motor shaft hole 111 (as shown in Figures 25 and 27). The projection of the at least one cooling hole 113 partially overlaps with the projection of the winding connection hole 112.

[0328] In the embodiment of the present application, the winding connection hole 112, the motor shaft hole 111 and the cooling hole 113 are integrated into a motor end cover 110, which can reduce the volume of the motor end cover 110, thereby facilitating the miniaturization design and high power density of the motor 100.

[0329] One end of the motor shaft 140 is located in the motor shaft hole 111, and the electrical connector 150 is located in the winding connection hole 112 of the motor end cover 110. The motor controller 200 is connected to the motor winding 130 through the electrical connector 150, wherein the electrical connector 150 includes an input copper busbar 1011.

[0330] The cooling holes 113 extend through the motor end cover 110 along the motor axial direction Y, connecting the cooling holes 113 to both sides of the motor end cover 110 along the motor axial direction Y. Therefore, the cooling oil in the motor 100 can flow from the inside of the motor 100 to the outside of the motor 100 through the cooling holes 113. The inside of the motor 100 refers to the side of the motor end cover 110 that is closer to the motor stator 120 along the motor axial direction Y, and the outside of the motor 100 refers to the side of the motor end cover 110 that is farther away from the motor stator 120 along the motor axial direction Y. In one embodiment, the cooling oil flows out of the rotor diverter hole 145 in the motor shaft cavity 143 to the motor rotor 190, and then flows out of the motor end cover 110 through the cooling holes 113.

[0331] Continuing with FIG27 , the spacing dimension between the cooling hole 113 and the motor shaft hole 111 in the motor radial direction R is recorded as D16, the spacing dimension between the winding connection hole 112 and the motor shaft hole 111 in the motor radial direction R is recorded as D17, and the spacing dimension between the winding connection hole 112 and the cooling hole 113 in the motor radial direction R is recorded as D18. The line connecting the positions selected for measuring D16, D17, and D18 is parallel to the motor radial direction R. For example, the line connecting the positions of the cooling hole 113, the winding connection hole 112, and the motor shaft hole 111 selected for measuring D2 is a straight line, and the extension direction of the straight line passes through the axis of the motor shaft hole 111.

[0332] The arrangement of D16>D17>D18 indicates that the cooling hole 113 is the hole farthest from the motor axis O along the motor radial direction R among the winding connection hole 112, the motor shaft hole 111, and the cooling hole 113, and that the cooling hole 113 is arranged adjacent to the winding connection hole 112, so that the cooling oil can cool the electrical connector 150 in the winding connection hole 112 through the cooling hole 113. The cooling path of the cooling oil extends from the inside of the motor 100 to the outside of the motor 100, which expands the coverage range of the cooling path and helps improve the utilization rate of the cooling oil. The cooling hole 113 is closer to the winding connection hole 112 than the motor shaft hole 111, and the path of the cooling oil flowing from the cooling hole 113 to the electrical connector 150 is shorter, which helps reduce thermal resistance, improve the cooling effect on the electrical connector 150, and ensure that the electrical connector 150 can stably transmit alternating current. Among them, the motor axis O refers to the axis of the motor shaft 140.

[0333] In the embodiment of the present application, in the motor radial direction R, the projection of the cooling hole 113 overlaps with a partial projection of the winding connection hole 112. In particular, since the cooling hole 113 extends along the motor axial direction Y, and the motor axial direction Y is perpendicular to the motor radial direction R, the projection of the cooling hole 113 along the motor radial direction R refers to the projection of the hole wall of the cooling hole 113 along the motor radial direction R. In the embodiment of the present application, the cooling hole 113 and the winding connection hole 112 are arranged along the motor radial direction R, so that the cooling oil flowing out of the cooling hole contacts more with the electrical connector 150 of the winding connection hole 112, thereby improving the cooling effect on the electrical connector 150, making the cooling hole 113 and the winding connection hole 112 more concentrated in the motor end cover 110, and arranged compactly and regularly, which is conducive to miniaturization of the motor. If the cooling hole 113 and the winding connection hole 112 are arranged along the motor circumferential direction C, the volume occupied by the motor end cover 110 may be increased, reducing the amount of cooling oil 113 flowing out of the cooling hole 113 contacting the electrical connector 150, thereby affecting the cooling effect.

[0334] In one embodiment, at least one cooling hole 113 of the motor end cover 110 is higher than the motor shaft hole 111 in the direction of gravity. It is understandable that the flow of cooling oil is affected by gravity. In the embodiment of the present application, the cooling oil flows from the cooling hole 113 to the electrical connector 150 in the winding wiring hole 112, and the cooling hole 113, the winding wiring hole 112 and the motor shaft hole 111 are arranged in sequence along the motor radial direction R. When the motor 100 is used in a vehicle scenario, it is necessary to set the cooling hole 113 higher than the motor shaft hole 111 in the direction of gravity, which is equivalent to the cooling hole 113 being higher than the winding wiring hole 112 in the direction of gravity, so that the flow path of the cooling oil between the cooling hole 113 and the winding wiring hole 112 follows the direction of gravity, which is conducive to reducing flow resistance.

[0335] In the embodiment of the present application, the cooling oil can flow from the inside of the motor 100 to the outside of the motor 100 through the cooling hole 113, so that the cooling oil can cool the heating components on the outside of the motor end cover 110, thereby expanding the range of the cooling path coverage and improving the utilization rate of the cooling oil. The cooling oil flows from the cooling hole 113 to the winding connection hole 112, so that the electrical connector 150 in the winding connection hole 112 can be cooled and dissipated, so that the electrical connection operates within a suitable temperature range, ensuring the stability of electrical transmission, thereby improving the working effect of the motor 100. And because the cooling hole 113 and the winding connection hole 112 are arranged adjacent to each other, it is beneficial to reduce the thermal resistance of the cooling oil and improve the cooling efficiency. The motor end cover 110 integrates the cooling hole 113, the winding connection hole 112 and the motor shaft hole 111, and the cooling hole 113 and the winding connection hole 112 are arranged along the motor radial direction R, with a regular and compact arrangement, which is beneficial to saving the volume of the motor end cover 110 and further optimizing the layout of the motor 100, thereby achieving a lightweight design of the motor 100.

[0336] Please refer to Figures 25, 28, and 30. Figure 28 is a schematic diagram of the structure of the powertrain 10 provided in one embodiment of the present application. Figure 29 is a cross-sectional view of the powertrain 10 shown in Figure 28 along DD. Figure 30 is a partial enlarged view of the M6 ​​portion of the powertrain 10 shown in Figure 29. In one embodiment, the motor end cover 110 includes a plurality of cooling holes 113 (as shown in Figures 26 and 28). The plurality of cooling holes 113 are arranged in a sequentially spaced arrangement along the circumferential direction C of the motor (as shown in Figures 26 and 28). The aperture of each cooling hole 113 is smaller than the spacing between two adjacent cooling holes 113 (as shown in Figures 26 and 28). Along the motor axial direction Y, the aperture of each cooling hole 113 facing the motor stator 120 is larger than the aperture of the opening facing away from the motor stator 120 (as shown in Figures 29 and 30).

[0337] In the embodiment of the present application, a plurality of spaced-apart cooling holes 113 are provided in the motor end cap 110. This increases the cooling path for the cooling oil to flow to the outside of the motor 100, expands the cooling coverage of the cooling oil, and further improves the cooling oil's utilization rate. Because the cooling oil needs to cool the electrical connectors 150 in the winding connection holes 112 through the cooling holes 113, the spacing between two adjacent cooling holes 113 along the motor's circumferential direction C is greater than the aperture of each cooling hole 113. This helps increase the coverage of the cooling oil sprayed onto the electrical connectors 150, enhances the cooling effect on the electrical connectors 150, and reduces interference between cooling oils flowing from different cooling holes 113.

[0338] In the embodiment of the present application, each cooling hole 113 has two openings along the motor axis Y (as shown in FIG30 ), wherein the aperture of the opening facing the motor stator 120 is larger than the aperture of the opening facing away from the motor stator 120. Setting the aperture of the opening facing the motor stator 120 relatively large facilitates more cooling oil to flow from the inside of the motor 100 to the outside of the motor 100 through the cooling hole 113. Setting the aperture of the opening facing away from the motor stator 120 relatively small increases the flow rate of the cooling oil flowing out of the opening facing away from the motor stator 120, and causes the cooling oil flowing out of the cooling hole 113 to be sprayed onto the electrical connector 150 in a jet-like shape, thereby expanding the spray range of the cooling oil flowing out of the cooling hole 113 and improving the utilization rate of the cooling oil and the cooling effect on the motor 100.

[0339] Continuing to refer to FIG. 29 , in one embodiment, the distance between at least one cooling hole 113 and the motor axis O is greater than half of the outer diameter of the motor stator 120 .

[0340] In the embodiment of the present application, the distance dimension value between one of the cooling holes 113 and the motor axis O is recorded as D19, and the dimension value of the outer diameter of the motor stator 120 is D4. Since the cooling hole 113 is opened in the motor end cover 110, this solution sets D19>0.5D4, so that the motor end cover 110 can completely cover the motor stator 120 along the motor axis Y, and the motor stator 120 will not block the cooling oil from flowing to the cooling hole 113.

[0341] Please refer to Figure 31, which is a partial enlarged view of the M7 part in the motor end cover 110 shown in Figure 27. In one embodiment, the width of the winding connection hole 112 along the motor circumferential direction C is greater than the width of the winding connection hole 112 along the motor radial direction R, greater than the total length of the connecting line of at least one cooling hole 113 along the motor circumferential direction C, and greater than the diameter of the motor shaft hole 111.

[0342] In the embodiment of the present application, the width of the winding connection hole 112 along the motor circumferential direction C is recorded as D20, the width of the winding connection hole 112 along the motor radial direction R is recorded as D21, the total length of the cooling hole 113 along the motor circumferential direction C is recorded as D22, and the diameter size of the motor shaft hole 111 is recorded as D23. This solution sets D20>D21 so that the winding connection hole 112 can adapt to the structural form of the electrical connector 150, making it easier for the winding connection hole 112 to accommodate the electrical connector 150. Setting D20>D22 can ensure that most of the cooling oil flowing out of the cooling hole 113 cools the electrical connector 150, thereby improving the utilization rate and cooling efficiency of the cooling oil. Since the cooling hole 113, the winding connection hole 112 and the motor shaft hole 111 are arranged in sequence along the motor radial direction R, this solution sets D20>D23, so that the winding connection hole 112 mainly occupies a certain size in the motor circumferential direction C rather than the motor radial direction R, which is beneficial to saving the overall size of the motor end cover 110 in the motor radial direction R. Since the total size of the motor end cover 110 in the motor radial direction R is fixed, the winding connection hole 112 occupies a smaller size in the motor radial direction R, so that the interval between the cooling hole 113 and the winding connection hole 112 is smaller, which facilitates the cooling oil to flow to the winding connection hole 112 through the cooling hole 113.

[0343] Please continue to refer to Figures 25 and 26. In one embodiment, the motor 100 includes an oil guide rib 160 (as shown in Figures 25 and 26). The oil guide rib 160 is used to transport cooling oil to the motor shaft hole 111. Along the motor axial direction Y, the oil guide rib 160 and the motor stator 120 are arranged on either side of the motor end cover 110 (as shown in Figure 25). Along the motor circumferential direction C, the oil guide rib 160 is arranged on the same side of the center of at least one cooling hole 113, the winding connection hole 112, and the motor shaft hole 111 (as shown in Figures 25 and 26). The length direction of the oil guide rib 160 intersects with the motor radial direction R, and along the length direction of the oil guide rib 160, one end of the oil guide rib 160 intersects with the motor shaft hole 111.

[0344] In the embodiment of the present application, during the rotation process, the motor rotor will throw part of the cooling oil out to the outside of the motor end cover 100 through the cooling holes 113 on the motor end cover 110. If the cooling oil flowing out to the outside of the motor 100 is not properly drained, the utilization rate and cooling effect of the cooling oil will be reduced.

[0345] In the embodiment of the present application, the oil guide rib 160 is located on the outside of the motor 100. The oil guide rib 160 is arranged along the circumferential direction C of the motor on the same side of the center of the cooling hole 113, the winding connection hole 112, and the motor shaft hole 111, so that the cooling oil can flow through the cooling hole 113 to the electrical connector 150 and then flow to the oil guide rib 160. Since one end of the oil guide rib 160 is connected to the motor shaft hole 111 along the length direction of the oil guide rib 160, the cooling oil flowing on the oil guide rib 160 can flow to the edge of the motor shaft hole 111 and enter the inside of the motor 100, thereby realizing the recycling of the cooling oil. Among them, the length direction of the oil guide rib 160 intersects with the radial direction R of the motor, which is equivalent to the center of the motor shaft hole 111 not being on the extension line of the oil guide rib 160. This allows the oil guide rib 160 to receive cooling oil falling over a larger area and to guide more cooling oil into the motor shaft hole 111.

[0346] In the embodiment of the present application, cooling oil can flow from the outside of the motor 100 to the inside of the motor 100 through the oil guide rib 160 and the motor shaft hole 111, thereby reusing the cooling oil, which is beneficial for improving the heat dissipation efficiency of the cooling oil and reducing costs. The cooling oil flows from the motor shaft hole 111 to the inside of the motor 100, allowing the components inside the motor 100 (such as the motor stator 120) to be cooled and dissipated, allowing the motor 100 to operate within a suitable temperature range, improving the operating performance of the motor 100, and ensuring the stability of power transmission.

[0347] In one embodiment, the oil guide rib 160 is integrally formed with the motor end cover 110. This solution helps to improve the structural stability of the oil guide rib 160, allowing the cooling oil to flow smoothly on the oil guide rib 160, thereby improving the heat dissipation effect.

[0348] In one embodiment, the oil guide rib 160 includes a first end and a second end disposed opposite each other along the length of the oil guide rib 160. The first end of the oil guide rib 160 is connected to the motor shaft hole 111, and the height of the first end of the oil guide rib 160 along the direction of gravity is lower than the height of the second end of the oil guide rib 160. It is understood that the flow of cooling oil is affected by gravity. In this embodiment of the present application, cooling oil flows from the second end of the oil guide rib 160 to the first end of the oil guide rib 160, and the first end of the oil guide rib 160 is connected to the motor shaft hole 111. When the motor 100 is used in a vehicle, the height of the second end of the oil guide rib 160 along the direction of gravity needs to be higher than the height of the first end of the oil guide rib 160. This is equivalent to the second end of the oil guide rib 160 being higher than the first end of the oil guide rib 160 along the direction of gravity. This allows the flow path of the cooling oil between the oil guide rib 160 and the motor shaft hole 111 to follow the direction of gravity, which helps reduce flow resistance.

[0349] Please continue to refer to Figure 31. In one embodiment, the distance between the oil guide rib 160 and the cooling hole 113 is greater than the distance between the oil guide rib 160 and the winding connection hole 112, and the distance between the oil guide rib 160 and the winding connection hole 112 is greater than the distance between the oil guide rib 160 and the motor shaft hole 111.

[0350] In the embodiment of the present application, since the oil guide rib 160 is roughly rectangular, the spacing between the cooling hole 113 and the oil guide rib 160 refers to the vertical distance from the cooling hole 113 to the oil guide rib 160, and the same applies to the spacing between the winding connection hole 112 and the motor shaft hole 111 and the oil guide rib 160. Among them, the motor end cover 110 includes three cooling holes 113, and the spacing between the cooling hole 113 and the oil guide rib 160 refers to the minimum vertical distance from the cooling hole 113 to the oil guide rib 160. In the embodiment of the present application, the spacing between the oil guide rib 160 and the cooling hole 113 is recorded as D24, the spacing between the oil guide rib 160 and the winding connection hole 112 is recorded as D25, and the spacing between the oil guide rib 160 and the motor shaft hole 111 is recorded as D26. In the embodiment of the present application, the second end of the oil guide rib 160 intersects with the motor shaft hole 111, so D26 is 0. In this solution, D24 is set higher than D25, so that cooling oil flowing out of cooling hole 113 first flows through electrical connector 150 and then to oil guide rib 160. This increases the coverage of the cooling path and improves cooling oil utilization. Since oil guide rib 160 primarily guides the cooling oil, the cooling oil is ultimately recovered and used to cool components within motor 100. Therefore, in this solution, D25 is set higher than D26, placing motor shaft hole 111 closer to oil guide rib 160 than winding connection hole 112, which helps reduce cooling oil loss along the transmission path.

[0351] Please continue to refer to Figures 25 and 26. In one embodiment, the motor 100 includes an arc-shaped protrusion structure 141 (as shown in Figures 25 and 26), the arc-shaped protrusion structure 141 is used to fix the resolver sensor stator 170 (as shown in Figure 25), the oil guide rib 160 and the arc-shaped protrusion structure 141 are fixed to one side of the motor end cover 110 (as shown in Figure 25), and one side of the motor end cover 110 is away from the motor stator 120 along the motor shaft 140 (as shown in Figure 25), wherein the arc-shaped protrusion structure 141 is coaxially arranged with the motor shaft hole 111 (as shown in Figure 25), the inner diameter of the arc-shaped protrusion structure 141 is smaller than the inner diameter of the motor shaft hole 111, and one end of the oil guide rib 160 is fixedly connected to one end of the arc-shaped protrusion structure 141 along the motor circumferential direction C (as shown in Figures 25 and 26).

[0352] In this embodiment of the present application, the arc-shaped protrusion structure 141 and the oil guide rib 160 are both located outside the motor 100. The arc-shaped protrusion structure 141 is used to secure the resolver sensor stator 170, which is used to detect the rotational speed of the motor 100. The arc-shaped protrusion structure 141 is coaxial with the motor shaft hole 111, which is used to accommodate the motor shaft 140. This allows the resolver sensor stator 170, which is secured to the arc-shaped protrusion structure 141, to be coaxial with the motor shaft 140, facilitating rotational speed detection by the resolver sensor stator 170. The end of the oil guide rib 160 that intersects with the motor shaft hole 111 is fixedly connected to one end of the arc-shaped protrusion structure 141 along the motor circumference C, and the inner diameter of the arc-shaped protrusion structure 141 is smaller than the inner diameter of the motor shaft hole 111. Since the cooling oil needs to flow to the motor shaft hole 111 through the oil guide rib 160, when the cooling oil flows to the connection between the oil guide rib 160 and the motor shaft hole 111, even if a small part of the cooling oil does not enter the motor shaft hole 111, the arc-shaped protrusion structure 141 can guide this part of the cooling oil into the motor shaft hole 111.

[0353] In one embodiment, the inner diameter of the arc-shaped protrusion 141 is equal to the inner diameter of the motor shaft hole 111. The motor shaft hole 111 is used to accommodate the motor bearing. The motor shaft 140 is rotatably connected to the inner wall of the motor shaft hole 111 through the motor bearing. This solution makes it difficult for the motor bearing in the motor shaft hole 111 to fall out of the motor end cover 110.

[0354] Please continue to refer to Figures 25 and 26. In one embodiment, one side of the motor end cover 110 includes an oil guide groove 114 (as shown in Figures 25 and 26). The oil guide groove 114 is connected to the motor shaft hole 111 (as shown in Figures 25 and 26). In particular, along the motor axial direction Y, the concave direction of the oil guide groove 114 is opposite to the convex direction of the arc-shaped protrusion structure 141 (as shown in Figure 26). Along the motor radial direction R, the concave direction of the oil guide groove 114 is away from the motor shaft 140 (as shown in Figure 26). Along the motor axial direction Y, the oil guide groove 114 is arranged between the motor shaft hole 111 and one end of the oil guide rib 160 (as shown in Figure 26).

[0355] In the embodiment of the present application, the oil guide groove 114 , the oil guide rib 160 and the arc-shaped protruding structure 141 are all located on the same side of the motor end cover 110 .

[0356] Because the distance between the inner wall of the motor shaft hole 111 and the motor shaft 140 is generally small, it is difficult for cooling oil located on the outside of the motor 100 to be transported to the inside of the motor 100. However, this solution provides an oil guide groove 114. In the motor axial direction Y, the oil guide rib 160, the oil guide groove 114, and the motor shaft hole 111 are arranged in sequence. The recessed direction of the oil guide groove 114 is opposite to the raised direction of the arc-shaped protrusion structure 141, so that the oil guide groove 114 has an opening along the motor axial direction Y. The cooling oil on the oil guide rib 160 can flow into the oil guide groove 114 through this opening along the motor axial direction Y. In the motor radial direction R, the oil guide groove 114 is recessed in a direction away from the motor shaft 140, so that the oil guide groove 114 also has another opening along the motor radial direction R. The cooling oil flowing into the oil guide groove 114 can flow into the motor shaft hole 111 through this other opening along the motor radial direction R, thereby cooling the inside of the motor 100. The oil guide groove 114 itself also serves as an oil storage function. The oil guide groove 114 in this solution is conducive to recycling the cooling oil, and the recovered cooling oil is transported to the inside of the motor 100, thereby increasing the cooling oil intake.

[0357] In one embodiment, along the motor axial direction Y, the oil guide groove 114 is arranged between the motor shaft hole 111 and one end of the arc-shaped protrusion structure 141. In this embodiment of the present application, along the motor axial direction Y, the arc-shaped protrusion structure 141, the oil guide groove 114, and the motor shaft hole 111 are arranged in sequence. Cooling oil flows into the oil guide groove 114 and the motor shaft hole 111 through the oil guide rib 160. The arc-shaped protrusion structure 141 can guide the cooling oil.

[0358] Please refer to Figures 32 to 34. Figure 32 is a schematic structural diagram of a powertrain 10 according to one embodiment of the present application. Figure 33 is a cross-sectional view of the powertrain 10 shown in Figure 32 taken along line EE. Figure 34 is a partially enlarged view of the M8 portion of the powertrain 10 shown in Figure 33. In one embodiment, the oil guide groove 114 at least partially overlaps with the radial projection of the resolver sensor stator 170 along the motor shaft 140, and the oil guide groove 114 is in communication with the motor bearing chamber 181.

[0359] In the embodiment of the present application, the motor bearing 180 is located in the motor bearing chamber 181, and the oil guide groove 114 is connected to the motor bearing chamber 181. The cooling oil can enter the motor bearing chamber 181 through the oil guide groove 114 and contact the motor bearing 180 to lubricate the motor bearing 180, prevent damage to the motor bearing 180, increase its service life, and ensure long-term stable operation of the motor 100. The motor bearing chamber 181 can also be used to temporarily store liquid, so that the motor bearing 180 is better lubricated. In the embodiment of the present application, the oil guide groove 114 and the projection of the resolver sensor stator 170 in the motor radial direction at least partially overlap, so that the cooling oil entering the oil guide groove 114 can also cool the resolver sensor stator 170, expand the coverage of the cooling oil, and improve the heat dissipation effect.

[0360] Continuing with FIG. 25 , in one embodiment, motor 100 includes a wiring cover fixing structure 142 along the axial direction of motor shaft 140 . Wiring cover fixing structure 142 is used to fix the wiring cover 102 of motor 100 . Along motor axial direction Y, wiring cover fixing structure 142 is fixed to one side of motor end cap 110 . Wiring cover fixing structure 142 and motor stator 120 are arranged on either side of motor end cap 110 . The area enclosed by the projection of wiring cover fixing structure 142 covers motor shaft hole 111 , arc-shaped protrusion 141 , winding wiring hole 112 , and cooling hole 113 . Along the radial direction of the motor, the projection of wiring cover fixing structure 142 covers the projection of arc-shaped protrusion 141 .

[0361] In the embodiment of the present application, the wiring cover plate 102, the cooling hole 113, the winding wiring hole 112, the motor shaft hole 111, and the arc-shaped protrusion structure 141 are all located outside the motor 100, and the area enclosed by the projection of the wiring cover plate fixing structure 142 covers the cooling hole 113, the winding wiring hole 112, the motor shaft hole 111, and the arc-shaped protrusion structure 141 along the motor axial direction Y. The wiring cover plate fixing structure 142 is used to fix the wiring cover plate 102. The provision of the wiring cover plate fixing structure 142 and the wiring cover plate 102 in this solution can play the following roles: prevent the cooling oil flowing out of the cooling hole 113 from being mixed with foreign matter, reduce the influence of the external environment on the electrical connection between the electrical connector 150 and the motor controller 200, prevent foreign matter from entering the motor shaft hole 111, and ensure the fixed connection between the arc-shaped protrusion structure 141 and the resolver sensor stator 170, thereby ensuring the normal operation of the motor 100 from multiple aspects.

[0362] In the embodiment of the present application, the projection of the wiring cover fixing structure 142 along the radial direction of the motor covers the projection of the arc-shaped protrusion structure 141 along the radial direction of the motor, indicating that in the axial direction Y of the motor, the size value of the wiring cover fixing structure 142 is greater than the size value of the arc-shaped protrusion structure 141, that is, the height of the wiring cover 102 protruding along the axial direction Y of the motor is greater than the height of the arc-shaped protrusion structure 141 protruding along the axial direction Y of the motor.

[0363] In the embodiment of the present application, the arrangement direction of the AC output interface connecting hole 115, the cooling hole 113, the winding wiring hole 112, and the motor shaft hole 111 is roughly parallel to the motor radial direction R, making the electrical interface layout of the motor more compact, which is conducive to reducing the volume of the wiring cover 102 and saving costs.

[0364] In one embodiment, the end of the oil guide rib 160 away from the motor shaft hole 111 intersects with the wiring cover fixing structure 142. In this embodiment of the present application, when cooling oil flows from the cooling hole 113 and the electrical connector 150 to the oil guide rib 160, even if some cooling oil falls on the connection between the wiring cover fixing structure 142 and the oil guide rib 160, the wiring cover fixing structure 142 can still guide the cooling oil to the oil guide rib 160, thereby improving the utilization rate of the cooling oil.

[0365] Please refer to Figure 35, which is a partial enlarged view of the M9 part in the power assembly 10 shown in Figure 32. In one embodiment, the motor end cover 110 includes three cooling holes 113, and the distance between two adjacent input copper bars 1011 is greater than the aperture of each cooling hole 113. The aperture of each cooling hole 113 along the circumference of the motor shaft 140 is smaller than the width of each input copper bar 1011. The three oil injection holes are arranged on one side of the midpoint of the three input copper bars 1011 in the clockwise direction, and the distance between the midpoint of the input copper bar 1011 and the two side edges of the input copper bar 1011 along the circumference C of the motor is equal.

[0366] In the embodiment of the present application, along the projection of motor axial direction Y three cooling holes 113 and the projection of three input copper bars 1011 midpoint do not overlap, that is, three cooling holes 113 are corresponding to three input copper bars 1011 and are misplaced. When input copper bar 1011 is transmitting electric energy, part of the electric power can be converted into heat, causing input copper bar 1011 to generate heat, therefore it is necessary to cool input copper bar 1011. As will be appreciated, motor 100 will be in the state of high-speed rotation when working, and the cooling oil flowing out of cooling holes 113 will be subject to the effect of centrifugal force, causing the motion path of cooling oil outside motor 100 to not be parallel with motor axial direction Y. To ensure that cooling oil can be sprayed into three-phase input copper bar 101 under the effect of centrifugal force, this scheme arranges each cooling hole 113 and corresponds to an input copper bar 1011 respectively and each cooling hole 113 and corresponding input copper bar 1011 are misplaced so that cooling oil can effectively cool three-phase input copper bar 101.

[0367] In the embodiment of the present application, the spacing between two adjacent input copper bars 1011 is greater than the diameter of the cooling hole 113, which can prevent electrical interference caused by too small a spacing between the input copper bars 1011. The width of each input copper bar 1011 in the motor circumferential direction C is set to be greater than the diameter of the cooling hole 113, which can ensure that most cooling oil flows to the input copper bar 1011, thereby improving cooling oil utilization.

[0368] It should be noted that the clockwise direction in this embodiment is only a relative concept. In the embodiment of the present application, when viewed from the outside of the motor end cover, the three oil spray holes are respectively arranged on one side of the midpoint of the three input copper bars 1011 along the clockwise direction. When viewed from the inside of the motor end cover, the three oil spray holes are respectively arranged on one side of the midpoint of the three input copper bars 1011 along the counterclockwise direction. Under different viewing angles or installation methods, the three cooling holes 113 and the three input copper bars 1011 may have different positional relationships. As long as the cooling oil can be sprayed onto the input copper bars 1011 through the cooling holes 113, the input copper bars 1011 can be cooled.

[0369] Please continue to refer to Figure 25. In one embodiment, along the motor radial direction R, the distance between the AC output interface connecting hole 115 and the motor shaft hole 111 is greater than the distance between the cooling hole 113 and the motor shaft hole 111. In the embodiment of the present application, in the motor radial direction R, the AC output interface connecting hole 115 is located on the side of the cooling hole 113 away from the motor shaft hole 111, that is, the AC output interface connecting hole 115, the cooling hole 113, the winding connection hole 112 and the motor shaft hole 111 are arranged in sequence along the motor radial direction R. The positional relationship of the above-mentioned through holes reflects the layout characteristics of the AC output interface 260, the input copper bus 1011, the electrical connector 150 and the motor shaft 140, that is, it conforms to the flow direction of energy and shortens the energy transfer path in the powertrain 10. The motor end cover 110 integrates the AC output interface connecting hole 115, the cooling hole 113, the winding connection hole 112 and the motor shaft hole 111, which can reduce the volume of the motor end cover 110, thereby facilitating the miniaturization design and high power density of the motor 100.

[0370] Please continue to refer to Figures 7 and 25. In one embodiment, the cooling hole 113 and the winding wiring hole 112 respectively overlap with the controller accommodating cavity 430 in the second direction Z (as shown in Figure 25). In the embodiment of the present application, the controller accommodating cavity 430 and the motor accommodating cavity 420 partially overlap in the second direction Z, so that the total size value of the motor controller 200 and the motor 100 in the second direction Z becomes smaller, which is conducive to reducing the volume of the powertrain 10 and improving the power density. Between the motor controller 200 and the motor 100, the alternating current is transmitted to the motor winding 130 in sequence through the power module 230, the copper busbar assembly 240, the input copper busbar 1011 and the electrical connector 150. Among them, the power module 230 and the copper busbar assembly 240 are located in the controller accommodating cavity 430, the input copper busbar 1011 is arranged corresponding to the cooling hole 113, and the electrical connector 150 is located in the winding wiring hole 112. Therefore, this solution sets the cooling hole 113 and the winding wiring hole 112 to at least partially overlap with the controller accommodating cavity 430 in the second direction Z, so that the layout conforms to the direction of power flow, shortens the energy transmission path, and is beneficial to reducing the energy loss between the motor controller 200 and the motor 100, and improving the performance of the powertrain 10.

[0371] Please continue to refer to Figure 25. In one embodiment, the length of the input copper busbar 1011 is greater than the distance between the AC output interface mounting hole 450 and the winding wiring hole 112. In the embodiment of the present application, the AC output interface mounting hole 450 is used to fix the AC output interface 260, and the winding wiring hole 112 is used to accommodate the electrical connector 150. The AC output interface 260 transmits AC power to the electrical connector 150 through the input copper busbar 1011, that is, the two ends of the input copper busbar 1011 are respectively used to electrically connect the AC output interface 260 and the electrical connector 150. This solution sets the length of the input copper busbar 1011 to be greater than the distance between the AC output interface mounting hole 450 and the winding wiring hole 112, which can reduce the difficulty of installing the input copper busbar 1011 and facilitate the electrical connection of the input copper busbar 1011 to the AC output interface 260 and the electrical connector 150.

[0372] Continuing with Figure 25 , in one embodiment, the projections of the cooling holes 113 and the power interface mounting hole 460 along the first direction Y do not overlap. In this embodiment of the present application, if the cooling holes 113 and the projections of the power interface mounting hole 460 along the first direction Y at least partially overlap, the cooling holes 113 will occupy the adjacent area of ​​the power interface mounting hole 460 along the first direction Y, thereby interfering with the charging process. This solution rationally arranges the positions of the cooling holes 113 and the power interface mounting hole 460 to ensure that the reducer 300 and the motor controller 200 both operate normally and do not interfere with each other.

[0373] Continuing with FIG. 25 , the cooling holes 113 and the power interface mounting hole 460 are spaced apart along the second direction Z and the third direction X, wherein the second direction Z is perpendicular to the first direction Y and the third direction X, and the third direction X is perpendicular to the first direction Y. In the embodiment of the present application, no energy is transferred between the cooling holes 113 and the power interface mounting hole 460 . The spacing between the cooling holes 113 and the power interface mounting hole 460 in the second direction Z and the third direction X does not result in energy loss. Furthermore, since cooling oil flows through the cooling holes 113 , this solution also helps prevent the cooling oil from adversely affecting the power interface mounting hole 460 .

[0374] Please continue to refer to Figures 25 and 26. In one embodiment, the motor end cover 110 also includes an oil return hole 116 (as shown in Figures 25 and 26). The oil return hole 116 is used to connect the two sides of the motor end cover 110 along the axial direction of the motor shaft 140. Along the motor radial direction R, one end of the oil guide rib 160 is located between the oil return hole 116 and the axis O of the motor shaft hole 111 (as shown in Figure 26). Along the motor circumferential direction C, one end of the oil guide rib 160 is spaced apart from the oil return hole 116 (as shown in Figure 26). The arrangement direction of the oil return hole 116 and the axis O of the motor shaft hole 111 intersects with the length direction of the oil guide rib 160.

[0375] In the embodiment of the present application, the motor shaft hole 111 and the oil return hole 116 can both connect the inside of the motor 100 and the outside of the motor 100, wherein part of the cooling oil flowing out to the outside of the motor 100 flows into the motor shaft hole 111 through the oil guide rib 160, and the remaining cooling oil can flow to the oil return hole 116. This solution sets the oil return hole 116 in the motor end cover 110. The oil return hole 116 makes full use of the cooling oil located on the outside of the motor 100, which can further improve the utilization rate of the cooling oil and avoid the cooling oil from accumulating in the cavity between the motor end cover 110 and the wiring cover 102. The motor end cover 110 integrates the motor shaft hole 111 and the oil return hole 116, which can save material of the motor end cover 110 and make it lighter, optimize the motor layout, and facilitate the miniaturization design of the motor.

[0376] In the embodiment of the present application, one end of the oil guide rib 160 is located between the axis of the oil return hole 116 and the motor shaft hole 111 in the motor radial direction R, and the arrangement direction of the axis of the oil return hole 116 and the motor shaft hole 111 intersects the length direction of the oil guide rib 160. If the arrangement direction of the axis of the oil return hole 116 and the motor shaft hole 111 is set parallel to the length direction of the oil guide rib 160, it is not conducive to the flow of cooling oil to the oil return hole 116. In the embodiment of the present application, the oil return hole 116 is located on one side of the length direction of the oil guide rib 160. When the second end of the oil guide rib 160 is higher than the first end, the height of the oil return hole 116 is lower than the motor shaft hole 111, which is conducive to recovering cooling oil at a lower position and improving the recovery rate of cooling oil.

[0377] Among them, one end of the oil guiding rib 160 and the oil return hole 116 are arranged at intervals in the circumferential direction C of the motor, so that the cooling oil flowing into the motor shaft hole 111 and the oil return hole 116 can cool different parts inside the motor 100 respectively, which is beneficial to expanding the coverage range of the cooling oil and enhancing the cooling effect.

[0378] Please refer to FIGS. 27 and 36 in combination. FIG. 36 is a partial enlarged view of the M10 part in the motor end cover 110 shown in FIG. 27. In one embodiment, the width of the oil return hole 116 in the radial direction R of the motor is smaller than the radius of the motor shaft hole 111 (as shown in FIG. 36). The width of the oil return hole 116 in the circumferential direction C of the motor is smaller than the radius of the motor shaft hole 111 (as shown in FIG. 36). The width of the oil return hole 116 in the circumferential direction C of the motor is greater than the width of the oil return hole 116 in the radial direction R of the motor (as shown in FIG. 36). The width of the oil return hole 116 in the circumferential direction C of the motor is smaller than the length of the oil guiding rib 160 (as shown in FIG. 36).

[0379] In the embodiment of the present application, the width of the oil return hole 116 in the radial direction R of the motor is denoted as D27 (as shown in FIG. 36), and the width of the oil return hole 116 in the circumferential direction C of the motor is denoted as D28. Among them, since the oil return hole 116 has a certain depth in the axial direction of the motor, in the embodiment of the present application, the width of the oil return hole 116 in the radial direction R of the motor refers to the average width of the oil return hole 116 in the radial direction R of the motor, and the width of the oil return hole 116 in the circumferential direction C of the motor refers to the average width of the oil return hole 116 in the circumferential direction C of the motor. The radius of the motor shaft hole 111 is denoted as D29, and the length of the oil guiding rib 160 is denoted as D30. This solution compares the sizes of the oil return hole 116 with the motor shaft hole 111 and the oil guiding rib 160, that is, D27 < D29, D28 < D29, and D28 < D30 are set. The widths of the oil return hole 116 in the radial direction R and the circumferential direction C of the motor are set in a relatively small range, avoiding opening an overly large oil return hole 116 on the motor end cover 110, which is beneficial to enhancing the structural strength of the motor end cover 110, and the relatively small oil return hole 116 can reduce foreign matters falling into the inside of the motor 100 through the oil return hole 116 and reduce the external influence on the motor 100.

[0380] In the embodiment of the present application, the radius of the motor shaft hole 111 and the length of the oil guide rib 160 are set within a relatively large range, which can ensure that the motor shaft hole 111 and the oil guide rib 160 effectively perform their respective functions. Specifically, if the radius of the motor shaft hole 111 is set to be smaller than the width of the oil return hole 116 along the motor radial direction R or the width along the motor circumferential direction C, the motor shaft hole 111 will be unable to accommodate the motor shaft 140, and the cooling oil on the oil guide rib 160 will have difficulty flowing through the motor shaft hole 111 into the inner side of the motor 100, thereby reducing the utilization rate of the cooling oil. If the width of the oil guide rib 160 along the motor circumferential direction C is set to be smaller than the width of the oil return hole 116 along the motor circumferential direction C, the amount of cooling oil collected on the oil guide rib 160 will be too small, making it difficult to effectively utilize the cooling oil. In the embodiment of the present application, setting D28>D27 can save the size of the motor end cover 110 in the motor radial direction R, providing space for the motor shaft hole 111 and other structures in the motor radial direction R.

[0381] Please refer to Figures 37 to 39. Figure 37 is a schematic structural diagram of a powertrain 10 according to an embodiment of the present application. Figure 38 is a cross-sectional view of the powertrain 10 shown in Figure 37 along line FF. Figure 39 is a partial enlarged view of the M11 portion of the powertrain 10 shown in Figure 38. In this embodiment of the present application, along the motor axial direction Y, the projection of the oil return hole 116 does not overlap with the projection of the motor stator 120.

[0382] In one embodiment, the oil return hole 116 includes a first opening 1161 and a second opening 1162 (as shown in conjunction with Figures 37 to 39), and the first opening 1161 and the second opening 1162 are connected (as shown in Figure 39). Along the motor axial direction Y, the first opening 1161 and the second opening 1162 are arranged on two opposite surfaces of the motor end cover 110 (as shown in Figure 39). Among them, the first opening 1161 is located on the surface of the motor end cover 110 facing away from the motor stator 120, and the first opening 1161 and the oil guide rib 160 are arranged on the same surface of the motor end cover 110 (as shown in Figure 37). The second opening 1162 is located on the surface of the motor end cover 110 facing the motor stator 120. The first opening 1161, the second opening 1162 and the motor stator 120 are arranged at intervals.

[0383] In the embodiment of the present application, the orientation of the first opening 1161 intersects with the orientation of the second opening 1162 (as shown in FIG39 ), and the orientation of the first opening 1161 is parallel to the motor axis Y (as shown in FIG39 ).

[0384] In the embodiment of the present application, the first opening 1161 and the second opening 1162 are connected and arranged along the motor axial direction Y. The second opening 1162 is located between the motor stator 120 and the first opening 1161 along the motor axial direction Y, so that the cooling oil entering the oil return hole 116 flows through the first opening 1161 and the second opening 1162 in sequence. The first opening 1161 and the oil guide rib 160 are located on the same surface of the motor end cover 110, which facilitates the entry of some cooling oil that does not flow through the oil guide rib 160 into the first opening 1161, thereby improving the recovery rate of the cooling oil. The orientation of the first opening 1161 is parallel to the motor axial direction Y and is not parallel to the orientation of the second opening 1162. This can change the flow direction of the cooling oil at the first opening 1161 and the second opening 1162, facilitating the collection of the cooling oil after it enters the inner side of the motor 100 through the oil return hole 116.

[0385] Continuing with FIG. 39 , in one embodiment, the orientation of the first opening 1161 intersects the orientation of the second opening 1162 , and the orientation of the first opening 1161 is parallel to the motor axis Y. The projection of the first opening 1161 along the motor radial direction R does not overlap with the projection of the second opening 1162 along the motor radial direction R. The projection of the first opening 1161 along the motor axis Y at most partially overlaps with the projection of the second opening 1162 along the motor axis Y. The area of ​​the first opening 1161 is greater than the area of ​​the second opening 1162. Along the motor radial direction R, the distance between the first opening 1161 and the motor axis is less than the distance between the second opening 1162 and the motor axis.

[0386] In an embodiment of the present application, the orientation of the first opening 1161 is parallel to the motor axis Y, so that the cooling oil can enter the oil return hole 116 along the motor axis Y, making the cooling oil circulation path smoother and shorter. The orientation of the first opening 1161 is not parallel to the orientation of the second opening 1162. For example, as shown in Figure 37, the second opening 1162 is oriented to the lower left, so that the cooling oil can better fall into the inside of the motor. In an embodiment of the present application, the orientation of the first opening 1161 is parallel to the motor axis Y and the orientation of the first opening 1161 is not parallel to the orientation of the second opening 1162, changing the flow direction of the cooling oil at the first opening 1161 and the second opening 1162, making it easier to collect the cooling oil after the cooling oil enters the inside of the motor 100 through the oil return hole 116.

[0387] In the embodiment of the present application, the projections of the first opening 1161 and the second opening 1162 on the motor radial direction R do not overlap, which is beneficial for guiding the cooling oil to the inside of the motor 100 and can shorten the flow path of the cooling oil between the first opening 1161 and the second opening 1162. The projection of the first opening 1161 along the motor axial direction Y and the projection of the second opening 1162 on the motor axial direction Y at most partially overlap, which is beneficial for changing the flow direction of the cooling oil from the first opening 1161 to the second opening 1162 and accelerating the flow of the cooling oil. This solution sets the overlapping relationship of the projections of the first opening 1161 and the second opening 1162 along the motor radial direction R and the motor axial direction Y, which can prevent the cooling oil from accumulating near the oil return hole 116, allowing the cooling oil to quickly pass through the oil return hole 116 into the inside of the motor 100.

[0388] In the embodiment of the present application, the projection plane of the first opening 1161 along the motor axial direction Y is the same as the projection plane of the second opening 1162 along the motor axial direction Y. The projection of the first opening 1161 along the motor axial direction Y refers to the projection of the area enclosed by the opening wall of the first opening 1161 along the motor axial direction Y. The projection of the second opening 1162 along the motor axial direction Y refers to the projection of the area enclosed by the opening wall of the second opening 1162 along the motor axial direction Y.

[0389] In the embodiment of the present application, along the motor axial direction Y, the first opening 1161 is closer to the outside of the motor 100 than the second opening 1162. Therefore, foreign matter may enter the oil return hole 116 through the first opening 1161. In this solution, the area of ​​the second opening 1162 is set to be smaller than the area of ​​the first opening 1161, so that foreign matter falling into the first opening 1161 cannot enter the inside of the motor 100 through the second opening 1162, thereby preventing larger foreign matter from entering the motor 100 and reducing interference and damage to the motor 100 caused by foreign matter. Setting the area of ​​the first opening 1161 larger is conducive to the cooling oil entering the oil return hole 116, and increasing the flow rate of recovered cooling oil entering the oil return hole 116. Along the motor radial direction R, the second opening 1162 is located on the side of the first opening 1161 away from the motor axis, and the direction of the second opening 1162 intersects with the motor axial direction Y, so that the cooling oil can flow in a direction away from the motor axis after passing through the second opening 1162.

[0390] In the embodiment of the present application, along the motor radial direction R, the distance between the first opening 1161 and the motor axis O is smaller than the distance between the second opening 1162 and the motor axis O. When the oil return hole 116 is placed at a lower position, the height of the second opening 1162 is lower than that of the first opening 1161 through this arrangement, allowing the cooling oil to flow more smoothly into the inner side of the motor.

[0391] Please refer to Figures 27 and 31 in combination. In one embodiment, the width of the oil return hole 116 along the motor circumference C is greater than the width of each cooling hole 113 along the motor circumference C. In the embodiment of the present application, setting the width of the cooling hole 113 along the motor circumference C within a relatively small range can ensure that the cooling oil flowing out of the cooling hole 113 has a faster flow rate, which is beneficial to shortening the loss on the transmission path. Since the number of cooling holes 113 is greater than or equal to 1, if the cooling hole 113 is set to be larger, it may affect the structural strength of the motor end cover 110. Setting the width of the oil return hole 116 along the motor circumference C within a relatively large range can allow more cooling oil to flow into the motor 100 through the oil return hole 116, thereby improving the cooling effect and avoiding the accumulation of cooling oil, thereby preventing the motor 100 from being affected.

[0392] Please refer to Figures 25, 27, 40 and 41 in combination. Figure 40 is a partial enlarged view of the M12 part in the motor end cover 110 shown in Figure 27, and Figure 41 is a partial enlarged view of the M13 part in the power assembly 10 shown in Figure 39.

[0393] In one embodiment, the average width of any one of the first opening 1161 and the second opening 1162 along the motor radial direction R is less than the radius of the motor shaft hole 111 (as shown in conjunction with Figures 27 and 41). The average width of any one of the first opening 1161 and the second opening 1162 along the motor circumferential direction C is less than the radius of the motor shaft hole 111 (as shown in conjunction with Figures 27 and 40). The average width of the first opening 1161 along the motor circumferential direction C is greater than the average width of the first opening 1161 along the motor radial direction R (as shown in conjunction with Figures 40 and 41), and the width of the second opening 1162 along the motor circumferential direction C is greater than the width of the second opening 1162 along the motor radial direction R (as shown in conjunction with Figures 40 and 41). Wherein, the motor axial direction Y refers to the axial direction of the motor shaft 140, the motor radial direction R refers to the radial direction of the motor shaft 140, and the motor circumferential direction C refers to the circumferential direction of the motor shaft, wherein the motor axial direction Y is recorded as the first direction Y.

[0394] In the embodiment of the present application, the motor end cover 110 integrates the oil return hole 116 and the motor shaft hole 111. The motor end cover 110 integrates multiple functions into one, which is beneficial for reducing costs. The average width of the first opening 1161 along the motor radial direction R is recorded as D31 (as shown in Figure 41), the average width of the first opening 1161 along the motor circumferential direction C is recorded as D32 (as shown in Figure 40), the average width of the second opening 1162 along the motor radial direction R is recorded as D33 (as shown in Figure 41), and the average width of the second opening 1162 along the motor circumferential direction C is recorded as D34 (as shown in Figure 40). The radius of the motor shaft hole 111 is recorded as D29 (as shown in Figure 27).

[0395] In this solution, the first opening 1161 and the second opening 1162 of the oil return hole 116 are compared with the motor shaft hole 111 in terms of size, that is, D31 is set <D29,D32<D29,D33<D29,D34<D29,D33> D31, D34>D32. In the embodiment of the present application, the widths of the first opening 1161 and the second opening 1162 in the radial direction R and the circumferential direction C of the motor are set in a relatively small range to avoid opening an overly large oil return hole 116 on the motor end cover 110, which is beneficial to enhancing the structural strength of the motor end cover 110. The relatively small oil return hole 116 can reduce foreign matter falling into the inside of the motor 100 through the oil return hole 116, thereby reducing external influences on the motor 100.

[0396] The embodiment of the present application sets the radius of the motor shaft hole 111 within a relatively large range, which can ensure that the motor shaft hole 111 functions effectively. Specifically, if the radius D29 of the motor shaft hole 111 is set to be smaller than the width of the first opening 1161 or the second opening 1162 along the motor radial direction R or the width along the motor circumferential direction C, the motor shaft hole 111 will not be able to be used to accommodate the motor shaft 140. In the embodiment of the present application, the average width D32 of the first opening 1161 along the motor circumferential direction C is set to be greater than the average width D31 of the first opening 1161 along the motor radial direction R, and the width D34 of the second opening 1162 along the motor circumferential direction C is greater than the width D33 of the second opening 1162 along the motor radial direction R, so that the first opening 1161 and the second opening 1162 have a larger length in the motor circumferential direction C, which is conducive to the cooling oil entering the oil return hole 116. The first opening 1161 and the second opening 1162 have a smaller length in the motor radial direction R, which can save the size value of the motor end cover 110 in the motor radial direction R, provide space for setting the motor shaft hole 111 and other structures in the motor radial direction R, ensure the structural strength of the motor end cover 110, and prevent large particles of foreign matter from entering the oil return hole 116.

[0397] It should be noted that, since the area enclosed by the first opening 1161 is not a regular rectangle, the width of the first opening 1161 in the motor radial direction R refers to the average width of the first opening 1161 in the motor radial direction R, and the width of the first opening 1161 in the motor circumferential direction C refers to the average width of the first opening 1161 in the motor circumferential direction C. The same applies to the second opening 1162.

[0398] Please continue to refer to Figures 40 and 41. In one embodiment, the average width of the first opening 1161 along the motor circumferential direction C is greater than the average width of the second opening 1162 along the motor circumferential direction C (as shown in Figure 40), and the average width of the first opening 1161 along the motor radial direction R is greater than the width D35 of the second opening 1162 (as shown in Figure 41), wherein the width direction of the second opening 1162 intersects with the motor axial direction Y, the motor radial direction R and the motor circumferential direction C (as shown in Figure 41).

[0399] In the embodiment of the present application, the dimensions of the first opening 1161 in the motor circumferential direction C and the motor radial direction R are both larger than those of the second opening 1162, so that the area of ​​the first opening 1161 is larger than the area of ​​the second opening 1162. Even if foreign matter falls into the first opening 1161, it is difficult for the foreign matter to enter the inside of the motor 100 through the second opening 1162, thereby preventing the foreign matter from causing damage to the internal components of the motor 100.

[0400] In one embodiment, the average width of the first opening 1161 along the circumferential direction C of the motor is equal to the average width of the second opening 1162 along the circumferential direction C of the motor.

[0401] Continuing with Figures 38 and 39 , in one embodiment, the motor 100 further includes a conductive bearing 103 (as shown in Figures 38 and 39 ). The conductive bearing 103 is used for grounding, and the motor shaft cavity 143 is used to accommodate the conductive bearing 103 (as shown in Figures 38 and 39 ). The width of the second opening 1162 is smaller than the diameter of the steel ball 1031 in the conductive bearing 103 .

[0402] In this embodiment of the present application, the conductive bearing 103 is located in the motor shaft cavity 143 and is used for grounding. This allows the voltage generated by the motor shaft 140 to be grounded, forming a ground path within the motor 100. Accumulated charge can be conducted to the ground via the conductive bearing 103. In one embodiment, the motor 100 further includes a motor bearing, which is sleeved on the motor shaft 140 and electrically connected to the conductive bearing 103. In this embodiment of the present application, the conductive bearing 103 is used to prevent electrical corrosion of the motor bearing, thereby ensuring the normal operation of the motor bearing.

[0403] In the embodiment of the present application, the conductive bearing 103 is a non-operating sacrificial bearing. During operation, the conductive bearing 103 may become damaged or aged, causing the steel ball 1031 therein to fall out of the motor shaft cavity 143. Since the motor shaft hole 111 and the oil return hole 116 are adjacent in the motor radial direction R, the steel ball 1031 of the conductive bearing 103 may fall into the oil return hole 116. In this embodiment, the width of the second opening 1162 is configured to be smaller than the diameter of the steel ball 1031, preventing the steel ball 1031 from entering the interior of the motor through the second opening 1162, thereby protecting the internal components of the motor 100. For example, the diameter of the steel ball 1031 may be 3 mm, and the width of the second opening 1162 may be 2.3 mm. The diameter of the steel ball 1031 is greater than the width of the second opening 1162, preventing the steel ball 1031 from entering the interior of the motor 100 through the second opening 1162.

[0404] Continuing to refer to FIG. 27 and FIG. 40 , in one embodiment, the first opening 1161 includes a first side 1161a and a second side 1161b (as shown in FIG. 40 ). The first side 1161a and the second side 1161b are arranged relative to each other along the motor circumferential direction C (as shown in FIG. 40 ). Along the motor radial direction R, the angle between the line connecting the first side 1161a and the motor axis O and the line connecting the second side 1161b and the motor axis O is greater than or equal to 15° and less than or equal to 25° (as shown in FIG. 27 and FIG. 40 ). One end of the line connecting the first side 1161a and the motor axis O intersects with one end of the line connecting the second side 1161b and the motor axis O.

[0405] In the embodiment of the present application, the angle between the line connecting the first side 1161a and the motor axis O along the motor radial direction R and the line connecting the second side 1161b and the motor axis O is denoted as α (as shown in FIG27 ). In one example, when the vehicle is traveling on flat ground, as shown in FIG27 , the oil return hole 116 is at its lowest position, the first side 1161a and the second side 1161b are at equal height, and the cooling oil enters the oil return hole 116 through the area between the first side 1161a and the second side 1161b. Compared to traveling on flat ground, when the vehicle is traveling uphill, the oil return hole 116 rotates counterclockwise, causing the height of the first side 1161a to be lower than that of the second side 1161b. In this embodiment, the angle is set at 15°≤α≤25°, allowing most of the cooling oil to pass over the lower first side 1161a of the oil return hole 116 and enter the oil return hole 116. Then, through the oil return hole 116, it enters the inner side of the motor 100, thereby effectively recovering the cooling oil. Compared to driving on flat ground, when the vehicle is traveling downhill, the oil return hole 116 rotates clockwise, causing the first side 1161a to be higher than the second side 1161b. In this embodiment, the angle α is set to 15° ≤ α ≤ 25°, allowing the majority of the cooling oil to flow past the lower second side 1161b and enter the oil return hole 116, effectively recovering the cooling oil. For example, α can be 20°. It should be noted that the terms "clockwise" and "counterclockwise" in this embodiment are relative terms; the oil return hole 116 may appear to rotate in different directions depending on the viewing angle.

[0406] Continuing to refer to Figures 40 and 41, in one embodiment, the ratio of the width of the first opening 1161 along the motor circumferential direction C to the width of the first opening 1161 along the motor radial direction R is greater than or equal to 1.2 and less than or equal to 2. In this solution, the width D32 of the first opening 1161 along the motor circumferential direction C is set to be greater than the width D31 of the first opening 1161 along the motor radial direction R, and the ratio between the two is set within a range of greater than or equal to 1.2 and less than or equal to 2. Since most of the cooling oil flows into the oil return hole 116 along the motor circumferential direction C, this solution reduces the size of the oil return hole 116 while meeting the need for recycling cooling oil, avoiding the need for an overly large oil return hole 116 on the motor end cover 110, thereby balancing the utilization rate of the cooling oil and the structural strength of the motor end cover 110. This solution enables the oil return hole 116 to recycle cooling oil both when the vehicle is traveling uphill and downhill, thereby improving the practicality of the oil return hole 116. For example, the ratio of the width of the first opening 1161 along the circumferential direction C of the motor to the width of the first opening 1161 along the radial direction R of the motor may be 1.65.

[0407] In one embodiment, the average width of the first opening 1161 along the motor circumferential direction C is greater than or equal to 10 mm and less than or equal to 20 mm. The average width of the first opening 1161 along the motor radial direction R is greater than or equal to 5 mm and less than or equal to 10 mm.

[0408] This solution sets the average width of first opening 1161 along the motor circumferential direction C and the average width of first opening 1161 along the motor radial direction R within the aforementioned ranges. Since cooling oil generally flows into oil return hole 116 along the motor circumferential direction C, this solution reduces the size of oil return hole 116 while meeting the need for cooling oil recycling, avoiding an overly large oil return hole 116 in motor end cover 110. This helps balance cooling oil utilization and the structural strength of motor end cover 110. This solution enables oil return hole 116 to recycle cooling oil both when the vehicle is traveling uphill and downhill, improving the practicality of oil return hole 116. For example, the average width of first opening 1161 along the motor circumferential direction C can be 14.9 mm, and the average width of first opening 1161 along the motor radial direction R can be 9 mm.

[0409] Continuing with Figure 27 , in one embodiment, along the motor radial direction R, the distance between the oil return hole 116 and the motor shaft hole 111 is smaller than the distance between the winding connection hole 112 and the motor shaft hole 111. Along the motor circumferential direction C, the axes of at least one cooling hole 113, the winding connection hole 112, and the motor shaft hole 111 are arranged on one side of the oil guide rib 160, while the oil return hole 116 is arranged on the other side of the oil guide rib 160.

[0410] In the embodiments of the present application, it is understood that the motor radial direction R is not a uniquely defined direction. Any direction with the motor axis as the origin and perpendicular to the motor axial direction Y can be understood as the motor radial direction R. For example, when measuring the spacing between the oil return hole 116 and the motor shaft hole 111 along the motor radial direction R, the motor radial direction R refers to the R1 direction shown in Figure 27. When measuring the spacing between the winding connection hole 112 and the motor shaft hole 111, the motor radial direction R refers to the R2 direction shown in Figure 27. The spacing dimension value between the oil return hole 116 and the motor shaft hole 111 along the motor radial direction R is recorded as D36 (as shown in Figure 27). Since the electrical connector 150 in the winding connection hole 112 is electrically connected to the motor controller 200, and cooling oil is introduced into the motor shaft hole 111 through the oil guide rib 160, D17>D36 is set, that is, a relatively large spacing is set between the winding connection hole 112 and the motor shaft hole 111 along the motor radial direction R, which can ensure that the electrical connection and the mechanical connection do not affect each other.

[0411] In the embodiment of the present application, in the motor circumference C, the axes of at least one cooling hole 113, the winding connection hole 112, and the motor shaft hole 111 are arranged on one side of the oil guide rib 160 in the motor circumference C. This allows some cooling oil to flow through the cooling hole 113 to the electrical connector 150 and then flow back to the oil guide rib 160. The oil return hole 116 is located on the other side of the oil guide rib 160 in the motor circumference C. This allows some cooling oil located outside the motor 100 and not flowing through the oil guide rib 160 to be recycled through the oil return hole 116, thereby improving the utilization rate of the cooling oil. As shown in Figure 27, when the up and down directions of Figure 27 are the height directions of the power assembly, the cooling holes 113 and the winding connection holes 112 are both higher than the oil guide ribs 160, so that the cooling oil sprayed from the cooling holes 113 falls on the electrical connectors of the winding connection holes 112, and then falls on the oil guide ribs 160. The cooling oil that flows from the oil guide ribs 160 into the motor shaft hole 111 falls into the oil return hole 116 and enters the interior of the motor from the oil return hole 116.

[0412] Continuing with FIG. 26 , in one embodiment, along the motor radial direction R, the oil return hole 116 and the axis O of the motor shaft hole 111 are arranged on either side of the arc-shaped protrusion structure 141. In this embodiment of the present application, the arc-shaped protrusion structure 141 protrudes away from the motor stator 120 along the motor axial direction Y, and the arc-shaped protrusion structure 141 is located between the oil return hole 116 and the motor shaft hole 111 along the motor radial direction R. When foreign matter falls out of the motor shaft hole 111, the arc-shaped protrusion structure 141 can block the foreign matter, preventing it from falling into the oil return hole 116 and negatively affecting the normal operation of the motor 100. The axis O of the motor shaft hole 111 is also the motor axis O.

[0413] Continuing with FIG26 , in one embodiment, the oil guide grooves 114 and the oil return holes 116 are spaced apart along the motor circumferential direction C. Along the motor circumferential direction C, the distance between the oil guide grooves 114 and the oil return holes 116 is greater than the length of the oil guide grooves 114 , and the length of the oil guide grooves 114 is less than the length of the oil return holes 116 .

[0414] In the embodiment of the present application, the oil guide groove 114 is used to pass cooling oil into the motor shaft hole 111, and the oil return hole 116 is used to pass cooling oil into the inside of the motor 100. In this solution, the oil guide groove 114 and the oil return hole 116 are arranged at intervals, and the distance between the oil guide groove 114 and the oil return hole 116 is greater than the length of the oil guide groove 114, which can prevent the cooling oil from mixing between the oil guide groove 114 and the oil return hole 116. Since the space in the motor shaft hole 111 is limited, setting the length of the oil guide groove 114 to be shorter than the length of the oil return hole 116 can make the components in the motor shaft hole 111 more stable and avoid the components in the motor shaft hole 111 from being dislodged due to the length of the oil guide groove 114. In order to compensate for the reduced cooling oil recovery rate due to the short length of the oil guide groove 114, the length of the oil return hole 116 is longer to prevent excessive cooling oil from accumulating in the motor shaft hole 111.

[0415] 25 , in one embodiment, the area enclosed by the projection of the wiring cover fixing structure 142 covers the motor shaft hole 111 , the arc-shaped protruding structure 141 , the winding wiring hole 112 , the cooling hole 113 and the oil return hole 116 .

[0416] In an embodiment of the present application, the wiring cover plate 102 and the motor shaft hole 111, the arc-shaped protrusion structure 141, the winding wiring hole 112, the cooling hole 113 and the oil return hole 116 are all located on the side away from the motor stator 120, and the area enclosed by the projection of the wiring cover plate fixing structure 142 covers the motor shaft hole 111, the arc-shaped protrusion structure 141, the winding wiring hole 112, the cooling hole 113 and the oil return hole 116 along the motor axial direction Y, and the wiring cover plate fixing structure 142 is used to fix the wiring cover plate 102. The wiring cover fixing structure 142 and the wiring cover 102 provided in this solution can play the following roles: prevent the cooling oil flowing out of the cooling hole 113 from mixing with foreign matter, reduce the influence of the external environment on the electrical connection relationshi...

Claims

1. A powertrain with a power flow layout, characterized in that: The power assembly includes an integrated housing, a motor and a motor controller. The integrated housing includes a motor accommodating cavity, a controller accommodating cavity, a DC input interface mounting hole and an AC output interface mounting hole. The motor includes a motor shaft and a motor winding, wherein: Along a first direction, the DC input interface mounting hole and the AC output interface mounting hole are arranged opposite to each other, the AC output interface mounting hole and the wiring terminal of the motor winding are arranged on one side along the first direction, and the DC input interface mounting hole and the output end of the motor shaft are arranged on the other side along the first direction; The projection of the controller accommodating cavity along the second direction partially overlaps with the projection of the motor accommodating cavity, and the projection of the DC input interface mounting hole, the projection of the AC output interface mounting hole, and the projection of the motor shaft along the third direction do not overlap; Any two of the first direction, the second direction and the third direction are perpendicular to each other.

2. The powertrain according to claim 1, characterized in that: The motor controller comprises a capacitor module, a power module and a copper busbar assembly, and the controller accommodating cavity is used to accommodate the capacitor module, the power module and the copper busbar assembly, wherein: The capacitor module and the power module are stacked along the second direction, the copper busbar assembly is adjacent to the power module along the third direction, and the distance between the power module and the motor shaft along the radial direction of the motor is greater than the distance between the copper busbar assembly and the motor shaft.

3. The powertrain according to claim 2, characterized in that: The motor controller further comprises a circuit board, which is electrically connected to the power module, wherein: Along the second direction, the circuit board is stacked on the capacitor module and the power module, the projection of any one of the capacitor module, the power module and the circuit board does not overlap with the copper busbar assembly, and the projection of the motor shaft does not overlap with the projection of any one of the capacitor module, the power module and the circuit board; Along the third direction, the projection of the motor shaft does not overlap with the projection of any one of the capacitor module, the power module and the circuit board, the controller accommodating cavity and the motor accommodating cavity at least partially overlap along the third direction, and the length of the overlapping portion between the controller accommodating cavity and the motor accommodating cavity in the third direction is less than the outer diameter of the motor stator.

4. The powertrain according to claim 2, characterized in that: The DC input interface mounting hole is used to fix the DC input interface, and the DC input interface is used to electrically connect the power battery. The power module includes a plurality of bridge arm modules, and the plurality of bridge arm modules are used to form an inverter circuit to convert DC power into AC power, wherein: Along the first direction, the multiple bridge arm modules are arranged adjacent to each other in sequence, the projections of the multiple bridge arm modules do not overlap with the projections of the AC output interface mounting holes, and the projections of the multiple bridge arm modules overlap with the projections of the DC input interface mounting holes; Along the second direction, the projection of the capacitor module covers the projections of the multiple bridge arm modules.

5. The powertrain according to claim 4, characterized in that: The power module includes three bridge arm modules, two ends of the three bridge arm modules are used to electrically connect the positive and negative electrodes of the DC input interface through two first connectors respectively, the midpoint of the bridge arm of each bridge arm module is used to connect the copper busbar assembly through a second connector, and the three bridge arm modules output three-phase AC power to the copper busbar assembly through three second connectors, wherein: The two first connecting members are arranged in the controller accommodating cavity at intervals along the first direction, and the projections of the two first connecting members along the first direction at least partially overlap with the projection of the DC input interface mounting hole; The three second connecting members are arranged at intervals in the controller accommodating cavity along the first direction, and the projections of the three second connecting members along the first direction at least partially overlap with the projection of the AC output interface mounting hole.

6. The powertrain according to claim 1, characterized in that: The integrated housing further comprises a power interface mounting hole, wherein: Along the first direction, the power interface mounting hole and the DC input interface mounting hole are arranged opposite to each other, and the power interface mounting hole, the AC output interface mounting hole and the wiring terminal of the motor winding are arranged on the one side along the first direction; Along the third direction, the power interface mounting hole and the AC output interface mounting hole are arranged adjacent to each other.

7. The powertrain according to claim 6, characterized in that: The power interface mounting hole is used to fix the power interface, the power interface is used to electrically connect to an external power source, the power interface mounting hole passes through the integrated housing along the first direction and is connected to the controller accommodating cavity, wherein: Along the radial direction of the motor, the distance between the AC output interface mounting hole and the motor shaft is greater than the distance between the power interface mounting hole and the motor shaft.

8. The powertrain according to claim 2, characterized in that: The AC output interface mounting hole is used to fix the AC output interface, and the AC output interface is used to electrically connect the terminal of the motor winding through the input copper busbar, wherein: The input copper busbar, the AC output interface mounting hole and the wiring terminals of the motor winding are arranged on the one side along the first direction; The length direction of the input copper bar intersects with the first direction, the second direction, and the third direction.

9. The powertrain according to claim 8, characterized in that: The AC output interface includes three wiring ports, and the three wiring ports are electrically connected to the wiring terminals of the motor windings through the three input copper bars respectively. The three input copper bars are arranged at intervals, and the arrangement direction of the three input copper bars intersects with both the first direction and the second direction.

10. The power assembly according to any one of claims 1 to 9, characterized in that: The power assembly further includes a reducer, which is transmission-connected to the output end of the motor shaft, wherein: Along the first direction, the reducer and the AC output interface mounting hole are arranged opposite to each other, and the reducer and the DC input interface mounting hole are arranged on the other side along the first direction.

11. The powertrain according to claim 10, characterized in that: The integrated housing further comprises a reducer accommodating chamber, the reducer accommodating chamber is used to accommodate the reducer, the reducer accommodating chamber is communicated with the motor accommodating chamber, the controller accommodating chamber, the motor accommodating chamber and the reducer accommodating chamber respectively comprise openings, wherein: Along the first direction, the direction of the opening of the motor accommodating chamber is opposite to the direction of the opening of the reducer accommodating chamber, and the length of the opening of the controller accommodating chamber is less than the sum of the lengths of the reducer accommodating chamber and the motor accommodating chamber; The opening of the controller accommodating chamber is oriented perpendicular to the first direction and the third direction.

12. The powertrain according to claim 11, characterized in that: The power assembly further includes a motor end cover, a reducer end cover and a motor controller cover plate, wherein the motor end cover, the reducer end cover and the motor controller cover plate are used to cover the opening of the controller accommodating chamber, the opening of the motor accommodating chamber and the opening of the reducer accommodating chamber respectively, wherein Along the first direction, the length of the motor controller cover is smaller than the distance between the motor end cover and the reducer end cover, and the length of the controller accommodating cavity is smaller than the distance between the motor end cover and the reducer end cover.

13. The powertrain according to claim 11, characterized in that: The power assembly further includes a wiring cover, wherein: Along the first direction, the wiring cover plate and the reducer cover plate are arranged opposite to each other, the motor end cover is arranged between the motor stator and the wiring cover plate, and the gap between the wiring cover plate and the motor end cover is used to accommodate the input copper busbar, and the projection of the wiring cover plate covers the AC output interface mounting hole, the three input copper busbars, the wiring terminals of the motor windings and the projection of the motor shaft.

14. The power assembly according to any one of claims 1 to 9, characterized in that: The integrated housing also includes a coolant inlet and a coolant outlet, the coolant inlet is used to provide coolant for the motor controller, and the coolant outlet is used to output the coolant, the coolant inlet, the power interface mounting hole and the AC output interface mounting hole are arranged on the one side along the first direction, the coolant inlet and the power interface mounting hole are arranged adjacent to each other along the second direction, and the projection of the coolant outlet along the third direction overlaps with the projection of the controller accommodating cavity and does not overlap with the projection of the motor shaft.

15. An electric vehicle, characterized in that: It comprises a vehicle body, a battery pack and a powertrain as described in any one of claims 1 to 14, wherein the powertrain is fixed to the vehicle body, the battery pack is connected to the motor controller through the DC input port mounting hole, and the wheel drive end in the powertrain is connected to the wheel of the vehicle for providing power to the wheel.

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