Motor with distributed oil passing of motor shaft, power assembly and electric vehicle

Abstract

Provided are a motor with distributed oil passing of a motor shaft, a power assembly and an electric vehicle. The motor (100) comprises a motor end cap (110), a motor rotor (190), a motor bearing (180) and a motor shaft (140), wherein the motor end cap and the motor rotor are arranged at an interval in an axial direction of the motor; the motor end cap comprises a motor shaft hole; the motor shaft hole is configured to accommodate the motor bearing and a part of the motor shaft; the motor bearing is sleeved on the motor shaft; and the motor shaft is rotationally connected to the motor end cap by means of the motor bearing. The motor shaft comprises a motor shaft cavity (143) and at least one motor bearing lubricating oil hole (144); in an axial direction of the motor, the motor shaft hole passes through the motor end cap, and the motor shaft cavity passes through the motor shaft; in a radial direction of the motor, the motor bearing lubricating oil hole passes through the motor shaft; and in the axial direction of the motor, the motor bearing lubricating oil hole, the motor bearing and the motor rotor are arranged at intervals. In the present application, cooling oil in a motor shaft cavity can lubricate a motor bearing by means of a motor bearing lubricating oil hole, such that the failure of the motor bearing is avoided, thereby ensuring normal operation of the motor.

Description

Motor, powertrain and electric vehicle with distributed oil flow through motor shaft

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on June 30, 2023, with application number 202321712385.5 and application name “Motor, powertrain and electric vehicle with distributed oil flow through motor shaft”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of motor technology, and in particular to a motor, a powertrain, and an electric vehicle with distributed oil flow through the motor shaft. Background Art

[0003] Existing electric vehicles usually use an integrated powertrain as a power source. At present, the motor and the motor controller are usually integrated into a two-in-one powertrain, or the motor, the motor controller and the reducer are usually integrated into a three-in-one powertrain, or the motor, the motor controller, the reducer and other components of the electric vehicle are usually integrated into an all-in-one powertrain. The motor is used to convert electrical energy into mechanical energy. The motor usually includes a motor shaft and a motor bearing, and the motor bearing is used to realize the rotation of the motor shaft relative to the motor housing. The current motor has the problem of insufficient lubrication of the motor bearings, which may cause the motor bearings to burn or be damaged, thereby having a negative impact on the operation of the motor.

[0004] Summary of the Invention

[0005] The present application provides a motor, a powertrain, and an electric vehicle with distributed oil flow through the motor shaft.

[0006] In a first aspect, an embodiment of the present application provides a motor, comprising a motor end cover, a motor rotor, a motor bearing, and a motor shaft. The motor end cover and the motor rotor are spaced apart along the axial direction of the motor. The motor end cover comprises a motor shaft hole, the motor shaft hole being used to accommodate the motor bearing and a portion of the motor shaft. The motor bearing is sleeved on the motor shaft, and the motor shaft is rotatably connected to the motor end cover via the motor bearing. The motor shaft comprises a motor shaft cavity and at least one motor bearing lubricating oil hole. Along the axial direction of the motor, the motor shaft hole passes through the motor end cover, and the motor shaft cavity passes through the motor shaft. Along the radial direction of the motor, the motor bearing lubricating oil hole passes through the motor shaft. Along the axial direction of the motor, the motor bearing lubricating oil hole, the motor bearing, and the motor rotor are spaced apart in sequence.

[0007] The embodiments of the present application provide a motor bearing lubricating oil hole extending through the motor shaft. This allows cooling oil delivered within the motor shaft cavity to be delivered from the motor shaft cavity on the inner side of the motor shaft to the motor bearings on the motor shaft through the motor bearing lubricating oil hole. This effectively lubricates the motor bearings without increasing the amount of cooling oil used, thereby preventing erosion or damage to the motor bearings due to insufficient lubrication and ensuring the normal operation of the motor. The motor bearing lubricating oil hole is provided on the side of the motor bearing facing away from the motor rotor, so that the cooling oil delivered from the motor bearing lubricating oil hole does not pass through the motor rotor and increase in temperature. This allows the cooling oil to absorb more heat from the motor bearings, resulting in a better cooling effect on the motor bearings.

[0008] In one embodiment, the motor further includes a bearing wave washer, which is sleeved on the motor shaft. The bearing wave washer has a gap, and the gap in the bearing wave washer connects the motor bearing lubricating oil hole and the motor bearing. The bearing wave washer, the motor bearing, and the motor rotor are arranged along the motor axial direction, and the bearing wave washer is adjacent to the motor bearing. The projection of the motor bearing lubricating oil hole along the motor radial direction is located within the projection of the bearing wave washer along the motor radial direction.

[0009] In an embodiment of the present application, the bearing wave pad is a corrugated washer, and the motor bearing and the bearing wave pad are arranged along the axial direction of the motor, so that the bearing wave pad can withstand the axial force from the motor bearing and eliminate noise and vibration, thereby improving the performance of the motor. There is a gap in the bearing wave pad, and in the radial direction of the motor, the projection of the motor bearing lubricating oil hole is located within the projection of the bearing wave pad, so that after the cooling oil in the motor shaft cavity flows out of the motor bearing lubricating oil hole, it can flow to the gap of the bearing wave pad and the motor bearing in sequence, wherein the projection of the motor bearing lubricating oil hole along the radial direction of the motor refers to the projection of the area surrounded by the motor bearing lubricating oil hole on the radial direction of the motor. The bearing wave pad is arranged close to the motor bearing along the axial direction of the motor, which is conducive to shortening the transmission path of the cooling oil between the motor bearing lubricating oil hole and the motor bearing, thereby reducing losses.

[0010] In one embodiment, the motor shaft includes a plurality of motor bearing lubricating oil holes, which are spaced apart along the circumference of the motor. The diameter of each motor bearing lubricating oil hole along the motor axial direction is smaller than the length of the bearing wave pad along the motor axial direction. The diameter of each motor bearing lubricating oil hole along the circumference of the motor is smaller than the spacing between two adjacent motor bearing lubricating oil holes.

[0011] In an embodiment of the present application, a plurality of motor bearing lubricating oil holes are arranged at intervals on the motor shaft, so that the amount of cooling oil delivered to the motor bearing is increased, and different parts of the motor bearing can be lubricated to avoid insufficient local lubrication of the motor bearing. Along the axial direction of the motor, the aperture of the motor bearing lubricating oil hole is smaller than the length of the bearing wave pad, ensuring that the cooling oil flowing through the motor bearing lubricating oil hole can flow into the gap between the bearing wave pad, thereby improving the utilization rate of the cooling oil. Along the circumference of the motor, the aperture of the motor bearing lubricating oil hole is smaller than the spacing between two adjacent motor bearing lubricating oil holes. The aperture of the motor bearing lubricating oil hole is set in a relatively small range to avoid opening an overly large through hole on the motor shaft, thereby improving the structural strength of the motor shaft. In addition, setting the spacing between two adjacent motor bearing lubricating oil holes in a relatively large range is equivalent to limiting the number of motor bearing lubricating oil holes, which can prevent excessive cooling oil from flowing out of the motor shaft cavity from the motor bearing lubricating oil hole, thereby ensuring the cooling and lubricating effect of the cooling oil on other components in the motor.

[0012] In one embodiment, the motor further includes a resolver sensor stator, the resolver sensor stator and the motor bearing are both sleeved on the motor shaft and located in the motor shaft hole, the resolver sensor stator, the motor bearing, and the motor stator are arranged along the axial direction of the motor shaft, the resolver sensor stator, the motor shaft, the motor bearing, and the hole wall of the motor shaft hole form a motor bearing chamber, and the motor bearing lubricating oil hole is connected to the motor bearing chamber.

[0013] In the embodiment of the present application, the motor bearing and bearing wave pad are located within the motor bearing chamber. The motor bearing lubricating oil hole is connected to the motor bearing chamber. Cooling oil can enter the motor bearing chamber through the motor bearing lubricating oil hole and contact the motor bearing to lubricate the motor bearing, thereby preventing damage to the motor bearing, extending its service life, and ensuring long-term stable operation of the motor. The motor bearing chamber can also be used to temporarily store liquid, thereby providing better lubrication for the motor bearing.

[0014] In one embodiment, the motor shaft further includes at least one rotor diverter hole. The rotor diverter hole extends radially through the motor shaft, with the projection of the rotor diverter hole at least partially overlapping with the projection of the motor rotor. Axially, the motor bearing lubricating oil hole, the motor bearing, and the rotor diverter hole are spaced apart. The diameter of the rotor diverter hole is larger than the diameter of the motor bearing lubricating oil hole.

[0015] In an embodiment of the present application, a motor rotor is sleeved on the outside of a motor shaft, a rotor diverter hole penetrates the motor shaft in a radial direction of the motor, and the rotor diverter hole is connected to the motor shaft cavity. In the radial direction of the motor, the projection of the rotor diverter hole and the projection of the motor rotor at least partially overlap, so that cooling oil in the motor shaft cavity can be transported to the motor rotor outside the motor shaft through the rotor diverter hole to cool the motor rotor, wherein the projection of the rotor diverter hole in the radial direction of the motor refers to the projection of the area surrounded by the rotor diverter hole in the radial direction of the motor. When the motor is running at high speed, the motor rotor generates a large amount of heat and needs to be cooled. In this solution, a motor bearing lubricating oil hole and a rotor diverter hole are simultaneously opened on the motor shaft, and the aperture of the rotor diverter hole is larger than the aperture of the motor bearing lubricating oil hole. When the motor is in a high-speed operating condition, the cooling oil mainly cools the motor rotor through the rotor diverter hole. When the motor is in a low-speed operating condition, part of the cooling oil can lubricate the motor bearing through the motor bearing lubricating oil hole, taking into account the cooling and lubrication needs of the motor under different conditions and improving the working performance of the motor.

[0016] In one embodiment, the motor shaft includes a plurality of motor bearing lubricating oil holes and a plurality of rotor diverter holes, wherein the plurality of motor bearing lubricating oil holes are spaced apart along the circumference of the motor. The total length of the apertures of the plurality of motor bearing lubricating oil holes is less than the total length of the apertures of the plurality of rotor diverter holes.

[0017] In an embodiment of the present application, multiple rotor diverter holes are provided on the motor shaft, thereby increasing the amount of cooling oil delivered to the motor rotor, cooling different parts of the motor rotor and preventing local overheating of the motor rotor. The total length of the multiple motor bearing lubricating oil holes is smaller than the total length of the multiple rotor diverter holes, thereby achieving reasonable distribution of the cooling oil and preventing excessive cooling oil from being used to lubricate the motor bearings and insufficiently cooling the motor rotor.

[0018] In one embodiment, the ratio of the aperture of each rotor diverter hole to the aperture of each motor bearing lubricating oil hole is greater than or equal to 2 and less than or equal to 4.

[0019] In an embodiment of the present application, the aperture of the rotor diverter hole and the aperture of the motor bearing lubricating oil hole 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. When the motor is in high-speed working condition, the cooling oil mainly cools the motor rotor through the rotor diverter hole. When the motor is in low-speed working condition, a small amount of cooling oil can lubricate the motor bearing through the motor bearing lubricating oil hole.

[0020] In one embodiment, the motor further comprises an axial hole sealing member. The axial hole sealing member comprises a radial sealing portion and a lubricating oil circulation portion. The radial sealing portion is used to seal and securely engage the inner wall of the motor shaft cavity along the motor radial direction. The radial sealing portion, the lubricating oil circulation portion, and the rotor diversion hole are arranged axially along the motor, and the lubricating oil circulation portion is secured to the radial sealing portion. Along the motor radial direction, the lubricating oil circulation portion is spaced from the inner wall of the motor shaft cavity, and the projection of the motor bearing lubricating oil hole along the motor radial direction is located within the projection of the lubricating oil circulation portion along the motor radial direction.

[0021] In an embodiment of the present application, the shaft hole sealing member includes a fixed radial sealing portion and a lubricating oil circulation portion. In the axial direction of the motor, the radial sealing portion is located on the side of the lubricating oil circulation portion away from the rotor diversion hole. The radial sealing portion is sealed and fixed to the inner wall of the motor shaft cavity to prevent the cooling oil from flowing out of the motor shaft cavity along the motor axis instead of flowing to the motor bearing lubricating oil hole. There is a gap between the lubricating oil circulation portion and the inner wall of the motor shaft cavity in the radial direction of the motor. The projection of the lubricating oil circulation portion along the radial direction of the motor covers the projection of the motor bearing lubricating oil hole along the radial direction of the motor, so that the cooling oil in the motor shaft cavity can flow through the gap between the lubricating oil circulation portion and the inner wall of the motor shaft cavity to the motor bearing lubricating oil hole when flowing through the shaft hole sealing member. In an embodiment of the present application, the shaft hole sealing member is provided in the motor shaft cavity, which can increase the flow resistance of the cooling oil to the motor bearing lubricating oil hole, reduce the aperture of the motor shaft corresponding to the motor bearing lubricating oil hole in the radial direction of the motor, so as to control the flow of cooling oil used to lubricate the motor bearing, and at the same time prevent the cooling oil in the motor shaft cavity from directly flowing out of the motor shaft cavity along the axial direction of the motor. In addition, the shaft hole sealing piece can also prevent impurities from entering the motor shaft cavity.

[0022] In one embodiment, the radial sealing portion and the lubricating oil circulation portion are integrally formed. This solution is beneficial for enhancing the structural strength of the shaft hole sealing member.

[0023] In one embodiment, along the radial direction of the motor, the distance between the lubricating oil circulation portion and the inner wall of the motor shaft cavity is smaller than the diameter of the lubricating oil hole of the motor bearing, and the distance between the lubricating oil circulation portion and the inner wall of the motor shaft cavity is smaller than the diameter of the rotor diverter hole. The length of the lubricating oil circulation portion along the axial direction of the motor is greater than the diameter of the lubricating oil hole of the motor bearing.

[0024] In an embodiment of the present application, the lubricating oil circulation portion and the inner wall of the motor shaft cavity are spaced apart in the radial direction of the motor, and the gap between the lubricating oil circulation portion and the inner wall of the motor shaft cavity in the radial direction of the motor is smaller than the aperture of the motor bearing lubricating oil hole and the aperture of the rotor diverter hole, so that the lubricating oil circulation portion limits the flow of cooling oil to the motor bearing, thereby preventing excessive cooling oil from flowing through the motor bearing lubricating oil hole. The length of the lubricating oil circulation portion along the axial direction of the motor is set to be larger than the aperture of the motor bearing lubricating oil hole, so that before the cooling oil flows into the motor bearing lubricating oil hole, it first fills the gap between the lubricating oil circulation portion and the inner wall of the motor shaft cavity, and then flows into the motor bearing lubricating oil hole, thereby limiting the flow of the motor bearing lubricating oil hole.

[0025] In one embodiment, along the axial direction of the motor, the distance between the rotor diverter hole and the lubricating oil circulation portion is greater than the length of the lubricating oil circulation portion, and the distance between the rotor diverter hole and the lubricating oil circulation portion is greater than the distance between the lubricating oil circulation portion and the motor bearing.

[0026] In the embodiment of the present application, the lubricating oil circulation portion is set to have a relatively small length along the motor axis, which can prevent the lubricating oil circulation portion from occupying too large an area in the motor axis. If the length of the lubricating oil circulation portion is greater than the distance between the rotor diverter hole and the lubricating oil circulation portion, it will be difficult for cooling oil to flow into the lubricating oil holes of the motor bearings, regardless of whether it is operating at high or low speeds, thereby affecting the lubrication of the motor bearings. The distance between the lubricating oil circulation portion and the motor bearings along the motor axis is set to be relatively small, which can shorten the transmission path of the cooling oil between the lubricating oil circulation portion and the motor bearings, thereby reducing the loss of cooling oil in the transmission path.

[0027] In a second aspect, embodiments of the present application provide a powertrain comprising a reducer and a motor as described above, wherein the reducer includes a reducer input shaft, the reducer input shaft being fixed to the motor shaft and configured to communicate with the motor shaft cavity. The motor of the present application utilizes motor bearing lubrication oil holes extending through the motor shaft for lubricating and cooling the motor bearings, thereby ensuring motor performance and thereby improving powertrain performance and heat dissipation.

[0028] In one embodiment, the power assembly also includes an integrated housing, which includes a reducer accommodating chamber and a motor accommodating chamber. The motor accommodating chamber is used to accommodate the motor, and the reducer accommodating chamber is used to accommodate the reducer. Along a first direction, the motor accommodating chamber passes through the integrated housing and is connected to the reducer accommodating chamber. The first direction is parallel to the axial direction of the motor. Along the first direction, the motor end cover and the reducer are respectively arranged on both sides of the motor.

[0029] In one embodiment, the power assembly further includes a motor controller and a three-phase input copper busbar, the motor end cover further includes a winding wiring hole, the winding wiring hole passes through the motor end cover along the axis of the motor, the motor further includes a motor winding, the motor winding is accommodated in the motor accommodating cavity, the three-phase input copper busbar is electrically connected to the motor winding and the motor controller through the winding wiring hole, the three-phase input copper busbar includes three input copper busbars, and the three input copper busbars are arranged in sequence along the circumference of the motor.

[0030] In one embodiment, the integrated housing includes a controller housing cavity, a DC input interface mounting hole, and an AC output interface mounting hole. The controller housing cavity is used to accommodate the motor controller. The controller housing cavity and the motor housing cavity are arranged along a second direction, which is perpendicular to the first direction. The motor end cover includes an AC output interface connecting hole. In the first direction, the DC input interface mounting hole and the AC output interface mounting hole respectively penetrate the integrated housing and communicate with the controller housing cavity. The AC output interface connecting hole penetrates the motor end cover. The DC input interface mounting hole and the AC output interface mounting hole are arranged opposite each other. The projection of the AC output interface connecting hole overlaps the projection of the AC output interface mounting hole. The projection of the three-phase input copper busbar partially overlaps with the projections of the winding wiring hole and the AC output interface connecting hole. In the radial direction of the motor, the distance between the AC output interface connecting hole and the motor shaft hole is greater than the distance between the winding wiring hole and the motor shaft hole.

[0031] In a third aspect, an embodiment of the present application provides an electric vehicle, comprising a vehicle body, wheels, and a motor as described in any one of the above items or a powertrain as described in any one of the above items, wherein the motor or the powertrain is used to drive the wheels, the vehicle body is used to fix the motor or the powertrain, and the motor shaft cavity in the motor or the powertrain fixed to the vehicle body is used to communicate with a heat exchanger in the electric vehicle, and the cooling oil in the heat exchanger cools the motor bearings in the motor through the motor bearing lubricating oil holes in the motor shaft cavity. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] 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.

[0033] FIG1 is a schematic structural diagram of an electric vehicle provided in one embodiment of the present application;

[0034] FIG2 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0035] FIG3 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0036] FIG4 is a cross-sectional view of the powertrain shown in FIG3 along AA;

[0037] FIG5 is a partial enlarged view of the M1 portion of the powertrain shown in FIG4 ;

[0038] FIG6 is a schematic diagram of a partial structure of a powertrain provided in an embodiment of the present application;

[0039] FIG7 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0040] FIG8 is a schematic diagram of a partial structure of a powertrain provided in an embodiment of the present application. DETAILED DESCRIPTION

[0041] 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.

[0042] 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.

[0043] 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.

[0044] For ease of understanding, the relevant technical terms involved in the embodiments of this application are explained and described below.

[0045] Parallel: The parallelism defined in the embodiments of the present application is not limited to absolute parallelism. This definition of parallelism can be understood as basic parallelism, which allows for situations where the absolute parallelism is not caused by factors such as assembly tolerance, design tolerance, and the influence of structural flatness.

[0046] Vertical: The vertical defined in the embodiments of the present application is not limited to an absolute vertical intersection relationship (an angle of 90 degrees). It allows for non-absolute vertical intersection relationships caused by factors such as assembly tolerance, design tolerance, and the influence of 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.

[0047] 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.

[0048] The second direction Z is perpendicular to the first direction Y and the third direction X.

[0049] The third direction X is perpendicular to the first direction Y and the second direction Z.

[0050] The motor consists of motor bearings and a motor shaft. The motor bearings are used to bear the load from the motor shaft. If the motor bearings are not lubricated properly, they can easily overheat and burn, seriously affecting the performance of the motor bearings and the normal operation of the motor.

[0051] Embodiments of the present application provide a motor with distributed oil flow through the motor shaft. The motor includes a motor end cap, a motor rotor, motor bearings, and a motor shaft. The motor end cap and motor rotor are spaced apart along the motor's axial direction. The motor end cap includes a motor shaft hole for accommodating the motor bearing and a portion of the motor shaft. The motor bearing is sleeved onto the motor shaft. The motor shaft is rotatably connected to the motor end cap via the motor bearing, enabling the motor shaft to rotate relative to the motor end cap. The motor shaft includes a motor shaft cavity and at least one motor bearing lubricating oil hole. Axially, the motor shaft hole extends through the motor end cap, and the motor shaft cavity extends through the motor shaft. The motor shaft cavity is used to deliver cooling oil. Radially, the motor bearing lubricating oil hole extends through the motor shaft. The motor shaft cavity communicates with the motor bearing lubricating oil hole, allowing cooling oil to pass through the motor shaft cavity and the motor bearing lubricating oil hole and contact the motor bearing to cool the motor bearing. Axially, the motor bearing lubricating oil hole, the motor bearing, and the motor rotor are spaced apart, such that the motor bearing lubricating oil hole is located on either side of the motor rotor, allowing the motor bearing lubricating oil hole to cool the motor bearing on the side facing away from the motor rotor. In the embodiment of the present application, the cooling oil in the motor shaft cavity can lubricate the motor bearings through the motor bearing lubrication oil holes, thereby preventing the motor bearings from being burned or damaged, which is beneficial to improving the service life of the motor.

[0052] The motor provided in the present application can be applied to a powertrain, and the motor including the powertrain of the present application can be applied to an electric vehicle.

[0053] 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.

[0054] In the embodiment of the present application, the battery pack 30 may be referred to as a power battery.

[0055] 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.

[0056] 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.

[0057] Please refer to Figure 2, which is a structural schematic diagram of the powertrain 10 provided in an embodiment of the present application. In one embodiment, the powertrain 10 includes a motor 100. The direct current output by the battery pack 30 is converted into alternating current in the powertrain 10 and then transmitted to the motor 100, driving the motor shaft 140 of the motor 100 to rotate, thereby providing power to the wheels 40.

[0058] In one embodiment, the powertrain 10 also includes a motor controller 200 and a reducer 300. The motor 100 is connected to the motor controller 200 and the reducer 300, respectively. The motor controller 200 is used to convert direct current into alternating current and transmit it to the motor 100. The motor 100 converts electrical energy into mechanical energy. The output end of the motor shaft transmits power to the wheels 40 of the electric vehicle 1 through the reducer 300, thereby driving the wheels 40 to rotate.

[0059] The motor 100 in the powertrain 10 provided in an embodiment of the present application will be described in detail below.

[0060] Please refer to Figures 3 to 5. Figure 3 is a structural schematic diagram of the powertrain 10 provided in an embodiment of the present application. Figure 4 is a cross-sectional view of the powertrain 10 shown in Figure 3 along AA. Figure 5 is a partial enlarged view of the M1 part of the powertrain 10 shown in Figure 4.

[0061] In one embodiment, the motor 100 includes a motor rotor 190, a motor stator 120, a motor shaft 140 and a motor winding 130. When alternating current is applied to the motor winding 130, an alternating magnetic flux is generated. The alternating magnetic flux generated by the motor winding 130 interacts with the permanent magnetic flux generated by the motor rotor 190, causing the motor rotor 190 to rotate relative to the motor stator 120. The motor rotor 190 is fixedly connected to the motor shaft 140 and is rotationally connected to the motor end cover 110, so that the motor shaft 140 rotates relative to the motor end cover 110 following 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.

[0062] In one embodiment, the motor 100 includes a motor end cap 110 and a motor bearing 180 (as shown in conjunction with Figures 3 to 5). The motor end cap 110 and the motor rotor 190 are spaced apart along the motor axial direction Y (as shown in Figure 4). The motor end cap 110 includes a motor shaft hole 111 (as shown in Figure 5). 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 4 and 5). The motor bearing 180 is sleeved on the motor shaft 140 (as shown in Figures 4 and 5). The motor shaft 140 is rotatably connected to the motor end cap 110 via the motor bearing 180. The motor shaft 140 includes a motor shaft cavity 143 and at least one motor bearing lubricating oil hole 144 (as shown in Figure 5). Along the motor axial direction Y, the motor shaft hole 111 extends through the motor end cap 110, and the motor shaft cavity 143 extends through the motor shaft 140 (as shown in Figure 4). Along the motor radial direction R, the motor bearing lubricating oil hole 144 extends through the motor shaft 140 (as shown in Figure 5). Along the motor axial direction Y, the motor bearing lubricating oil hole 144, the motor bearing 180 and the motor rotor 190 are sequentially arranged at intervals (as shown in conjunction with FIG. 4 and FIG. 5 ).

[0063] In the embodiment of the present application, the motor bearing 180 is sleeved on the outside of the motor shaft 140, and the space enclosed inside the motor shaft 140 forms a motor shaft cavity 143. The motor bearing lubricating oil hole 144 passes through the motor shaft 140 along the motor radial direction R. 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 outside 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 collar. The steel ball is movably arranged in the collar. The cooling oil enters the gap between the steel ball and the collar through the motor bearing lubricating oil hole 144, which helps to reduce the wear between the steel ball and the collar, thereby improving the life of the motor bearing 180.

[0064] In one embodiment, the motor shaft cavity 143 is connected to the heat exchanger 500, and the heat exchanger 500 is used to deliver cooling oil to the motor shaft cavity 143. The motor shaft cavity 143 is used to deliver cooling oil. If the motor bearing lubricating oil hole 144 is not provided in the motor shaft 140, in order to lubricate the motor bearing 180, it is necessary to increase the flow rate of cooling oil in the motor 100, and use the cooling oil on the side of the motor bearing 180 close to the motor rotor 190 along the motor axial direction Y for cooling and lubrication, or use the cooling oil flowing out of the motor rotor 190 to cool the motor bearing 180. Due to the increase in the amount of cooling oil used, the cost will increase. In addition, the increased cooling oil is difficult to flow accurately to the motor bearing 180, and the lubrication effect is poor. The cooling oil flowing out of the motor rotor 190 absorbs the heat of the motor rotor 190 and the temperature increases. The cooling oil with increased temperature is not effective in cooling the motor bearing 180.

[0065] In the embodiment of the present application, a motor bearing lubricating oil hole 144 is provided through the motor shaft 140. The cooling oil delivered within the motor shaft cavity 143 can be delivered from the motor shaft cavity 143 on the inner side of the motor shaft 140 to the motor bearing 180 of the motor shaft 140 through the motor bearing lubricating oil hole 144. This effectively lubricates the motor bearing 180 without increasing the amount of cooling oil used, thereby preventing the motor bearing 180 from being burned or damaged due to insufficient lubrication and ensuring the normal operation of the motor 100. The motor bearing lubricating oil hole 144 is provided on the side of the motor bearing 180 facing away from the motor rotor 190. This prevents the cooling oil delivered from the motor bearing lubricating oil hole 144 from passing through the motor rotor 190 and thus increasing in temperature. This allows the cooling oil to absorb more heat from the motor bearing 180, resulting in a better cooling effect on the motor bearing 180.

[0066] In one embodiment, the types of cooling oil include ethylene glycol-based cooling oil, propylene glycol-based cooling oil, glycerin-based cooling oil, mineral oil, etc. Exemplarily, the cooling oil is ethylene glycol-based cooling oil.

[0067] Continuing with FIG. 5 , 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.

[0068] 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 along the motor radial direction R refers to the projection of the area enclosed by the motor bearing lubricating oil hole 144 along the motor radial direction R. The placement of the bearing wave washer 182 close to 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.

[0069] In one embodiment, the bearing wave pad 182 includes a plurality of washers arranged along the motor axial direction Y, wherein the shape of the washers is not limited. It should be noted that the gap in the bearing wave pad 182 is the gap between two washers.

[0070] 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, wherein the projection plane along the motor radial direction R is perpendicular to the motor radial direction R. In the embodiment of the present application, the projection plane of the motor bearing lubricating oil hole 144 along the motor radial direction R is the same as the projection plane of the bearing wave pad 182 along the motor radial direction R. The projection of the motor bearing lubricating oil hole 144 along the motor radial direction R refers to the projection of the area enclosed by the hole wall of the motor bearing lubricating oil hole 144 along the motor radial direction R.

[0071] Continuing with FIG. 5 , 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 .

[0072] 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 local insufficient 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. In addition, 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.

[0073] 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 .

[0074] 4 and 5 , 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 FIG4 and FIG5 ). The resolver sensor stator 170, the motor bearing 180, and the motor stator 120 are arranged axially along the motor shaft 140 (as shown in FIG4 and FIG5 ). 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 FIG5 ). The motor bearing lubricating oil hole 144 is connected to the motor bearing chamber 181 (as shown in FIG5 ).

[0075] In the embodiment of the present application, the motor bearing 180 and the bearing wave pad 182 are located in the motor bearing chamber 181. The motor bearing lubricating oil hole 144 is connected to the motor bearing chamber 181. Cooling oil can enter the motor bearing chamber 181 through the motor bearing lubricating oil hole 144 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.

[0076] Continuing with Figures 4 and 5 , in one embodiment, the motor shaft 140 further includes at least one rotor diverter hole 145 (as shown in Figure 4 ). Along the motor radial direction R, the rotor diverter hole 145 extends through the motor shaft 140, with the projection of the rotor diverter hole 145 at least partially overlapping with the projection of the motor rotor 190 (as shown in Figure 4 ). Along the motor axial direction Y, the motor bearing lubricating oil holes 144, the motor bearing 180, and the rotor diverter hole 145 are arranged in an alternating pattern (as shown in Figures 4 and 5 ). 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 4 and 5 ).

[0077] 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.

[0078] Continuing with Figure 4 , 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. 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.

[0079] Continuing with Figures 4 and 5 , 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 4 and 5 ). The plurality of motor bearing lubricating oil holes 144 are spaced apart along the motor circumferential direction C (shown in Figure 5 ). 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 4 and 5 ).

[0080] 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.

[0081] 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.

[0082] 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.

[0083] Continuing with FIG. 5 , 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.

[0084] 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, preventing the cooling oil from flowing out of the motor shaft cavity 143 along the motor axial direction Y instead of flowing into 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 through the gap between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 to the motor bearing lubricating oil hole 144 when flowing through the shaft hole sealing member 146. In the embodiment of the present application, a shaft hole sealing 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 sealing member 146 prevents impurities from entering the motor shaft cavity 143.

[0085] 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.

[0086] Continuing with Figures 4 and 5 , 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 5 ), 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 4 and 5 ). 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 5 ).

[0087] In the embodiment of the present application, the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 are spaced apart 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, thereby 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 before the cooling oil flows into the motor bearing lubricating oil hole 144, it first fills the gap between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 and then flows into the motor bearing lubricating oil hole 144, thereby limiting the flow of the motor bearing lubricating oil hole 144.

[0088] Please continue to refer to Figures 4 and 5. 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 4 and 5), 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 4 and 5).

[0089] 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 regardless of whether it is operating at high speed or low speed, 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.

[0090] The motor 100 provided in the embodiment of the present application can be used as a separate device in conjunction with a motor controller and a reducer, and the motor 100 can also be integrated with at least one of the motor controller and the reducer and applied in the powertrain 10.

[0091] Please continue to refer to Figures 2 and 4. In one embodiment, the power assembly 10 includes a reducer 300 and a motor 100 (as shown in Figures 2 and 4). The reducer 300 includes a reducer input shaft 330 (as shown in Figure 4). The reducer input shaft 330 is fixed to the motor shaft 140 (as shown in Figure 4). The reducer input shaft 330 is used to connect to the motor shaft cavity 143.

[0092] In this embodiment of the present application, the reducer 300 includes a reducer input shaft, reducer bearings, and a gear assembly. The reducer input shaft 330 of the reducer 300 is fixed to the motor shaft 140 of the motor 100. The reducer input shaft 330 is used to receive mechanical energy transmitted by the motor shaft 140 and drive the wheels. In this embodiment of the present application, the reducer input shaft 330 is connected to the motor shaft cavity 143, and cooling oil flows between the reducer input shaft 330 and the motor shaft cavity 143 to cool and lubricate the internal components of the reducer 300 and the motor 100.

[0093] Please refer to Figures 2 and 6 in combination. Figure 6 is a schematic diagram of the partial structure of the powertrain 10 provided in an embodiment of the present application. In one embodiment, the powertrain 10 includes an integrated housing 400 (as shown in Figures 2 and 6). The integrated housing 400 includes a reducer accommodating chamber 410 and a motor accommodating chamber 420 (as shown in Figure 6). The motor accommodating chamber 420 is used to accommodate the motor 100, and the reducer accommodating chamber 410 is used to accommodate the reducer 300. Along the first direction Y, the motor accommodating chamber 420 passes through the integrated housing 400 and is connected to the reducer accommodating chamber 410 (as shown in Figure 6). The first direction Y is parallel to the motor axial direction Y. Along the first direction Y, the motor end cover 110 and the reducer 300 are respectively arranged on both sides of the motor 100 (as shown in Figure 2).

[0094] In an embodiment of the present application, the integrated housing 400 is used to accommodate the reducer 300 and the motor 100, wherein the reducer 300 is located in the reducer accommodating cavity 410, and the motor 100 is located in the motor accommodating cavity 420, and the reducer 300 and the motor 100 share an integrated housing 400.

[0095] In one embodiment, the integrated housing 400 includes a motor housing, a reducer housing, and a controller housing. The motor housing encloses a motor accommodating chamber 420, the reducer housing encloses a reducer accommodating chamber 410, and the controller housing encloses a controller accommodating chamber 430. The motor 100 includes a motor shaft 140, motor bearings 180, a motor stator 120, motor windings 130, a resolver sensor stator, and the like. The motor controller 200 includes a capacitor module 220, a power module 230, a circuit board, a copper busbar assembly 240, and the like.

[0096] In one embodiment, the reducer housing, motor housing, and controller housing are integrally formed, or the integrated housing 400 is integrally formed. In one embodiment, the reducer housing, motor housing, and controller housing share adjacent portions of the housing. In one embodiment, the reducer housing and motor housing are integrally formed.

[0097] In the embodiment of the present application, an integrated housing 400 is used to accommodate the reducer 300, the motor 100 and the motor controller 200. Compared with the split powertrain 10, this embodiment is conducive to improving the integration of the powertrain 10, thereby increasing the space utilization of the powertrain 10 and reducing the cost. In addition, this embodiment can also enhance the stability of the overall structure of the powertrain 10.

[0098] In an embodiment of the present application, the controller accommodating chamber 430 is not connected to the reducer accommodating chamber 410 and the motor accommodating chamber 420, which can prevent the cooling oil 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.

[0099] In the embodiment of the present application, the motor shaft 140 of the motor 100 is fixedly connected to the reducer 300. After receiving the alternating current transmitted by the input copper busbar 1011, the motor 100 converts the electrical energy into mechanical energy and transmits the power to the reducer 300 via the motor shaft 140. The reducer 300 then drives the wheels 40 to rotate. The input copper busbar 1011, the motor end cap 110, the motor 100, and the reducer 300 are arranged in sequence along the motor axis Y, conforming to the energy transmission path and facilitating energy loss reduction.

[0100] Please refer to Figures 2 and 7 in conjunction with each other. Figure 7 is a partial exploded view of a powertrain 10 provided in an embodiment of the present application. In one embodiment, the powertrain 10 further includes a motor controller 200 and a three-phase input copper busbar 101 (as shown in Figure 2). The motor end cover 110 further includes a winding wiring hole 112 (as shown in Figure 7). The winding wiring hole 112 passes through the motor end cover 110 along the motor axial direction Y (as shown in Figure 7). The motor 100 further includes a motor winding 130 (as shown in Figure 7). The motor winding 130 is accommodated in the motor accommodating cavity 420 (as shown in Figure 7). 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 conjunction with Figures 2 and 7). The three-phase input copper busbar 101 includes three input copper busbars 1011 (as shown in Figures 2 and 7). The three input copper busbars 1011 are arranged in sequence along the circumferential direction C of the motor (as shown in Figures 2 and 7).

[0101] 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.

[0102] Please refer to Figures 7 and 8 in combination. Figure 8 is a schematic diagram of the partial structure of the powertrain 10 provided in an embodiment of the present application. In one embodiment, the integrated housing 400 includes a DC input interface mounting hole 440 and an AC output interface mounting hole 450. The controller accommodating cavity 430 is used to accommodate the motor controller 200. The controller accommodating cavity 430 and the motor accommodating cavity 420 are arranged along the second direction Z, and the second direction Z is perpendicular to the first direction Y.

[0103] In one embodiment, the motor controller 200 further includes a DC input interface 270, and the DC input interface mounting hole 440 is used to fix the DC input interface 270. The DC input interface 270 is used to connect to the battery pack 30 to receive DC power.

[0104] In one embodiment, the motor controller 200 further includes an AC output interface 260, and the AC output interface mounting hole 450 is used to secure the AC output interface 260. The AC output interface 260 is connected 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, respectively. The three input copper busbars 1011 are arranged in an alternating pattern.

[0105] Please continue to refer to Figures 7 and 8. 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 housing 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 DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite to each other. The projection of the AC output interface connecting hole 115 covers the projection of the AC output interface mounting hole 450, and the projection of the three-phase input copper busbar 101 partially overlaps with the projection of the AC output interface connecting hole 115.

[0106] 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 and are respectively located at opposite ends of the controller accommodating chamber 430 along the first direction Y. This helps prevent electrical interference between DC and AC power during transmission, thereby improving safety. Furthermore, the AC output interface mounting hole 450 is positioned adjacent to the motor 100, which helps shorten the distance between the motor controller 200 and the terminal of the motor 100, via the AC output interface 260 in the AC output interface mounting hole 450.

[0107] In the 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 that the AC output interface 260 can be sequentially inserted through the AC output interface mounting hole 450 and the AC output interface connecting hole 115. In the 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.

[0108] It is understood that in the embodiment of the present application, since the extension direction of the AC output interface connecting hole 115 is parallel or substantially parallel to the projection direction (i.e., the first direction Y), 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.

[0109] 7 , in one embodiment, along the radial direction R of the motor, the winding connection hole 112 is arranged between the AC output interface communication hole 115 and the motor shaft hole 111 .

[0110] 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 winding connection hole 112 away from the motor shaft hole 111. That is, the AC output interface connecting hole 115, 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 electrical connector 150, and the motor shaft 140, that is, it conforms to the flow of energy and shortens the energy transmission path in the powertrain 10. The motor end cover 110 integrates the AC output interface connecting hole 115, 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.

[0111] It should be noted that, in the embodiment of the present application, the projections of the DC input interface mounting hole 440 , the AC output interface mounting hole 450 , and the motor bearing lubricating oil hole 144 refer to the projections of the areas enclosed by the hole walls.

[0112] The above is a detailed introduction to the motor, powertrain and electric vehicle provided in the embodiments of the present application. Specific examples are used herein to illustrate the principles and embodiments of the present application. The description of the above embodiments is only used to help understand the method and core idea of ​​the present application. At the same time, for those skilled in the art, according to the ideas of the present application, there will be changes in the specific embodiments and application scope. In summary, the contents of this specification should not be understood as limiting the present application.

Claims

1. A motor with distributed oil flow through the motor shaft, characterized in that: The motor comprises a motor end cover, a motor rotor, a motor bearing and a motor shaft, wherein the motor end cover and the motor rotor are spaced apart along the axial direction of the motor, the motor end cover comprises a motor shaft hole, the motor shaft hole is used to accommodate the motor bearing and part of the motor shaft, the motor bearing is sleeved on the motor shaft, the motor shaft is rotatably connected to the motor end cover through the motor bearing, and the motor shaft comprises a motor shaft cavity and at least one motor bearing lubricating oil hole; Along the axial direction of the motor, the motor shaft hole passes through the motor end cover, and the motor shaft cavity passes through the motor shaft; Along the radial direction of the motor, the lubricating oil hole of the motor bearing passes through the motor shaft; Along the axial direction of the motor, the motor bearing lubricating oil hole, the motor bearing and the motor rotor are sequentially arranged at intervals.

2. The motor according to claim 1, characterized in that The motor further comprises a bearing wave pad, the bearing wave pad is sleeved on the motor shaft, the bearing wave pad has a gap, and the gap of the bearing wave pad is used to connect the lubricating oil hole of the motor bearing and the motor bearing; The bearing wave pad, the motor bearing and the motor rotor are arranged along the axial direction of the motor, and the bearing wave pad is adjacent to the motor bearing; The projection of the lubricating oil hole of the motor bearing along the radial direction of the motor is located within the projection of the bearing wave pad along the radial direction of the motor.

3. The motor according to claim 2, characterized in that The motor shaft comprises a plurality of lubricating oil holes for the motor bearings, and the plurality of lubricating oil holes for the motor bearings are arranged at intervals along the circumference of the motor; The diameter of each lubricating oil hole of the motor bearing along the axial direction of the motor is smaller than the length of the bearing wave pad along the axial direction of the motor; Along the circumference of the motor, the diameter of each of the motor bearing lubricating oil holes is smaller than the distance between two adjacent motor bearing lubricating oil holes.

4. The motor according to claim 1, characterized in that The motor shaft further comprises at least one rotor shunt hole, wherein: Along the radial direction of the motor, the rotor shunt hole penetrates the motor shaft, and the projection of the rotor shunt hole at least partially overlaps with the projection of the motor rotor; Along the axial direction of the motor, the lubricating oil hole of the motor bearing, the motor bearing and the rotor diverter hole are arranged at intervals; The diameter of the rotor diverter hole is larger than the diameter of the motor bearing lubricating oil hole.

5. The motor according to claim 4, characterized in that The motor shaft comprises a plurality of motor bearing lubricating oil holes and a plurality of rotor diverter holes, and the plurality of motor bearing lubricating oil holes are arranged at intervals along the circumference of the motor; The total length of the apertures of the plurality of motor bearing lubricating oil holes is smaller than the total length of the apertures of the plurality of rotor diverter holes.

6. The motor according to claim 5, characterized in that The ratio of the aperture of each rotor diverter hole to the aperture of each motor bearing lubricating oil hole is greater than or equal to 2 and less than or equal to 4.

7. The motor according to claim 4, characterized in that The motor further comprises a shaft hole blocking member, wherein: The shaft hole plugging member comprises a radial sealing portion and a lubricating oil circulation portion, wherein the radial sealing portion is used for sealing and fixing with the inner wall of the shaft cavity of the motor along the radial direction of the motor; The radial sealing portion, the lubricating oil circulation portion and the rotor diverter hole are arranged along the axial direction of the motor, and the lubricating oil circulation portion is fixed to the radial sealing portion; Along the radial direction of the motor, the lubricating oil circulation portion is spaced apart from the inner wall of the motor shaft cavity, and the projection of the lubricating oil hole of the motor bearing along the radial direction of the motor is located within the projection of the lubricating oil circulation portion along the radial direction of the motor.

8. The motor according to claim 7, characterized in that Along the radial direction of the motor, the distance between the lubricating oil circulation portion and the inner wall of the motor shaft cavity is smaller than the aperture of the lubricating oil hole of the motor bearing, and the distance between the lubricating oil circulation portion and the inner wall of the motor shaft cavity is smaller than the aperture of the rotor diversion hole; The length of the lubricating oil circulation portion along the axial direction of the motor is greater than the diameter of the lubricating oil hole of the motor bearing.

9. The motor according to claim 7, characterized in that Along the axial direction of the motor, the distance between the rotor diverter hole and the lubricating oil circulation portion is greater than the length of the lubricating oil circulation portion, and the distance between the rotor diverter hole and the lubricating oil circulation portion is greater than the distance between the lubricating oil circulation portion and the motor bearing.

10. A powertrain, characterized in that: The power assembly includes a reducer and a motor as described in any one of claims 1 to 9, wherein the reducer includes a reducer input shaft, the reducer input shaft is fixed to the motor shaft, and the reducer input shaft is used to communicate with the motor shaft cavity.

11. The powertrain according to claim 10, characterized in that: The power assembly also includes an integrated housing, which includes a reducer accommodating chamber and a motor accommodating chamber. The motor accommodating chamber is used to accommodate the motor, and the reducer accommodating chamber is used to accommodate the reducer. Along a first direction, the motor accommodating chamber passes through the integrated housing and is connected to the reducer accommodating chamber. The first direction is parallel to the axial direction of the motor. Along the first direction, the motor end cover and the reducer are respectively arranged on both sides of the motor.

12. The powertrain according to claim 11, characterized in that: The power assembly also includes a motor controller and a three-phase input copper bar. The motor end cover also includes a winding wiring hole, which penetrates the motor end cover along the axial direction of the motor. The motor also includes a motor winding, which is accommodated in the motor accommodating cavity. The three-phase input copper bar is electrically connected to the motor winding and the motor controller through the winding wiring hole. The three-phase input copper bar includes three input copper bars, which are arranged in sequence along the circumference of the motor.

13. The powertrain according to claim 12, characterized in that: The integrated housing comprises a controller accommodating chamber, a DC input interface mounting hole and an AC output interface mounting hole, the controller accommodating chamber is used to accommodate the motor controller, the controller accommodating chamber and the motor accommodating chamber are arranged along a second direction, the second direction is perpendicular to the first direction, and the motor end cover comprises an AC output interface connecting hole, wherein: Along the first direction, the DC input interface mounting hole and the AC output interface mounting hole respectively penetrate the integrated housing and are connected to the controller accommodating cavity, the AC output interface connecting hole penetrates the motor end cover, the DC input interface mounting hole and the AC output interface mounting hole are arranged opposite to each other, the projection of the AC output interface connecting hole covers the projection of the AC output interface mounting hole, and the projection of the three-phase input copper bar partially overlaps with the projections of the winding wiring hole and the AC output interface connecting hole; Along the radial direction of the motor, the distance between the AC output interface connecting hole and the motor shaft hole is greater than the distance between the winding connection hole and the motor shaft hole.

14. An electric vehicle, characterized in that: It includes a vehicle body, wheels and a motor as described in any one of claims 1 to 9 or a powertrain as described in any one of claims 10 to 13, wherein the motor or the powertrain is used to drive the wheels, the vehicle body is used to fix the motor or the powertrain, the motor shaft cavity in the motor or the powertrain fixed to the vehicle body is used to communicate with a heat exchanger in the electric vehicle, and the cooling oil in the heat exchanger cools the motor bearings in the motor through the motor bearing lubricating oil holes in the motor shaft cavity.

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