Powertrain and electric vehicle

Abstract

A powertrain (10) and an electric vehicle (1). The powertrain (10) comprises a die-cast housing (100) and a heat exchanger (400). The die-cast housing (100) comprises a speed reducer accommodating cavity (111) formed inside the die-cast housing (100) by die-casting and four holes (170). The speed reducer accommodating cavity (111) is used for accommodating a speed reducer (200). Among said holes, two holes (170) are used for being communicated with a liquid channel in the heat exchanger (400), and the other two holes (170) are used for being communicated with an oil channel in the heat exchanger (400); openings of the four holes (170) all face the heat exchanger (400). The speed reducer accommodating cavity (111), the four holes (170), and the heat exchanger (400) are arranged in a first direction. The first direction is perpendicular to the axial direction of a motor (300). The projections of the four holes (170) are located in the projection of the speed reducer accommodating cavity (111) in the radial direction of the motor (300). According to the solution, by forming the two holes (170) used for being communicated with the liquid channel in the heat exchanger (400) in the die-cast housing, instead of forming the two holes above the heat exchanger (400), the occupied space above the heat exchanger is reduced, and the overall layout space of the powertrain (10) is reduced, thereby solving the problem that in some vehicle models, the layout is not feasible due to small space.

Description

Powertrain and electric vehicles

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on September 27, 2023, with application number 202311282344.1 and application name “Powertrain and Electric Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the technical field of powertrains, and in particular to a powertrain and an electric vehicle. Background Art

[0003] Existing electric vehicles usually use an integrated powertrain as a power source. Currently, the powertrain includes multiple components such as the motor, motor controller, reducer and heat exchanger, which makes the powertrain large in size and has a high operating temperature. In order to improve the overall performance of electric vehicles, the powertrain needs to comprehensively consider various design requirements such as miniaturization and heat dissipation performance. In order to reduce the temperature of the powertrain when it is in operation, coolant is usually introduced for heat exchange to achieve cooling. However, the current powertrain requires a pipe above the heat exchanger to introduce coolant to cool the coolant in the heat exchanger, which increases the height of the heat exchanger, resulting in a non-compact structure of the vehicle powertrain and a large space occupation. Some models do not have enough space and cannot be arranged.

[0004] Summary of the Invention

[0005] The present application provides a powertrain and an electric vehicle in which a total liquid inlet and a total liquid outlet are arranged on a die-cast housing.

[0006] In a first aspect, an embodiment of the present application provides a powertrain, comprising a die-cast housing and a heat exchanger. The die-cast housing includes a reducer housing cavity and four openings die-cast therein, wherein the reducer housing cavity is used to accommodate the reducer. Two of the openings are used to communicate with the liquid passages within the heat exchanger, and the other two openings are used to communicate with the oil passages within the heat exchanger. The openings of the four openings all face the heat exchanger. The reducer housing cavity, the four openings, and the heat exchanger are arranged along a first direction perpendicular to the axial direction of the powertrain, such that the projections of the four openings along the radial direction of the powertrain are located within the projection of the reducer housing cavity.

[0007] In an embodiment of the present application, the reducer housing cavity is used to accommodate the reducer, and the reducer includes a reducer input shaft, which is used to be fixed to the motor shaft. The four openings on the die-cast shell are used to communicate with the heat exchanger, two of which are openings for coolant to flow through and are connected to the liquid channel in the heat exchanger, and the other two openings are openings for cooling oil to flow through and are connected to the oil channel in the heat exchanger. The openings of the four openings are facing the heat exchanger, which is conducive to the die-cast shell receiving the coolant or cooling oil from the heat exchanger. The reducer housing cavity, the four openings and the heat exchanger are arranged in a first direction, and the heat exchanger is placed above the reducer housing cavity, and the projections of the four openings along the radial direction of the motor are located within the projection of the reducer housing cavity, so that the four openings do not need to occupy too much space in the die-cast shell in the second and third directions, which is conducive to the compact structure and miniaturization design of the powertrain.

[0008] In one embodiment, the die-cast shell also includes a motor accommodating cavity die-cast inside the die-cast shell, the motor accommodating cavity is used to accommodate the motor, the motor accommodating cavity and the reducer accommodating cavity are arranged axially with respect to the powertrain, the axes of the four openings are parallel to the first direction, and the distance between the end faces of the four openings facing the heat exchanger along the first direction and the motor axis is less than half of the inner diameter of the motor accommodating cavity.

[0009] In an embodiment of the present application, the motor accommodating cavity is used to accommodate the motor, and the reducer accommodating cavity is used to accommodate the reducer, wherein the motor converts the electrical energy provided by the motor controller into kinetic energy and transmits the kinetic energy to the reducer input shaft in the reducer.

[0010] In the embodiment of the present application, the axial direction of the four openings is parallel to the first direction, which facilitates the formation of the four openings along the first direction by drafting during the die-cast housing formation process. The distance between the end faces of the four openings facing the heat exchanger and the motor axis along the first direction is less than half the inner diameter of the motor housing cavity. The space occupied by the heat exchanger in the first direction does not exceed the space occupied by the motor housing cavity in the first direction, resulting in an additional increase in the height of the powertrain. Furthermore, the motor housing cavity and the reducer housing cavity are arranged along the axial direction of the powertrain, so the heat exchanger can be arranged above the reducer housing cavity in the first direction and not above the motor housing cavity.

[0011] In one embodiment, along a first direction, the projection of the heat exchanger does not overlap with the projection of the motor housing cavity, nor does it overlap with the projection of the reducer housing cavity, and the projection of the reducer housing cavity does not overlap with the projection of the motor housing cavity. Along the motor axis, the projection of the heat exchanger overlaps with the projection of the motor housing cavity, nor does it overlap with the projection of the reducer housing cavity. This allows the heat exchanger, the reducer housing cavity, and the motor housing cavity to be adjacent, and the heat exchanger does not occupy excessive space in the powertrain in the first, second, and third directions, facilitating a compact layout of the powertrain.

[0012] In one embodiment, the die-cast housing further includes a plurality of housing mounting holes, arranged around the periphery of the four openings, for securing the heat exchanger. The openings of the plurality of housing mounting holes all face the heat exchanger. Along a first direction, the end surfaces of the plurality of housing mounting holes facing the heat exchanger are flush with the end surfaces of the four openings facing the heat exchanger.

[0013] In the embodiment of the present application, the housing mounting holes are located above the reducer housing cavity of the die-cast housing. The housing mounting holes are arranged on the outer periphery of the four openings, which facilitates the installation and fixation of the heat exchanger to the die-cast housing. The openings of the housing mounting holes all face the heat exchanger, which also facilitates the installation of the heat exchanger on the die-cast housing and makes installation simple.

[0014] In one embodiment, the housing has four mounting holes, namely a first housing mounting hole, a second housing mounting hole, a third housing mounting hole, and a fourth housing mounting hole. The first housing mounting hole and the second housing mounting hole are arranged sequentially along a third direction, and their projections along the third direction overlap. The third housing mounting hole and the fourth housing mounting hole are arranged sequentially along the third direction, and their projections along the third direction overlap. In this embodiment of the present application, the holes are arranged neatly and symmetrically, which facilitates direct casting through mold processing and facilitates production.

[0015] In the embodiment of the present application, the shell mounting hole and the four openings are flush with the end face of the heat exchanger in the first direction, that is, a plane is provided on the die-cast shell for installation of the heat exchanger. The structure is regular and it is conducive to the connection and sealing of the four openings with the oil channels and liquid channels in the heat exchanger. The shell mounting hole not only serves to install the heat exchanger on the die-cast shell, but also provides assistance for the connection and sealing of the four openings with the heat exchanger.

[0016] In one embodiment, the two openings include a housing liquid inlet and a housing liquid outlet, and the other two openings include a housing oil inlet and a housing oil outlet. Along a second direction, the housing liquid outlet and the housing oil outlet are sequentially arranged, and the housing oil inlet and the housing liquid inlet are sequentially arranged. The second direction is perpendicular to the first direction and the motor axis. Along the motor axis, the housing oil outlet, the housing liquid inlet, and the motor accommodating cavity are sequentially spaced apart, and the housing liquid outlet, the housing oil inlet, and the motor accommodating cavity are sequentially spaced apart.

[0017] In the embodiments of the present application, the housing liquid inlet and outlet holes, as well as the housing oil inlet and outlet holes, are arranged diagonally and crosswise, facilitating cross-distribution of oil and liquid passages within the die-cast housing or heat exchanger, further facilitating heat exchange between the oil and liquid passages. The housing oil outlet holes, housing liquid inlet holes, and motor housing cavity are sequentially spaced apart, and the housing liquid outlet holes, housing oil inlet holes, and motor housing cavity are sequentially spaced apart, facilitating isolation between the cooling oil and coolant circulation, preventing leakage.

[0018] In this embodiment of the present application, two openings are located in the die-cast housing, comprising a housing liquid inlet and a housing liquid outlet. The liquid passages within the die-cast housing communicate with the liquid passages within the heat exchanger through the housing liquid inlet and outlet. In this embodiment of the present application, the housing liquid outlet delivers coolant from the die-cast housing to the heat exchanger, while the housing liquid inlet delivers the coolant, heated after heat exchange in the heat exchanger, into the die-cast housing. The coolant is then output through the liquid passages within the die-cast housing to the vehicle's cooling system.

[0019] In the embodiment of the present application, two other openings are located in the die-cast housing. These openings include a housing oil inlet and a housing oil outlet. The oil passages within the die-cast housing communicate with the oil passages within the heat exchanger through the housing oil inlet and outlet holes. In the embodiment of the present application, the housing oil outlet delivers cooling oil from the die-cast housing to the heat exchanger, while the housing oil inlet delivers cooling oil cooled by the heat exchanger into the die-cast housing. The oil then enters the reducer and motor cavities through the oil passages within the die-cast housing, providing cooling and lubrication for the internal components of the reducer or motor.

[0020] In one embodiment, the housing oil outlet, housing liquid inlet, housing liquid outlet, and housing oil inlet all protrude from the die-cast housing, and the surfaces of the housing oil outlet, housing liquid inlet, housing liquid outlet, and housing oil inlet are flush along a first direction and located on the same horizontal plane. In this embodiment of the present application, the arrangement of the housing oil outlet, housing liquid inlet, housing liquid outlet, and housing oil inlet on the die-cast housing facilitates connection with the oil and liquid passages of the heat exchanger, thereby facilitating communication and sealing between the die-cast housing and the oil and liquid passages within the heat exchanger.

[0021] In one embodiment, the distance between the center of the housing liquid outlet hole and the center of the housing oil inlet hole along the motor axis is smaller than the distance between the center of the housing liquid outlet hole and the center of the housing oil outlet hole along the second direction. The distance between the center of the housing oil outlet hole and the center of the housing liquid inlet hole along the motor axis is smaller than the distance between the center of the housing liquid outlet hole and the center of the housing oil outlet hole along the second direction.

[0022] In the embodiment of the present application, the layout between the shell oil outlet hole, the shell oil inlet hole, the shell liquid inlet hole, and the shell liquid outlet hole is reasonable, which is conducive to the realization of the mold processing technology, making the preparation simpler and the preparation yield higher.

[0023] In one embodiment, the die-cast shell further comprises a total liquid inlet and a total liquid outlet. The total liquid inlet is used to connect to the shell liquid outlet through the internal liquid channel of the die-cast shell. The total liquid outlet is used to connect to the shell liquid inlet through the internal liquid channel of the die-cast shell. Along the first direction, the total liquid inlet and the total liquid outlet are arranged at one end of the four openings away from the heat exchanger. The axis of the total liquid inlet and the axis of the total liquid outlet are parallel to the second direction. The opening of the total liquid inlet and the opening of the total liquid outlet face opposite directions along the second direction. Along the second direction, the total liquid inlet, the shell liquid outlet, and the shell oil outlet are arranged in sequence, and the total liquid inlet is adjacent to and connected to the shell liquid outlet. Along the second direction, the shell oil inlet, the shell liquid inlet, and the total liquid outlet are arranged in sequence, and the shell liquid inlet is adjacent to and connected to the total liquid outlet.

[0024] In an embodiment of the present application, the die-cast shell includes a total liquid inlet and a total liquid outlet, so that the coolant entering from the total liquid inlet flows through the liquid channel in the die-cast shell and then enters the heat exchanger through the shell outlet, so that the coolant can cool the components in the die-cast shell, such as the reducer. Compared with setting the total liquid inlet on the heat exchanger, the embodiment of the present application is more conducive to improving the heat exchange effect.

[0025] In an embodiment of the present application, the main liquid inlet is used to input coolant from the vehicle's cooling system, and the main liquid outlet is used to output coolant after heat exchange with the hot cooling oil. The coolant entering from the main liquid inlet passes through the liquid channel within the die-cast shell and the shell outlet into the liquid channel of the heat exchanger. The liquid channel in the heat exchanger exchanges heat with the oil channel in the heat exchanger. The coolant in the liquid channel absorbs the heat of the cooling oil in the oil channel and then enters the liquid channel within the die-cast shell through the shell inlet within the die-cast shell and is output from the main liquid outlet. In the present application, the heat exchanger is used to exchange heat with the hot cooling oil of the entire vehicle. The main liquid inlet is used to receive coolant, and the main liquid outlet is used to output coolant cooled by the heat exchanger. The heated coolant returns to the coolant circulation system of the entire vehicle.

[0026] In an embodiment of the present application, the die-cast shell includes a total liquid inlet and a total liquid outlet, which are part of the die-cast shell. Compared with setting the total liquid inlet and the total liquid outlet on the heat exchanger, the die-cast shell including the total liquid inlet and the total liquid outlet in the embodiment of the present application can improve the integration of the powertrain and increase the space utilization of the powertrain.

[0027] In one embodiment, the die-cast housing further comprises a motor shaft hole, the motor shaft hole being configured to accommodate a portion of the motor shaft, the motor shaft being configured to be in driving connection with the reducer input shaft in the reducer. The motor shaft hole is in communication with the interiors of both the reducer accommodating chamber and the motor accommodating chamber, with the reducer accommodating chamber, the motor shaft hole, and the motor accommodating chamber being arranged in sequence along the motor axis. In a first direction, the total liquid inlet and total liquid outlet are both located between the axis of the four openings and the motor shaft hole. Along the motor shaft axis, the total liquid inlet, total liquid outlet, motor shaft hole, and motor accommodating chamber are arranged in sequence.

[0028] In the embodiments of the present application, the die-cast housing is formed by integrated die-casting. The reducer housing cavity is used to accommodate the reducer, the motor housing cavity is used to accommodate the motor, and the motor shaft hole is located within the motor. The motor stator in the motor is used to receive AC power output by the motor controller to drive the motor rotor and motor shaft in the motor to rotate. The rotation of the motor shaft drives the reducer input shaft to rotate. The reducer housing cavity, motor shaft hole, and motor housing cavity are arranged in sequence along the motor shaft, which facilitates the transmission connection between the motor shaft and the reducer input shaft.

[0029] In an embodiment of the present application, the total liquid inlet, total liquid outlet and four openings are all located on the die-cast shell, wherein the total liquid inlet and total liquid outlet are located below the four openings along the first direction, so that the coolant enters the heat exchanger from the top of the die-cast shell, and the coolant after heat exchange with the heat exchanger also flows into the die-cast shell from the top of the die-cast shell, making the coolant flow path short and smoother, thereby improving the heat exchange effect. Among them, the coolant entering from the total liquid inlet flows through the liquid channel in the die-cast shell and enters the heat exchanger through a shorter path, which can improve the cooling effect of the oil channel in the heat exchanger, and then improve the cooling effect of the cooling oil in the oil channel on the reducer and motor, thereby ensuring the working efficiency of the powertrain. The total liquid inlet and total liquid outlet are both located between the axis of the four openings and the motor shaft hole, which is conducive to the compact arrangement of the total liquid inlet and total liquid outlet with the four openings along the first direction, and is conducive to the miniaturization of the structure of the powertrain.

[0030] In one embodiment, the die-cast housing further includes a reducer oil hole, which is connected to the housing oil inlet via an internal oil passage in the die-cast housing. The axis of the reducer oil hole is parallel to the motor axis, and the opening of the reducer oil hole is axially oriented away from the motor housing cavity. The reducer oil hole, the housing oil inlet, and the heat exchanger are arranged in sequence along a first direction. The reducer oil hole is connected to the housing oil inlet and is spaced apart from the housing liquid outlet.

[0031] In an embodiment of the present application, the reducer oil hole is formed by integrated die-casting and drafting, which simplifies the process. The cooling oil in the die-cast housing can flow into the reducer oil hole through the housing oil inlet hole. The reducer oil hole can then deliver the cooling oil to the internal components of the reducer for cooling and lubrication. The axis of the reducer oil hole is parallel to the motor axis, and the opening of the reducer oil hole is axially away from the motor accommodating cavity. This facilitates the drafting of the die-cast housing during the formation process and also facilitates the regular arrangement of the reducer oil holes on the die-cast housing. The reducer oil hole, the housing oil inlet hole, and the heat exchanger are arranged in sequence along a first direction, which facilitates the cooling oil cooled by the heat exchanger to flow from the heat exchanger through the housing oil inlet hole and the reducer oil hole in sequence to cool and lubricate the internal components of the reducer. At the same time, under this layout, the cooling oil flows in the direction of gravity, which helps reduce energy loss. The reducer oil hole is connected to the shell oil inlet hole, which is conducive to the cooling oil in the heat exchanger flowing into the die-cast shell from the shell oil inlet hole, and the reducer oil hole is isolated from the shell liquid outlet hole, which is conducive to avoiding the cooling oil and coolant in the die-cast shell from leaking into each other during the flow process.

[0032] In one embodiment, the die-cast housing includes a connecting oil hole, which is used to connect to the reducer oil hole through the internal oil passage of the die-cast housing. The axis of the connecting oil hole is parallel to the first direction, the opening of the connecting oil hole is used to accommodate a sealing member, and the opening of the connecting oil hole and the opening of the housing oil inlet are oriented in the same direction. The housing liquid outlet, housing oil inlet, and connecting oil hole are arranged in sequence along the axial direction of the reducer input shaft. The distance between the connecting oil hole and the reducer oil hole along the first direction is greater than the distance between the housing oil inlet and the reducer oil hole.

[0033] In an embodiment of the present application, the connecting oil hole is formed by integral die-casting, which is simple to operate. Cooling oil within the die-cast housing can flow from the reducer oil hole through the connecting oil hole into the motor housing cavity. The axis of the connecting oil hole is parallel to the first direction, meaning that the axis of the connecting oil hole is also perpendicular to the axial direction of the powertrain. This facilitates the die-cast housing's demolding during the forming process and also facilitates the regular arrangement of the connecting oil holes within the die-cast housing. The opening of the connecting oil hole accommodates a sealing member, preventing leakage of cooling oil from the die-cast housing through the connecting oil hole. The openings of the connecting oil hole and the housing's oil inlet hole face the same direction, facilitating die-cast housing demolding in the same direction during the forming process, simplifying the process. The housing's liquid outlet, housing's oil inlet, and connecting oil hole are sequentially spaced along the reducer input shaft's axial direction. This allows cooling oil within the die-cast housing to flow along the motor's axial direction and throughout the die-cast housing, facilitating cooling and lubricating components within the die-cast housing with the cooling oil, thereby facilitating temperature control of the powertrain. The reducer input shaft's axial direction is parallel to the motor's axial direction.

[0034] In the embodiment of the present application, the distance between the connecting oil hole and the reducer oil hole along the first direction is greater than the distance between the housing oil inlet hole and the reducer oil hole. This means that the housing oil inlet hole has a shorter path for transporting cooling oil from the heat exchanger to the reducer oil hole, facilitating a faster flow of cooling oil into the oil passages within the reducer end cap, thereby cooling and lubricating the reducer. The cooling oil also travels a longer distance from the reducer oil hole to the connecting oil hole, resulting in a longer residence time within the die-cast housing before flowing into the motor. This process cools some components within the die-cast housing to a certain extent.

[0035] In one embodiment, the die-cast housing further includes a motor oil hole, which connects the motor oil hole to the interior of the motor housing cavity via an internal oil passage in the die-cast housing. The axis of the motor oil hole is parallel to the motor's axial direction, the opening of the motor oil hole faces the heat exchanger, and the opening of the motor oil hole is configured to accommodate a sealing member. Along a first direction, the distance between the motor oil hole and the reducer oil hole is greater than the distance between the housing's oil inlet and the reducer oil hole.

[0036] In the embodiments of the present application, the motor oil hole is formed by integral die-casting, which simplifies the process. The cooling oil within the die-cast housing can flow from the connecting oil hole through the motor oil hole into the motor housing cavity. The axis of the motor oil hole is parallel to the motor axis, which facilitates the axial drafting process when the motor housing is formed by die-casting. The opening of the motor oil hole is oriented toward the heat exchanger along the motor axis, which facilitates the flow of cooling oil from the heat exchanger into the motor housing cavity. The motor oil hole contains a sealing member, which helps prevent the cooling oil within the die-cast housing from leaking through the motor oil hole.

[0037] In the embodiment of the present application, the distance between the motor oil hole and the reducer oil hole along the first direction is greater than the distance between the housing oil inlet hole and the reducer oil hole. This means that the housing oil inlet hole has a shorter path for transporting cooling oil from the heat exchanger to the reducer oil hole, facilitating a faster flow of cooling oil into the oil passages within the reducer end cap, thereby cooling and lubricating the reducer. The cooling oil also travels a longer distance from the reducer oil hole to the motor oil hole, resulting in a longer residence time within the die-cast housing before flowing into the motor. This process cools some components within the die-cast housing to a certain extent.

[0038] In one embodiment, the inner wall of at least one of the total liquid inlet hole, the total liquid outlet hole, the reducer oil hole, the connecting oil hole, and the motor oil hole is a rough surface.

[0039] In an embodiment of the present application, the total liquid inlet hole, the total liquid outlet hole, the reducer oil hole, the connecting oil hole, and the motor oil hole are all located in the die-cast shell. The die-cast shell is formed by integrated die-casting. The total liquid inlet hole, the total liquid outlet hole, the reducer oil hole, the connecting oil hole, and the motor oil hole can all be demolded during the formation process of the die-cast shell. The inner wall is a rough surface, the process is simple, and the structure is dense, which is conducive to preventing leakage of cooling oil and coolant.

[0040] In one embodiment, the total liquid inlet hole and the total liquid inlet channel are coaxial, and the total liquid inlet hole and the total liquid inlet channel are formed by an integrated die-casting die-casting die. The total liquid outlet hole and the total liquid outlet channel are coaxial, and the total liquid outlet hole and the total liquid outlet channel are formed by an integrated die-casting die-casting die. The reducer oil hole and the reducer channel are coaxial, and the reducer oil hole and the reducer channel are formed by an integrated die-casting die-casting die. The connecting oil hole and the connecting oil channel are coaxial, and the connecting oil hole and the connecting oil channel are formed by an integrated die-casting die. The motor oil hole and the motor oil channel are coaxial, and the motor oil hole and the motor oil channel are formed by an integrated die-casting die. The housing liquid outlet hole and the housing liquid outlet channel are coaxial, and the housing liquid outlet hole and the housing liquid outlet channel are formed by an integrated die-casting die. The housing oil outlet channel is coaxial with the housing oil outlet hole, and the housing oil outlet channel and the housing oil outlet hole are formed by an integrated die-casting die. The housing liquid inlet hole and the housing liquid inlet channel are coaxial, and the housing liquid inlet hole and the housing liquid inlet channel are formed by an integrated die-casting die. The housing oil inlet channel is coaxial with the housing oil inlet hole and is formed integrally through die-casting. This simplifies process connectivity. Furthermore, the channel and oil passage are formed through die-casting, resulting in a rough inner surface for improved wall density and sealing.

[0041] In one embodiment, a heat exchanger includes a mounting plate and multiple circulation plates. The multiple circulation plates are used to form liquid and oil channels within the heat exchanger, and the mounting plate is used to secure the reducer housing. The reducer housing, the mounting plate, and the multiple circulation plates are arranged along a first direction. The mounting plate includes four heat exchange holes, each of which is connected to one of the four openings. The heat exchange holes extend through the mounting plate along the first direction.

[0042] In an embodiment of the present application, the reducer and motor in the powertrain generate a large amount of heat during the operation of the tram. The heat exchanger is used to exchange heat and cool the hot cooling oil in the reducer and motor in the powertrain, thereby controlling the temperature rise of the powertrain. A plurality of circulation plates are stacked along a first direction. The plurality of circulation plates and the circulation plates and the mounting plate are connected by brazing to provide circulation channels for the cooling oil and coolant in the heat exchanger. The oil channel and the liquid channel in the heat exchanger are not connected. The mounting plate is located at the bottom of the heat exchanger and is used to fix the heat exchanger on the reducer housing. The reducer housing, the mounting plate and the plurality of circulation plates are arranged along the first direction, that is, the heat exchanger is arranged above the reducer housing. In an embodiment of the present application, the four heat exchange holes of the heat exchanger are all arranged on the mounting plate at the bottom, reducing the space occupied above the heat exchanger along the first direction, which is conducive to the compact arrangement of the heat exchanger in the powertrain and the miniaturization of the powertrain. Four openings are located on the die-cast shell, and four heat exchange holes are used to communicate with the four openings respectively, that is, the liquid channels and oil channels in the heat exchanger are connected with the liquid channels and oil channels in the die-cast shell through the four heat exchange holes and the four openings, which is beneficial for the heat exchanger to cool the hot cooling oil in the die-cast shell, and transport the cooled cooling oil to the die-cast shell for cooling and lubrication of internal components such as the reducer and motor.

[0043] In one embodiment, the powertrain further includes a motor controller housing, which houses a motor controller. The motor controller is configured to provide electrical energy to the motor, which then converts the electrical energy into kinetic energy and transmits the kinetic energy to the reducer input shaft. The die-cast housing and the motor controller housing are arranged along a second direction. Along the second direction, the main liquid outlet, heat exchanger, main liquid inlet, and motor controller housing are sequentially arranged. Along the first direction, the heat exchanger, main liquid inlet, and motor controller housing are sequentially arranged.

[0044] In the embodiment of the present application, the motor controller housing and the die-cast housing are two independent housings.

[0045] In this embodiment of the present application, the motor housing and the reducer housing are arranged axially along the reducer input shaft, while the motor housing and the motor controller housing are aligned along a second direction. In this embodiment of the present application, the heat exchanger and the main liquid inlet are arranged compactly, which helps shorten the distance traveled by the coolant from the die-cast housing to its output to the heat exchanger for heat exchange. This reduces heat absorption by the coolant during transport and facilitates the cooling of the hot cooling oil in the heat exchanger.

[0046] In one embodiment, the powertrain further comprises a liquid pipe, an electrically controlled liquid outlet, and an electrically controlled liquid inlet, both of which are fixed to the motor controller housing. The electrically controlled liquid inlet is used to connect to an external cooling system, and the liquid pipe is used to connect the main liquid inlet and the electrically controlled liquid outlet. In the second direction, the heat exchanger, the main liquid inlet, and the electrically controlled liquid outlet are arranged in sequence, and the liquid pipe is connected between the main liquid inlet and the electrically controlled liquid outlet. In the first direction, the heat exchanger, the main liquid inlet, the electrically controlled liquid outlet, the motor controller housing, and the electrically controlled liquid inlet are arranged in sequence. In the second direction, the heat exchanger, the liquid pipe, and the motor controller housing are arranged in sequence.

[0047] In this embodiment of the present application, the electrically controlled liquid inlet receives coolant from the vehicle's cooling system and feeds it into the motor controller housing to cool the motor controller. The electrically controlled liquid outlet transfers the coolant from the motor controller via a liquid pipe to the main liquid inlet on the die-cast housing. The electrically controlled liquid outlet is secured to the liquid pipe via a clip, and the liquid pipe is secured to the main liquid inlet via a clip.

[0048] In an embodiment of the present application, the liquid pipe is located in the space between the heat exchanger and the motor controller housing, and does not occupy any additional axial dimensions of the powertrain motor, nor does it occupy any additional dimensions in the second and first directions, so that the heat exchanger, the main liquid inlet hole, and the motor controller housing are compactly arranged, which is conducive to making the powertrain structure compact and reducing the space occupied by the powertrain in the vehicle body.

[0049] In one embodiment, the motor controller housing is longer than the liquid pipe along the motor's axial direction, and is also longer than the distance between the main liquid inlet and the electronically controlled liquid outlet. The motor's axial direction is parallel to the reducer's input shaft. In the motor's radial direction, the projection of the motor controller housing at least partially overlaps with the projection of the motor's housing cavity, and the projection of the motor controller housing at least partially overlaps with the projection of the reducer's housing cavity. In the motor's radial direction, the projection of the electronically controlled liquid outlet is located within the motor's housing cavity. In the motor's axial direction, the projection of the heat exchanger partially overlaps with the projection of the motor's housing cavity.

[0050] In an embodiment of the present application, the length of the motor controller housing is greater than the length of the liquid pipe, and the length of the motor controller housing is greater than the distance between the total liquid inlet and the electronically controlled liquid outlet. The layout of the motor controller housing, the motor accommodating cavity and the heat exchanger reduces the space occupied along the second direction and the space occupied along the third direction, which is conducive to a more compact layout of the powertrain, reducing the space occupied by the powertrain in the entire vehicle, and optimizing the layout of the entire vehicle.

[0051] 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, and the main liquid inlet, main liquid outlet, and electronically controlled liquid inlet in the powertrain are configured to communicate with the cooling system within the electric vehicle. The powertrain provided in embodiments of the present application locates the main liquid inlet and outlet on the die-cast housing, eliminating the need for coolant piping above the heat exchanger. This facilitates a compact powertrain structure and reduces the overall size of the powertrain, thereby facilitating its placement within the electric vehicle and improving the overall performance of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] 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.

[0053] FIG1 is a schematic structural diagram of an electric vehicle provided in one embodiment of the present application;

[0054] FIG2 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0055] FIG3 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0056] FIG4 is a cross-sectional view of a power assembly provided by an embodiment of the present application along the axial direction of the motor;

[0057] FIG5 is a partial enlarged view of the M1 portion of the powertrain in FIG3 ;

[0058] FIG6 is a partial enlarged view of the M1 portion of the powertrain in FIG3 ;

[0059] FIG7 is a schematic structural diagram of a powertrain provided in one embodiment of the present application;

[0060] FIG8 is a cross-sectional view of a power assembly provided by an embodiment of the present application along the axial direction of the motor;

[0061] FIG9 is a schematic diagram of a partial structure of a powertrain provided in one embodiment of the present application;

[0062] FIG10 is a schematic diagram of a partial structure of a powertrain provided in an embodiment of the present application;

[0063] FIG11 is a partial enlarged view of the M2 portion in the powertrain cross-sectional view in FIG8 ;

[0064] FIG12 is a partial enlarged view of the M3 portion in the powertrain cross-sectional view in FIG8 ;

[0065] FIG13 is a partial enlarged view of the M3 portion in the powertrain cross-sectional view in FIG8 ;

[0066] FIG14 is a partial enlarged view of the M4 portion of the partial enlarged view of the powertrain in FIG12;

[0067] FIG15 is a schematic structural diagram of a die-cast housing provided in one embodiment of the present application;

[0068] FIG16 is a top view of the die-cast housing in FIG15;

[0069] FIG17 is a cross-sectional view of the die-cast housing taken along line AA in FIG16;

[0070] FIG18 is a BB cross-sectional view of the die-cast housing in FIG16;

[0071] FIG19 is a cross-sectional view taken along line CC of the die-cast housing in FIG16 ;

[0072] FIG20 is a DD sectional view of the die-cast housing in FIG16;

[0073] FIG21 is a schematic diagram of a heat exchanger provided in one embodiment of the present application;

[0074] FIG22 is a schematic structural diagram of a heat exchanger provided in one embodiment of the present application;

[0075] FIG23 is a schematic structural diagram of a heat exchanger provided in one embodiment of the present application;

[0076] FIG24 is a schematic structural diagram of a mounting plate of a heat exchanger provided in one embodiment of the present application;

[0077] FIG25 is a cross-sectional view of the heat exchanger taken along line EE in FIG22 ;

[0078] FIG26 is a schematic structural diagram of a mounting plate of a heat exchanger provided in one embodiment of the present application;

[0079] FIG27 is a sectional view taken along line FF of the heat exchanger in FIG22 ;

[0080] FIG28 is a cross-sectional view taken along line GG of the heat exchanger in FIG22 ;

[0081] FIG29 is a cross-sectional view of a power assembly along the axial direction of a motor provided by an embodiment of the present application;

[0082] FIG30 is a partial enlarged view of the M5 portion of the powertrain in FIG2 . DETAILED DESCRIPTION

[0083] 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.

[0084] 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.

[0085] 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.

[0086] For ease of understanding, the relevant technical terms involved in the embodiments of this application are explained and described below.

[0087] 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.

[0088] Vertical: The vertical defined in the embodiments of the present application is not limited to an absolute vertical intersection relationship (the angle is 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 degrees to degrees can be understood as a vertical relationship.

[0089] First direction: perpendicular to the first direction and the third direction.

[0090] Second direction: perpendicular to the first direction and the third direction.

[0091] The third direction is perpendicular to the first and second directions.

[0092] 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 not only affect the powertrain's miniaturization and heat dissipation, but also affect energy conversion efficiency, resulting in a decrease in the powertrain's power density. They can also affect the energy transfer path, leading to reduced reliability and dynamic performance. When the powertrain is in operation, it generates significant internal heat, requiring heat exchange to control the powertrain's temperature rise. However, in current powertrains, the coolant delivery conduit is located above the heat exchanger, making the overall powertrain structure less compact and occupying a large space. This arrangement is not feasible in some vehicles with limited space. Furthermore, the presence of numerous external oil and fluid circuits within the die-cast housing increases the risk of leakage and interpenetration within the powertrain, potentially leading to total powertrain failure.

[0093] An embodiment of the present application provides a powertrain comprising a die-cast housing and a heat exchanger. The die-cast housing includes a reducer housing cavity and four openings die-cast within the housing. The reducer housing cavity is configured to accommodate the reducer. Two of the openings are configured to communicate with the fluid channels within the heat exchanger, while the other two openings are configured to communicate with the oil channels within the heat exchanger. The fluid channels within the heat exchanger are configured to exchange heat with the oil channels within the heat exchanger. All four openings face the heat exchanger, enabling coolant and cooling oil within the die-cast housing to communicate with the fluid and oil channels within the heat exchanger. The reducer housing cavity, the four openings, and the heat exchanger are arranged along a first direction perpendicular to the motor axis. The projections of the four openings along the motor radial direction lie within the projection of the reducer housing cavity. By placing the two openings for communicating with the fluid channels within the heat exchanger within the die-cast housing, rather than above the heat exchanger, the embodiment of the present application reduces the space occupied above the heat exchanger, thereby reducing the overall powertrain layout space and addressing the issue of limited space in some vehicle models preventing the layout from being installed in this area.

[0094] The powertrain provided in the embodiments of the present application is applied to electric vehicles to improve the overall performance of the electric vehicles.

[0095] 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 to drive the wheels 40.

[0096] In the embodiment of the present application, the battery pack 30 may also be referred to as a power battery.

[0097] In the embodiment of the present application, the electric vehicle 1 refers to a wheeled device driven or towed by a power device.

[0098] The powertrain 10 provided in an embodiment of the present application will be described in detail below.

[0099] Please refer to FIG. 2 , which is a schematic structural diagram of a powertrain 10 provided in an embodiment of the present application.

[0100] In one embodiment, the powertrain 10 includes a die-cast housing 100, a heat exchanger 400, a motor 300, and a reducer 200. The die-cast housing 100 includes a reducer housing chamber 111 and a motor housing chamber 121. The motor housing chamber 121 is used to accommodate the motor 300, and the reducer housing chamber 111 is used to accommodate the reducer 200. The motor 300 converts electrical energy provided by the motor controller 500 into kinetic energy and transmits the kinetic energy to the reducer input shaft 210 in the reducer 200. The reducer input shaft 210 transmits power to the internal gears of the reducer 200. The output shaft (not shown) of the reducer 200 is used to transmit the power of the motor 300 to the wheels 40.

[0101] In the embodiment of the present application, the die-cast housing 100 may also be referred to as an assembly housing 100, an intermediate integrated housing, an electric drive housing, etc. In the embodiment of the present application, the die-cast housing 100 is a housing formed by integral die-casting.

[0102] In the embodiment of the present application, as shown in FIG2 , the reducer accommodating cavity 111 and the motor accommodating cavity 121 penetrate the die-cast housing 100 along the third direction Y. The motor accommodating cavity 121 is connected to the reducer accommodating cavity 111, and the motor shaft (not shown) of the motor 300 is fixed to the reducer input shaft 210 of the reducer 200. It should be noted that the reducer input shaft 210 here is a schematic position of the reducer input shaft.

[0103] In one embodiment, the powertrain 10 also includes a motor controller 500, which is used to receive direct current from the battery pack 30 and to output alternating current to the motor 300. The motor stator (not shown) in the motor 300 is used to receive the alternating current output by the motor controller 500, and to drive the motor rotor (not shown) and the motor shaft (not shown) in the motor 300 to rotate. The rotation of the motor shaft (not shown) drives the reducer input shaft 210 to rotate.

[0104] In an embodiment of the present application, the die-cast housing 100 is used to accommodate the motor 300 and the reducer 200, wherein the motor 300 is located in the motor accommodating cavity 121 of the die-cast housing 100, the reducer 200 is located in the reducer accommodating cavity 111 of the die-cast housing 100, and the motor controller 500 and the die-cast housing 100 are arranged along the second direction X.

[0105] In one embodiment, the motor 300 and the motor controller 500 share a die-cast housing 100 , which helps reduce the volume of the powertrain 10 and makes the powertrain 10 more centralized.

[0106] Among them, the motor 300 and the reducer 200 will generate a lot of heat when working. When the temperature continues to rise, it will affect the working performance of the motor 300 and the reducer 200. In the embodiment of the present application, the heat exchanger 400 is used to cool the cooling oil in the die-cast shell 100 to cool and lubricate the motor 300 and the reducer 200.

[0107] Please refer to Figures 2 and 3. Figure 3 is a partial exploded view of a powertrain 10 provided in accordance with one embodiment of the present application. In one embodiment, the powertrain 10 includes a die-cast housing 100 and a heat exchanger 400. The die-cast housing 100 includes a reducer accommodating cavity 111 and four openings 170 formed by die-casting inside the die-cast housing 100. The reducer accommodating cavity 111 is used to accommodate the reducer 200. Two openings 170 are used to connect to the liquid passages in the heat exchanger 400, and the other two openings 170 are used to connect to the oil passages in the heat exchanger 400. The openings of the four openings 170 are all oriented toward the heat exchanger 400. The reducer accommodating cavity 111, the four openings 170, and the heat exchanger 400 are arranged along a first direction Z. The first direction Z is perpendicular to the motor axial direction O. The projections of the four openings 170 along the motor radial direction R are located within the projection of the reducer accommodating cavity 111.

[0108] The die-cast housing 100 and the heat exchanger 400 both have isolated liquid channels and oil channels. The liquid channels in the die-cast housing 100 communicate with the liquid channels in the heat exchanger 400, and the oil channels in the die-cast housing 100 communicate with the oil channels in the heat exchanger 400. The liquid channels in the heat exchanger 400 are used to exchange heat with the oil channels in the heat exchanger 400. The liquid channels are used to circulate coolant, and the oil channels are used to circulate cooling oil. The cooling oil is used to contact components in the reducer 200 or the motor 300 to absorb heat. The liquid channels are isolated from the oil channels, and the coolant in the liquid channels is used to absorb heat from the cooling oil in the oil channels.

[0109] In the embodiment of the present application, the reducer housing chamber 111 is used to accommodate the reducer 200. The reducer 200 includes a reducer input shaft 210, which is used to be fixed to the motor shaft. The four openings 170 on the die-cast housing 100 are used to communicate with the heat exchanger 400. Two openings 170 are openings for coolant to flow through and are connected to the liquid channel in the heat exchanger 400. The other two openings 170 are openings for cooling oil to flow through and are connected to the oil channel in the heat exchanger 400. The openings of the four openings 170 are facing the heat exchanger 400, which is conducive to the die-cast housing 100 receiving coolant or cooling oil from the heat exchanger 400. The reducer accommodating cavity 111, the four openings 170 and the heat exchanger 400 are arranged along the first direction Z, and the heat exchanger 400 is placed above the reducer accommodating cavity 111, and the projections of the four openings 170 along the motor radial direction R are located within the projection of the reducer accommodating cavity 111, so that the four openings 170 do not need to occupy too much space of the die-cast housing 100 in the second direction X and the third direction Y, which is conducive to the compact structure and miniaturized design of the powertrain 10.

[0110] The projection along the radial direction R of the motor refers to the projection along the radial direction R of the motor on a projection plane perpendicular to the radial direction R of the motor, wherein the projection plane along the radial direction R of the motor is perpendicular to the radial direction R of the motor.

[0111] In the embodiment of the present application, the motor axis, the powertrain axis and the reducer axis are parallel.

[0112] Please refer to Figures 2, 3, and 4. Figure 4 is a cross-sectional view of a powertrain 10 provided in one embodiment of the present application along the motor axial direction O. In one embodiment, the die-cast housing 100 further includes a motor accommodating cavity 121 die-cast therein. The motor accommodating cavity 121 and the reducer accommodating cavity 111 are spaced apart along the powertrain axial direction O. The axial directions of the four openings 170 are parallel to the first direction Z. Along the first direction Z, the distance between the end surfaces of the four openings 170 facing the heat exchanger 400 and the motor axial direction O is less than half the inner diameter of the motor accommodating cavity 121.

[0113] In an embodiment of the present application, the motor accommodating cavity 121 is used to accommodate the motor 300, and the reducer accommodating cavity 111 is used to accommodate the reducer 200, wherein the motor 300 converts the electrical energy provided by the motor controller 500 into kinetic energy and transmits the kinetic energy to the reducer input shaft 210 in the reducer 200.

[0114] As shown in FIG4 , in the embodiment of the present application, the axial directions of the four openings 170 are parallel to the first direction Z, which facilitates the formation of the four openings 170 along the first direction Z by drafting during the die-cast housing 100 formation process. The distance between the end faces of the four openings 170 facing the heat exchanger 400 and the motor axis along the first direction Z is denoted as L1, and the inner diameter of the motor accommodating cavity 121 is denoted as D1. L1 < 0.5D1. The space occupied by the heat exchanger 400 in the first direction Z does not exceed the space occupied by the motor accommodating cavity 121 in the first direction Z, thereby increasing the height of the powertrain 10. Furthermore, the motor accommodating cavity 121 and the reducer accommodating cavity 111 are arranged along the powertrain axial direction O. Therefore, the heat exchanger 400 can be arranged above the reducer accommodating cavity 111 in the first direction Z, but not above the motor accommodating cavity 121.

[0115] Continuing to refer to Figures 2 and 3, in one embodiment, along the first direction Z, the projection of the heat exchanger 400 does not overlap with the projection of the motor accommodating cavity 121, nor does it overlap with the projection of the reducer accommodating cavity 111, and the projection of the reducer accommodating cavity 111 does not overlap with the projection of the motor accommodating cavity 121. Along the motor axial direction O, the projection of the heat exchanger 400 overlaps with the projection of the motor accommodating cavity 121, and the projection of the heat exchanger 400 does not overlap with the projection of the reducer accommodating cavity 111. This allows the heat exchanger 400 to be adjacent to the reducer accommodating cavity 111 and the motor accommodating cavity 121, and the heat exchanger 400 does not occupy excessive space of the power assembly 10 in the first direction Z, the second direction X, and the third direction Y, thereby facilitating a compact layout of the power assembly 10.

[0116] Please refer to Figure 5, which is a partial enlarged view of portion M1 of the powertrain 10 in Figure 3. In one embodiment, the die-cast housing 100 further includes a plurality of housing mounting holes 101, which are arranged around the periphery of the four openings 170. The housing mounting holes 101 are used to secure the heat exchanger 400. The openings of the housing mounting holes 101 all face the heat exchanger 400. Along the first direction Z, the end surfaces of the plurality of housing mounting holes 101 facing the heat exchanger 400 are flush with the end surfaces of the four openings 170 facing the heat exchanger 400.

[0117] The housing mounting holes 101 are located above the reducer housing cavity 111 of the die-cast housing 100. The housing mounting holes 101 are arranged on the outer periphery of the four openings 170, which facilitates the installation and fixation of the heat exchanger 400 to the die-cast housing 100. The openings of the housing mounting holes 101 are all oriented toward the heat exchanger 400, which also facilitates the installation of the heat exchanger 400 on the die-cast housing 100, making installation simple. In the embodiment of the present application, there are four housing mounting holes 101, namely a first housing mounting hole 1011, a second housing mounting hole 1012, a third housing mounting hole 1013, and a fourth housing mounting hole 1014. The first housing mounting hole 1011 and the second housing mounting hole 1012 are arranged in sequence along the third direction Y, and the projections of the first housing mounting hole 1011 and the second housing mounting hole 1012 along the third direction Y coincide with each other. The third housing mounting hole 1013 and the fourth housing mounting hole 1014 are arranged in sequence along the third direction Y, and the projections of the third housing mounting hole 1013 and the fourth housing mounting hole 1014 along the third direction Y coincide with each other. In this embodiment, the holes are arranged in a regular and symmetrical manner, which is conducive to direct casting through mold processing and is convenient for production.

[0118] In the embodiment of the present application, the shell mounting hole 101 and the end surface of the four openings 170 facing the heat exchanger 400 in the first direction Z are flush, that is, a plane is provided on the die-cast shell 100 for installation of the heat exchanger 400. The structure is regular and it is conducive to the connection and sealing of the four openings 170 with the oil channels and liquid channels in the heat exchanger 400. The shell mounting hole 101 not only serves to install the heat exchanger 400 on the die-cast shell 100, but also provides assistance for the connection and sealing of the four openings 170 with the heat exchanger 400.

[0119] Continuing with Figure 5, in one embodiment, two openings 170 include a housing liquid inlet 1701 and a housing liquid outlet 1702, and the other two openings 170 include a housing oil inlet 1703 and a housing oil outlet 1704. Along a second direction X, the housing liquid outlet 1702 and the housing oil outlet 1704 are sequentially arranged, while the housing oil inlet 1703 and the housing liquid inlet 1701 are sequentially arranged. The second direction X is perpendicular to the first direction Z and the motor axial direction O. Along the motor axial direction O, the housing oil outlet 1704, the housing liquid inlet 1701, and the motor accommodating cavity 121 are sequentially arranged, while the housing liquid outlet 1702, the housing oil inlet 1703, and the motor accommodating cavity 121 are sequentially arranged.

[0120] As shown in Figure 5, in the embodiment of the present application, the housing liquid inlet 1701 and housing liquid outlet 1702, as well as the housing oil inlet 1703 and housing oil outlet 1704, are arranged diagonally and crosswise, facilitating the cross-distribution of the oil and liquid channels within the die-cast housing 100 or heat exchanger 400, further facilitating heat exchange between the oil and liquid channels. The housing oil outlet 1704, housing liquid inlet 1701, and motor accommodating cavity 121 are arranged in sequence, and the housing liquid outlet 1702, housing oil inlet 1703, and motor accommodating cavity 121 are arranged in sequence, facilitating the mutual isolation of the cooling oil and coolant circulation, thereby preventing leakage.

[0121] Referring to Figures 3 and 5 , in the embodiment of the present application, two openings 170 are located on the die-cast housing 100. These openings 170 include a housing liquid inlet 1701 and a housing liquid outlet 1702. The liquid passages within the die-cast housing 100 communicate with the liquid passages within the heat exchanger 400 through the housing liquid inlet 1701 and the housing liquid outlet 1702. In the embodiment of the present application, the housing liquid outlet 1702 delivers coolant from the die-cast housing 100 to the heat exchanger 400, while the housing liquid inlet 1701 delivers the coolant, heated after heat exchange in the heat exchanger 400, into the die-cast housing 100 and outputs it through the liquid passages within the die-cast housing 100 to the cooling system of the entire vehicle.

[0122] Referring to Figures 3 and 5, in the embodiment of the present application, two other openings 170 are located on the die-cast housing 100. The other two openings 170 include a housing oil inlet 1703 and a housing oil outlet 1704. The oil passages within the die-cast housing 100 communicate with the oil passages within the heat exchanger 400 through the housing oil inlet 1703 and the housing oil outlet 1704. In the embodiment of the present application, the housing oil outlet 1704 delivers cooling oil from the die-cast housing 100 to the heat exchanger 400, while the housing oil inlet 1703 delivers cooling oil cooled by the heat exchanger 400 into the die-cast housing 100. The oil then enters the reducer accommodating cavity 111 and the motor accommodating cavity 121 through the oil passages within the die-cast housing 100, providing cooling and lubrication for the internal components of the reducer 200 or the motor 300.

[0123] The coolant includes water, methanol, ethanol, ethylene glycol, glycerol, or other liquid media, and is used to cool the hot cooling oil during vehicle operation. Exemplarily, the coolant is water. Cooling oils include glycol-based cooling oils, synthetic oils, and mineral oils. Exemplarily, the cooling oil is glycol-based cooling oil.

[0124] Please continue to refer to FIG. 5. In one embodiment, the housing oil outlet hole 1704, the housing liquid inlet hole 1701, the housing liquid outlet hole 1702, and the housing oil inlet hole 1703 all protrude from the die-cast housing 100. The surfaces of the housing oil outlet hole 1704, the housing liquid inlet hole 1701, the housing liquid outlet hole 1702, and the housing oil inlet hole 1703 are flush along the first direction Z and are located on the same horizontal plane. In the embodiment of the present application, the arrangement of the housing oil outlet hole 1704, the housing liquid inlet hole 1701, the housing liquid outlet hole 1702, and the housing oil inlet hole 1703 on the die-cast housing 100 is conducive to connecting with the oil channels and liquid ports of the heat exchanger 400, and is conducive to the connection and sealing of the oil channels and liquid channels in the die-cast housing 100 and the heat exchanger 400.

[0125] It should be noted that in the embodiment of the present application, the projection along the first direction Z refers to the projection along the first direction Z on the projection plane perpendicular to the first direction Z. Among them, the projection plane of the projection along the first direction Z is perpendicular to the first direction Z. The projection along the second direction X refers to the projection along the second direction X on the projection plane perpendicular to the second direction X. Among them, the projection plane of the projection along the second direction X is perpendicular to the second direction X. The projection along the third direction Y refers to the projection along the third direction Y on the projection plane perpendicular to the third direction Y. Among them, the projection plane of the projection along the third direction Y is perpendicular to the third direction Y.

[0126] Please refer to FIG. 6. FIG. 6 is a partial enlarged view of the M1 part in the powertrain 10 in FIG. 3. In one embodiment, along the motor axis O, the distance between the center of the housing liquid outlet hole 1702 and the center of the housing oil inlet hole 1703 is less than the distance between the center of the housing liquid outlet hole 1702 and the center of the housing oil outlet hole 1704 along the second direction X. Along the motor axis O, the distance between the center of the housing oil outlet hole 1704 and the center of the housing liquid inlet hole 1701 is less than the distance between the center of the housing liquid outlet hole 1702 and the center of the housing oil outlet hole 1704 along the second direction X.

[0127] As shown in FIG. 6, in the embodiment of the present application, along the motor axis O, the distance between the center of the housing liquid outlet hole 1702 and the center of the housing oil inlet hole 1703 is denoted as L2, the distance between the center of the housing liquid outlet hole 1702 and the center of the housing oil outlet hole 1704 along the second direction X is denoted as L3, and the distance between the center of the housing oil outlet hole 1704 and the center of the housing liquid inlet hole 1701 along the motor axis O is denoted as L4. L2 < L3, L4 < L3. The layout among the housing oil outlet hole 1704, the housing oil inlet hole 1703, the housing liquid inlet hole 1701, and the housing liquid outlet hole 1702 is reasonable, which is conducive to the realization of the mold processing technology, making the preparation simpler and the preparation yield higher.

[0128] Please refer back to Figure 2. In one embodiment, the die-cast shell 100 also includes a total liquid inlet hole 190 and a total liquid outlet hole 180. The total liquid inlet hole 190 is used to connect to the shell liquid outlet hole 1702 through the internal liquid channel of the die-cast shell 100, and the total liquid outlet hole 180 is used to connect to the shell liquid inlet hole 1701 through the internal liquid channel of the die-cast shell 100. Along the first direction Z, the total liquid inlet hole 190 and the total liquid outlet hole 180 are arranged at the end of the four openings 170 away from the heat exchanger 400. In an embodiment of the present application, the die-cast shell 100 includes a total liquid inlet hole 190 and a total liquid outlet hole 180, so that the coolant entering from the total liquid inlet hole 190 flows through the liquid channel in the die-cast shell 100 and then enters the heat exchanger 400 through the shell liquid outlet hole 1702, so that the coolant can cool the components in the die-cast shell 100, for example, the reducer 200. Compared with setting the total liquid inlet hole 190 in the heat exchanger 400, the embodiment of the present application is more conducive to improving the heat exchange effect.

[0129] Among them, the main liquid inlet 190 is used to input coolant from the vehicle's cooling system, and the main liquid outlet 180 is used to output the coolant after heat exchange with the hot cooling oil. The coolant entering from the main liquid inlet 190 passes through the liquid channel in the die-cast shell 100 and the shell outlet 1702 into the liquid channel in the heat exchanger 400. The liquid channel in the heat exchanger 400 exchanges heat with the oil channel in the heat exchanger 400. The coolant in the liquid channel absorbs the heat of the cooling oil in the oil channel and then enters the liquid channel in the die-cast shell 100 through the shell inlet 1701 in the die-cast shell 100 and is output from the main liquid outlet 180. In this application, the heat exchanger 400 is used to exchange heat with the hot cooling oil of the entire vehicle. The main liquid inlet 190 is used to receive coolant, and the main liquid outlet 180 is used to output the coolant cooled by the heat exchanger 400. The heated coolant returns to the coolant circulation system of the entire vehicle.

[0130] In the embodiment of the present application, the die-cast shell 100 includes a total liquid inlet hole 190 and a total liquid outlet hole 180. The total liquid inlet hole 190 and the total liquid outlet hole 180 are part of the die-cast shell 100. Compared with setting the total liquid inlet hole 190 and the total liquid outlet hole 180 on the heat exchanger 400, the die-cast shell 100 including the total liquid inlet hole 190 and the total liquid outlet hole 180 in the embodiment of the present application can improve the integration of the powertrain 10, thereby increasing the space utilization of the powertrain 10.

[0131] Continuing with Figures 3 and 5 , in one embodiment, the axis of the main liquid inlet 190 and the axis of the main liquid outlet 180 are parallel to the second direction X, and the openings of the main liquid inlet 190 and the main liquid outlet 180 face opposite directions along the second direction X. Along the second direction X, the main liquid inlet 190, the housing liquid outlet 1702, and the housing oil outlet 1704 are arranged sequentially, with the main liquid inlet 190 adjacent to and communicating with the housing liquid outlet 1702. Along the second direction X, the housing oil inlet 1703, the housing liquid inlet 1701, and the main liquid outlet 180 are arranged sequentially, with the housing liquid inlet 1701 adjacent to and communicating with the main liquid outlet 180. Among them, the shell liquid outlet hole 1702, the shell oil outlet hole 1704, the shell oil inlet hole 1703 and the shell liquid inlet hole 1701 are all located on the die-cast shell 100, and their projections in the first direction Z all fall into the heat exchanger 400, that is, the total liquid inlet hole 190, the heat exchanger 400 and the total liquid outlet hole 180 are arranged along the second direction X, and the total liquid inlet hole 190 and the total liquid outlet hole 180 are arranged on both sides of the heat exchanger 400, as well as on both side ends of the die-cast shell 100, so that the total liquid inlet hole 190 and the total liquid outlet hole 180 are separated, ensuring the isolation effect of the inlet and outlet liquids, and facilitating the installation of the total liquid inlet hole 190 and the total liquid outlet hole 180 with the water pipe, thereby improving the assembly convenience.

[0132] As shown in Figures 3 and 5 , in one embodiment, along a first direction Z, the main liquid inlet 190 and the main liquid outlet 180 are spaced apart from the heat exchanger 400. Along a second direction X, the main liquid inlet 190, the heat exchanger 400, and the main liquid outlet 180 are arranged in sequence. The second direction X is perpendicular to the first direction Z and the motor axial direction O. In other embodiments, the main liquid inlet 190 and the main liquid outlet 180 may be arranged in other relative positions within the die-cast housing 100, such as being located on the same side of the heat exchanger 400 along the second direction X, the first direction Z, or the third direction Y. In other embodiments, the main liquid inlet 190, the heat exchanger 400, and the main liquid outlet 180 are arranged in sequence along the third direction Y, or the arrangement order of the main liquid inlet 190 and the main liquid outlet 180 is opposite to that shown in Figure 2 . In comparison, the layout of Figure 2 of the embodiment of the present application is conducive to the arrangement of external water pipes in the powertrain 10, shortening the length of the pipe required to connect the total liquid inlet 190 with the electronically controlled liquid outlet 151 of the motor controller 500, and the length of the pipe required for the coolant flowing out of the total liquid outlet 180 to flow back to the vehicle cooling system, thereby making the overall layout of the powertrain 10 more compact and occupying less space, which is conducive to reducing the volume of the powertrain 10 and optimizing the layout of the vehicle.

[0133] Referring back to FIG. 2 , in one embodiment, the heat exchanger 400 , the total liquid inlet 190 , and the total liquid outlet 180 are arranged adjacent to the reducer accommodating chamber 111 .

[0134] In the embodiment of the present application, by arranging the heat exchanger 400, the main liquid inlet 190, and the main liquid outlet 180 adjacent to the reducer housing chamber 111, the path for the coolant entering from the main liquid inlet 190 to be transmitted to the heat exchanger 400 is shortened, and the path for the coolant after heat exchange in the heat exchanger 400 to be transmitted to the main liquid outlet 180 is shortened. This helps ensure the heat exchange effect between the coolant and the oil passages of the heat exchanger 400, and also helps to make the structural layout of the heat exchanger 400, the main liquid inlet 190, and the main liquid outlet 180 more centralized. In the embodiment of the present application, the main liquid inlet 190 and the main liquid outlet 180 occupy a small space along the second direction X and do not occupy the space of the reducer housing chamber 111 in the second direction X. As a result, the space occupied by the die-cast housing 100 in the second direction X is also reduced, which helps to make the layout of the powertrain 10 more compact and reduce the space occupied by the powertrain 10 in the vehicle body.

[0135] Please refer back to Figure 3. In one embodiment, the die-cast housing 100 also includes a motor shaft hole 102, which is used to accommodate part of the motor shaft. The motor shaft is used to be connected to the reducer input shaft 210 in the reducer 200. The motor shaft hole 102 is connected to the interior of the reducer accommodating cavity 111 and the motor accommodating cavity 121. The reducer accommodating cavity 111, the motor shaft hole 102 and the motor accommodating cavity 121 are arranged in sequence along the motor axis O.

[0136] In the embodiment of the present application, the die-cast housing 100 is formed by integrated die-casting, the reducer housing 111 is used to accommodate the reducer 200, the motor housing 121 is used to accommodate the motor 300, and the motor shaft hole 102 is located inside the motor 300. The motor 300 stator in the motor 300 is used to receive the AC power output by the motor controller 500, driving the motor 300 rotor and the motor shaft in the motor 300 to rotate, and the rotation of the motor shaft drives the reducer input shaft 210 to rotate. Among them, the reducer housing 111, the motor shaft hole 102, and the motor housing 121 are arranged in sequence along the motor axis O, which facilitates the transmission connection between the motor shaft and the reducer input shaft 210.

[0137] Continuing with FIG3 , in one embodiment, along the first direction Z, the total liquid inlet hole 190 and the total liquid outlet hole 180 are both located between the axis of the four openings 170 and the motor shaft hole 102. Along the motor axial direction O, the total liquid inlet hole 190, the total liquid outlet hole 180, the motor shaft hole 102, and the motor accommodating cavity 121 are arranged in sequence.

[0138] As shown in FIG3 , in the embodiment of the present application, the main liquid inlet hole 190, the main liquid outlet hole 180, and the four openings 170 are all located on the die-cast housing 100, wherein the main liquid inlet hole 190 and the main liquid outlet hole 180 are located below the four openings 170 along the first direction Z, so that the coolant enters the heat exchanger 400 from the top of the die-cast housing 100. After undergoing heat exchange with the heat exchanger 400, the coolant also flows into the die-cast housing 100 from the top of the die-cast housing 100, making the coolant flow path shorter and smoother, thereby improving the heat exchange effect. Among them, the coolant entering from the main liquid inlet hole 190 flows through the liquid channel within the die-cast housing 100 and enters the heat exchanger 400 through a shorter path, which can improve the cooling effect of the oil channel within the heat exchanger 400, and further improve the cooling effect of the cooling oil in the oil channel on the reducer 200 and the motor 300, thereby ensuring the working efficiency of the powertrain 10. The total liquid inlet hole 190 and the total liquid outlet hole 180 are both located between the four openings 170 and the axis of the motor shaft hole 102, which is conducive to the compact arrangement of the total liquid inlet hole 190 and the total liquid outlet hole 180 and the four openings 170 along the first direction Z, and is conducive to the miniaturization of the structure of the power assembly 10.

[0139] Referring back to Figure 4 , in one embodiment, the die-cast housing 100 further includes a reducer oil hole 164 , which is used to connect to the housing oil inlet hole 1703 through the internal oil passage of the die-cast housing 100 . The axis of the reducer oil hole 164 is parallel to the motor axial direction O, and the opening of the reducer oil hole 164 faces away from the motor accommodating cavity 121 along the motor axial direction O. The reducer oil hole 164 , the housing oil inlet hole 1703 , and the heat exchanger 400 are arranged in sequence along the first direction Z. The reducer oil hole 164 is connected to the housing oil inlet hole 1703 and is spaced apart from the housing liquid outlet hole 1702 .

[0140] As shown in FIG4 , in the embodiment of the present application, the reducer oil hole 164 is formed by integrated die-casting and die-casting, simplifying the process. Cooling oil within the die-cast housing 100 can flow through the housing oil inlet 1703 into the reducer oil hole 164. The reducer oil hole 164 can then deliver the cooling oil to the internal components of the reducer 200, providing cooling and lubrication for the reducer 200. The axis of the reducer oil hole 164 is parallel to the motor axial direction O, and the opening of the reducer oil hole 164 is oriented away from the motor accommodating cavity 121 along the motor axial direction O. This facilitates die-cast housing 100 demolding during the forming process and also facilitates the regular arrangement of the reducer oil hole 164 on the die-cast housing 100. The reducer oil hole 164, the housing oil inlet 1703, and the heat exchanger 400 are arranged sequentially along the first direction Z, facilitating the cooling oil, after being cooled by the heat exchanger 400, to flow from the heat exchanger 400 through the housing oil inlet 1703 and the reducer oil hole 164, providing cooling and lubrication for the internal components of the reducer 200. Furthermore, this layout allows the cooling oil to flow in the direction of gravity, which helps reduce energy loss. The connection between reducer oil hole 164 and housing oil inlet hole 1703 facilitates the flow of cooling oil from heat exchanger 400 into die-cast housing 100 through housing oil inlet hole 1703. The isolation of reducer oil hole 164 from housing liquid outlet hole 1702 helps prevent leakage between the cooling oil and coolant within die-cast housing 100.

[0141] It should be noted that the reducer oil hole 164 can be formed by the reducer oil passage protrusion 160 integrally die-casted on the die-cast housing 100 and the reducer end cover 130, that is, the reducer oil hole 164 can also be the protruding oil hole 162. In some embodiments, if the reducer oil passage protrusion 160 is not present, the opening of the reducer oil hole 164 can be flush with the end surface of the die-cast housing 100 facing the reducer end cover.

[0142] Please refer to Figures 7, 8, 9 and 10. Figure 7 is a schematic structural diagram of the powertrain provided in one embodiment of the present application. Figure 8 is a cross-sectional view of the powertrain 10 provided in one embodiment of the present application along the motor axis O. Figure 9 is a schematic partial structural diagram of the powertrain 10 provided in one embodiment of the present application. Figure 10 is a schematic partial structural diagram of the powertrain 10 provided in one embodiment of the present application. In one embodiment, the die-cast housing 100 includes an integrally die-cast reducer accommodating chamber 111, a motor accommodating chamber 121 and a reducer oil channel protrusion 160. The reducer accommodating chamber 111 and the motor accommodating chamber 121 are used to accommodate the reducer 200 and the motor 300, respectively. The powertrain 10 also includes a reducer end cover 130. The reducer end cover 130, the reducer accommodating chamber 111 and the motor accommodating chamber 121 are arranged in sequence along the motor axis O. Among them, along the motor axis O, the reducer oil channel protrusion 160 protrudes from the end face of the die-cast shell 100 toward the reducer end cover 130, and the reducer oil channel protrusion 160 is used to be embedded in the internal oil channel of the reducer end cover 130. The reducer oil channel protrusion 160 also includes a protruding oil hole 162, and the opening of the protruding oil hole 162 faces the reducer end cover 130. The protruding oil hole 162 is used to directly connect to the internal oil channel of the reducer end cover 130 and to connect to the motor accommodating cavity 121 through the internal oil channel of the die-cast shell 100.

[0143] As shown in Figures 7, 8, 9 and 10, in the embodiment of the present application, the die-cast housing 100 is formed by integrated die-casting, which is beneficial to improving the reliability of the powertrain 10. The reducer end cover 130 is used to cover the reducer accommodating cavity 111. The powertrain 10 also includes a motor end cover 140. The motor end cover 140 is used to cover the motor accommodating cavity 121. The reducer 200 and the motor 300 will generate a lot of heat during operation and need to be cooled and lubricated with cooling oil. The reducer oil channel protrusion 160 and the reducer end cover 130 are embedded in each other to connect the die-cast housing 100 and the reducer end cover 130. Among them, the protruding oil hole 162 of the reducer oil channel protrusion 160 is connected to the internal oil channel of the reducer end cover 130, both of which are used to transport cooling oil from the heat exchanger 400, so that the cooling oil can flow inside the die-cast housing 100 and the reducer end cover 130 for cooling and lubricating the reducer 200 and the motor 300.

[0144] In the embodiment of the present application, the raised oil hole 162 and the internal oil channel of the reducer end cover 130 are connected by an embedded structure to output the cooling oil to the reducer 200 or the motor shaft system for cooling and lubrication. The oil seal hole 163 is formed by the cooperation of the shell structure to seal the oil channel, without the need for additional sealing rings and gaskets, thereby meeting the requirements of reducing the number of parts, simple assembly, reliable function, smooth oil conduction, etc., and improving the reliability performance of the powertrain 10.

[0145] In one embodiment, the internal oil passage of the reducer end cover 130 and the raised oil hole 162 of the reducer oil passage protrusion 160 are formed by die drawing, which is a simple process. The internal oil passage of the reducer end cover 130 and the raised oil hole 162 of the reducer oil passage protrusion 160 are connected, and the opening of the raised oil hole 162 faces the reducer end cover 130, which is conducive to the cooling oil flowing from the raised oil hole 162 of the reducer oil passage protrusion 160 to the internal oil passage of the reducer end cover 130.

[0146] Please refer to Figure 11, which is a partial enlarged view of section M2 in the cross-sectional view of powertrain 10 in Figure 8. In one embodiment, reducer end cover 130 includes an end cover oil hole 131 die-cast therein. End cover oil hole 131 is configured to communicate with protruding oil hole 162. The opening of end cover oil hole 131 faces die-cast housing 100 along the motor axial direction O and is configured to accommodate reducer oil channel protrusion 160.

[0147] As shown in FIG11 , in the embodiment of the present application, the reducer end cover 130 is used to cover the reducer housing chamber 111, which is used to accommodate the reducer 200. The end cover oil hole 131 inside the reducer end cover 130 is formed by die-casting drafting, which is a simple process. The end cover oil hole 131 inside the reducer end cover 130 is connected to the raised oil hole 162 of the reducer oil channel protrusion 160, which is used to transport cooling oil. The opening of the end cover oil hole 131 is oriented along the motor axial direction O toward the die-cast housing 100, which facilitates the end cover oil hole 131 to accommodate the reducer oil channel protrusion 160 inside the die-cast housing 100, connecting the oil channel inside the reducer end cover 130 with the oil channel inside the die-cast housing 100. Cooling oil flows from the raised oil hole 162 of the reducer oil channel protrusion 160 to the end cover oil hole 131 inside the reducer end cover 130.

[0148] Please refer to Figures 8 and 12. Figure 12 is a partial enlarged view of the M3 portion in the cross-sectional view of the powertrain 10 in Figure 8. In one embodiment, the reducer end cover 130 further includes an end cover oil passage 132, and the end cover oil hole 131 and the end cover oil passage 132 are arranged along the motor axial direction O. Partially, along the motor radial direction R, the projection of the reducer oil passage protrusion 160 overlaps with the projection of the end cover oil hole 131. Along the motor axial direction O, the reducer oil passage protrusion 160 and the end cover oil passage 132 are arranged at intervals. The inner diameter of the end cover oil hole 131 is larger than the inner diameter of the end cover oil passage 132, and the outer diameter of the reducer oil passage protrusion 160 is larger than the inner diameter of the end cover oil passage 132.

[0149] As shown in Figures 8 and 12, in the embodiment of the present application, the end cover oil passage 132 is located in the reducer end cover 130, and the end cover oil hole 131 is connected to the end cover oil passage 132. The end cover oil passage 132 is used to circulate the cooling oil input through the raised oil hole 162 of the reducer oil passage protrusion 160 accommodated by the end cover oil hole 131, for cooling the internal parts of the reducer 200. The cooling oil circulates from the raised oil hole 162 of the reducer oil passage protrusion 160, the end cover oil hole 131, and the end cover oil passage 132 in sequence. Along the radial direction R of the motor, the projection of the reducer oil channel protrusion 160 partially overlaps with the projection of the end cover oil hole 131, which is beneficial to ensuring effective communication between the reducer oil channel protrusion 160 and the end cover oil hole 131, thereby facilitating the communication between the oil channel in the reducer 200 protrusion and the end cover oil channel 132 in the reducer end cover 130, as well as the sealing of the cooling oil flowing from the oil channel in the reducer 200 protrusion to the end cover oil channel 132.

[0150] As shown in FIG12 , in the embodiment of the present application, the reducer oil passage protrusion 160 is connected to the oil passage in the reducer end cover 130 via the protruding oil hole 162 and is arranged sequentially along the motor axial direction O. Along the motor radial direction R, the projection of the reducer oil passage protrusion 160 partially overlaps with the projection of the reducer end cover 130. The protruding oil hole 162 and the end cover oil passage 132 are respectively surrounded by the die-cast housing 100 and the reducer end cover 130, so that the cooling oil from the heat exchanger 400 reaches the reducer 200 or the motor 300 located in the die-cast housing 100 more quickly. In addition, this arrangement does not occupy space outside the periphery of the die-cast housing 100 and the reducer end cover 130, which is conducive to the compact structure of the powertrain 10 and reduces the overall volume of the powertrain 10.

[0151] As shown in Figure 12, in the embodiment of the present application, the inner diameter of the end cover oil hole 131 is recorded as D2, the inner diameter of the end cover oil channel 132 is recorded as D3, and the outer diameter of the reducer oil channel protrusion 160 is recorded as D4, D2>D3, D4>D3. The reduction in the inner diameter of the pipeline during the circulation of the cooling oil is conducive to increasing the oil pressure of the cooling oil when it flows from the end cover oil hole 131 into the end cover oil channel 132, ensuring that the oil pressure of the cooling oil does not decay during the circulation process, and is conducive to the cooling oil being sprayed more smoothly on the components of the reducer 200 to cool and lubricate the reducer 200, and making it difficult for the cooling oil to flow out from the gap between the reducer oil channel protrusion 160 and the end cover oil hole 131, thereby ensuring the sealing between the end cover oil hole 131 and the reducer oil channel protrusion 160, thereby eliminating the need for additional sealing components and saving costs.

[0152] As shown in FIG12 , in one embodiment, along the motor radial direction R, the difference between the inner diameter of the end cover oil hole 131 and the outer diameter of the reducer oil channel protrusion 160 is greater than or equal to 0.1 mm and less than or equal to 0.2 mm.

[0153] In the embodiment of the present application, the difference between the inner diameter of the end cover oil hole 131 and the outer diameter of the reducer oil channel protrusion 160 is recorded as L5, L5 = (D2-D4). The mutually embedded contact surfaces need to ensure a certain degree of flatness in order to finely control the size of L1. The inner diameter of the end cover oil hole 131 and the outer diameter of the reducer oil channel protrusion 160 are both formed by machining, which is conducive to making the surface relatively smooth and ensuring the convenience of assembly and sealing.

[0154] As shown in FIG12 , in one embodiment, L5 = (D2 - D4) = 0.2 mm, which makes the structural coordination between the end cover oil hole 131 and the reducer oil channel protrusion 160 more convenient, and helps ensure assembly convenience and sealing.

[0155] As shown in FIG. 12 , in one embodiment, L5 = ( D2 - D4 ) = 0.15 mm, which is beneficial for ensuring assembly convenience and sealing.

[0156] 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. The projection along the motor axial direction O refers to the projection along the motor axial direction O on a projection plane perpendicular to the motor axial direction O, wherein the projection plane along the motor axial direction O is perpendicular to the motor axial direction O.

[0157] Please refer to Figure 13, which is a partial enlarged view of section M3 in the cross-sectional view of powertrain 10 in Figure 8. In one embodiment, along the motor axial direction O, raised oil hole 162 includes an outlet 166 facing end cover oil passage 132. End cover oil passage 132 includes an inlet 133 facing raised oil hole 162. The inner diameter of outlet 166 of raised oil hole 162 is smaller than the inner diameter of inlet 133 of end cover oil passage 132.

[0158] As shown in FIG13 , in the embodiment of the present application, the raised oil hole 162 is located on the reducer oil passage protrusion 160, and the end cover oil passage 132 is part of the oil passage inside the reducer end cover 130. The outlet 166 of the raised oil hole 162 refers to the location where the cooling oil flows out of the reducer oil passage protrusion 160, and the inlet 133 of the end cover oil passage 132 refers to the location where the cooling oil flows into the end cover oil passage 132 inside the reducer end cover 130. In the embodiment of the present application, both the raised oil hole 162 and the end cover oil passage 132 are used to transport cooling oil. The outlet 166 of the raised oil hole 162 faces the end cover oil passage 132, and the inlet 133 of the end cover oil passage 132 faces the raised oil hole 162 oil passage, which facilitates the cooling oil to flow smoothly from the raised oil hole 162 to the end cover oil passage 132 inside the reducer end cover 130 via a short path.

[0159] In the embodiment of the present application, the inner diameter of the outlet 166 of the raised oil hole 162 is denoted as D5, and the inner diameter of the inlet 133 of the end cover oil passage 132 is denoted as D6. D5 < D6 facilitates the end cover oil passage 132 to accommodate all cooling oil delivered from the raised oil hole 162, thereby providing better cooling and lubrication for the components of the reducer 200. D5 < D6 increases the pressure of the cooling oil during circulation, allowing the cooling oil to enter the end cover oil passage 132 at a higher speed and preventing the cooling oil from entering the gap between the end cover oil hole 131 and the raised oil hole 162, thereby improving the sealing effect.

[0160] Please continue to refer to Figure 11. In one embodiment, the axis of the raised oil hole 162 is parallel to the motor axial direction O. Along the motor axial direction O, the inner diameter of the raised oil hole 162 gradually decreases from the end facing the end cover oil passage 132 to the end away from the end cover oil passage 132. The inner diameter of the end cover oil passage 132 gradually decreases from the end facing the raised oil hole 162 to the end away from the raised oil hole 162.

[0161] As shown in FIG11 , in the embodiment of the present application, the raised oil hole 162 is located in the die-cast housing 100. The axis of the raised oil hole 162 is parallel to the motor axial direction O, which facilitates a smoother and simpler demolding process for forming the raised oil hole 162 in the die-cast housing 100. The end cover oil passage 132 is part of the oil passage in the reducer end cover 130. Cooling oil flows from the reducer oil passage protrusion 160 into the end cover oil passage 132 in the reducer end cover 130.

[0162] As shown in FIG11 , in the embodiment of the present application, the inner diameter of the raised oil hole 162 gradually decreases from one end of the end cover oil passage 132 to the end away from the end cover oil passage 132. That is, the inner diameter of the raised oil hole 162 gradually increases from the end away from the end cover oil passage 132 to the end closer to the end cover oil passage 132. This helps reduce the flow resistance of the cooling oil cooled from the heat exchanger 400 during the process of being transported through the raised oil hole 162, thereby better delivering the cooling oil to the raised oil hole 162. Furthermore, the inner diameter of the end cover oil passage 132 gradually decreases from the end toward the end away from the raised oil hole 162, thereby increasing the oil pressure of the cooling oil input from the raised oil hole 162 during the process of flowing through the end cover oil passage 132, ensuring that the pressure of the cooling oil flow does not decay, thereby facilitating better delivery of the cooling oil in the end cover oil passage 132 to the reducer 200, cooling and lubricating the internal components of the reducer 200, and improving the sealing effect.

[0163] Referring to Figures 12 and 13 , in one embodiment, the reducer end cover 130 further includes an oil seal hole 163, which is used to accommodate cooling oil and a portion of the reducer oil passage protrusion 160. Along the motor axial direction O, the end cover oil passage 132, the end cover oil hole 131, and the oil seal hole 163 are arranged in sequence. Along the motor radial direction R, the inner diameter of the oil seal hole 163 is larger than the inner diameter of the end cover oil hole 131, and the inner diameter of the oil seal hole 163 is larger than the outer diameter of the reducer oil passage protrusion 160. Along the motor axial direction O, the inner diameter of the oil seal hole 163 gradually increases from the end facing the end cover oil hole 131 to the end facing away from the end cover oil hole 131.

[0164] As shown in Figures 12 and 13, in the embodiment of the present application, the inner wall of the oil seal hole 163 fits together with the reducer oil channel protrusion 160 of the die-cast housing 100 to form a space for accommodating cooling oil. The cooling oil accommodated in the oil seal hole 163 is the cooling oil flowing out from the reducer oil channel protrusion 160 that cooperates with the protruding oil hole 162 or the end cover oil hole 131.

[0165] As shown in Figures 12 and 13, in this embodiment of the present application, the inner diameter of oil seal hole 163 is D7, the inner diameter of end cover oil hole 131 is D2, and the outer diameter of reducer oil passage boss 160 is D4. D7 > D2 and D7 > D4, which facilitates oil seal hole 163 to accommodate cooling oil flowing from end cover oil passage 132 and end cover oil hole 131. In this embodiment of the present application, oil seal hole 163 is used to seal the connection between boss oil hole 162 and end cover oil hole 131 through their interlocking connection. It stores cooling oil flowing from the gap formed between the inner wall of end cover oil hole 131 and the outer wall of reducer oil passage boss 160, preventing leakage of cooling oil, thereby ensuring a sealing effect between boss oil hole 162 and end cover oil hole 131. Furthermore, no additional sealing rings, gaskets, or end surface glue are required to achieve sealing. Sealing is achieved solely through the structural coordination between the housings, reducing the number of parts used, thereby lowering costs and improving competitiveness.

[0166] In one embodiment, along the motor axial direction O, the inner diameter of the oil seal hole 163 gradually increases from the end facing the end cap oil hole 131 to the end away from the end cap oil hole 131. This increases the surface contact angle formed between the inner wall of the oil seal hole 163 and the outer wall of the reducer oil passage protrusion 160, making it less likely to leak. Furthermore, this gradually increasing contact angle creates a buffering force and resistance for the diffusion flow of the cooling oil within the oil seal hole 163, thereby preventing leakage of the cooling oil from the oil seal hole 163 to a certain extent.

[0167] Please refer to Figure 14, which is a partial enlarged view of the M4 portion of the partial enlarged view of the power assembly 10 in Figure 12. In one embodiment, the angle between the inner surface of the oil seal hole 163 and the motor axis O is less than 30°.

[0168] In the embodiment of the present application, the angle between the inner surface of the oil seal hole 163 and the motor axial direction O is denoted as α. The angle α is less than 30° to ensure sufficient tension within the oil seal hole 163. This allows the cooling oil to stop flowing outward due to the localized tension on the inner surface of the oil seal hole 163 as it flows through the oil seal hole 163. This prevents the cooling oil from leaking out of the oil seal hole 163 after flowing into the oil seal hole 163.

[0169] As shown in FIG14 , in one embodiment, along the motor axial direction O, the length of the oil seal hole 163 is smaller than the length of the end cover oil hole 131 , and the length of the oil seal hole 163 is smaller than the difference between the lengths of the reducer oil channel protrusion 160 and the oil seal hole 163 .

[0170] In this embodiment, the inner surface of oil seal hole 163, the embedded oil cover 161, and a portion of the outer wall of reducer oil passage protrusion 160 form an oil seal space. End cover oil hole 131 is part of the oil passage within reducer end cover 130 and is used to accommodate reducer oil passage protrusion 160. The length of oil seal hole 163 is denoted as L6, the length of end cover oil hole 131 is denoted as L7, and the length of reducer oil passage protrusion 160 is denoted as L8. In this embodiment, L6 < L7 and L6 < (L8 - L6) facilitates a better seal between oil seal hole 163 and protrusion oil hole 162 and end cover oil hole 131. If L6 > L7 or L6 > L8 - L6, oil seal hole 163 may become too long, increasing its overall volume and storing more cooling oil. This, in turn, creates a greater impact force on the cooling oil, creating a risk of leaking through oil seal hole 163.

[0171] Please refer to Figures 11 and 14. In one embodiment, along the motor axial direction O, the end surface of the reducer end cover 130 facing the die-cast housing 100 includes an end cover oil cover 134, and the end surface of the die-cast housing 100 facing the reducer end cover 130 includes an embedded oil cover 161. The end cover oil cover 134 is fitted with a portion of the embedded oil cover 161, and the space between the oil seal hole 163, the reducer oil channel protrusion 160 and the portion of the embedded oil cover 161 is used to accommodate cooling oil.

[0172] As shown in FIG14 , in this embodiment of the present application, a space for accommodating cooling oil for oil sealing is formed by the inner wall of oil seal hole 163, end cover oil cover 134, and embedded oil cover 161. Oil seal hole 163 surrounds the outside of raised oil hole 162, and a cross-section of oil seal hole 163 parallel to the motor axis O is a right triangle. The end cover oil cover 134 and embedded oil cover 161 work together to facilitate the formation of the oil seal space. These two surfaces form the contacting surfaces of the die-cast housing 100 and the reducer end cover 130. Both end cover oil cover 134 and embedded oil cover 161 are machined to ensure smoothness. This flatness of the end surfaces facilitates the seal between end cover oil cover 134 and embedded oil cover 161, thereby improving the reliability of powertrain 10. The space between the oil seal hole 163, the reducer oil channel protrusion 160 and the partially embedded oil seal end face accommodates the cooling oil to prevent the cooling oil from leaking, thereby achieving sealing of the mutually embedded structures.

[0173] As shown in Figure 14, in one embodiment, along the motor radial direction R, the reducer oil passage protrusion 160, the inner wall of the oil seal hole 163, and the end cap oil cover 134 are arranged in sequence. Along the motor axial direction O, the inner wall of the end cap oil hole 131, the inner wall of the oil seal hole 163, and the embedded oil cover 161 are connected in sequence. Along the motor radial direction R, the embedded oil cover 161 surrounds the outer circumference of the reducer oil passage protrusion 160 and is perpendicular to the motor axial direction O.

[0174] In this embodiment, along the motor radial direction R, the reducer oil passage protrusion 160, the inner wall of the oil seal hole 163, and the end cover oil cover 134 are arranged sequentially. This facilitates forming a gradually expanding outer ring around the protruding oil hole 162, thereby preventing cooling oil from leaking from the protruding oil hole 162 and the end cover oil passage 132 into other parts of the die-cast housing 100. Along the motor axial direction O, the inner wall of the end cover oil hole 131, the inner wall of the oil seal hole 163, and the embedded oil cover 161 are sequentially connected, facilitating the flow of cooling oil into the oil seal hole 163 and achieving a sealing effect. This arrangement also opposes the flow direction of cooling oil in the protruding oil hole 162 and the end cover oil passage 132, thereby preventing further cooling oil from flowing into the oil seal hole 163, thereby preventing the oil seal hole 163 from exceeding its capacity and causing leakage. Along the motor radial direction R, the embedded oil cover 161 surrounds the outer circumference of the reducer oil passage protrusion 160 and is perpendicular to the motor axial direction O. The embedded oil cover 161 is arranged around the outer periphery of the reducer oil channel protrusion 160, which is conducive to the embedded oil cover 161 to better seal the reducer oil channel protrusion 160 in all directions. The embedded oil cover 161 is perpendicular to the motor axial direction O, and provides an interception resistance to the flow of cooling oil along the motor axial direction O, which is conducive to better preventing the cooling oil from leaking from the oil seal hole 163.

[0175] Please refer back to Figure 13. In one embodiment, along the radial direction R of the motor, the inner wall surface of the end cover oil channel 132 and the inner wall surface of the raised oil hole 162 are rough surfaces, and the inner wall surface of the end cover oil hole 131 and the outer surface of the reducer oil channel protrusion 160 are machined surfaces.

[0176] As shown in Figure 13, in the embodiment of the present application, the end cover oil channel 132 and the end cover oil hole 131 together constitute the oil channel in the reducer end cover 130. The end cover oil hole 131 is used to accommodate the reducer oil channel protrusion 160. The protruding oil hole 162 of the reducer oil channel protrusion 160 is connected to the oil channel in the reducer end cover 130 to transport cooling oil for cooling and lubrication of the reducer 200 or the motor 300.

[0177] In the embodiment of the present application, the inner wall surface of the end cap oil passage 132 and the inner wall surface of the raised oil hole 162 are rough surfaces. The end cap oil passage 132 and the raised oil hole 162 are formed by die-casting. The die-casting method has relatively simple process requirements, is easy to process, and has high density, thus preventing cooling oil leakage. The inner wall surface of the end cap oil hole 131 and the outer surface of the reducer oil passage protrusion 160 are machined surfaces, ensuring the flatness of the inner wall surface of the end cap oil hole 131 and the outer surface of the reducer oil passage protrusion 160, thereby ensuring the convenience of the end cap oil hole 131 and the reducer oil passage protrusion 160 when they are embedded in each other, and facilitating the sealing of the cooling oil flow channel formed by the inner wall of the end cap oil hole 131 and the outer wall of the reducer oil passage protrusion 160.

[0178] Referring back to FIG. 11 , as shown in FIG. 11 , in one embodiment, the die-cast housing 100 further includes an integrally die-cast housing oil inlet 1703. The housing oil inlet 1703 is used to communicate with the heat exchanger 400 and with the motor accommodating cavity 121 via an internal oil passage of the die-cast housing 100. The axis of the housing oil inlet 1703 is parallel to a first direction Z, and the opening of the housing oil inlet 1703 faces away from the reducer accommodating cavity 111 along the first direction Z. The reducer accommodating cavity 111, the raised oil hole 162, and the housing oil inlet 1703 are sequentially arranged along the first direction Z, which is perpendicular to the axial direction of the power assembly 10.

[0179] As shown in Figure 11, in the embodiment of the present application, the heat exchanger 400 is used to exchange heat and cool the hot cooling oil in the powertrain 10. The heat exchanger 400 is placed above the die-cast housing 100 near one end of the reducer accommodating cavity 111. The heat exchanger 400 has an internal oil channel for exchanging heat with the cooling water from the entire vehicle. The housing oil inlet 1703 is used to receive the cooling oil output from the internal oil channel of the heat exchanger 400 and output the cooling oil to the oil channel of the reducer oil channel protrusion 160 to flow into the interior of the die-cast housing 100. The cooling oil flows through the internal oil channel of the heat exchanger 400, the housing oil inlet 1703, the protrusion oil hole 162, the end cover oil hole 131 and the end cover oil channel 132 in sequence. In the embodiment of the present application, the axis of the shell oil inlet hole 1703 is parallel to the first direction Z, which is conducive to the cooling oil in the heat exchanger 400 flowing into the die-cast shell 100 in a short path. The opening of the shell oil inlet hole 1703 is away from the reducer accommodating cavity 111 along the first direction Z, which is conducive to the shell oil inlet hole 1703 receiving the cooling oil output from the bottom of the heat exchanger 400 and flowing into the reducer accommodating cavity 111 in the direction of gravity, which is conducive to reducing energy consumption.

[0180] Please continue to refer to Figure 11. In one embodiment, the die-cast housing 100 also includes an integrally die-cast connecting oil hole 103. The connecting oil hole 103 is used to connect the protruding oil hole 162 and the motor accommodating cavity 121 through the internal oil channel of the die-cast housing 100. The axis of the connecting oil hole 103 is parallel to the first direction Z, the opening of the connecting oil hole 103 is used to accommodate a sealing member, and the opening of the connecting oil hole 103 and the opening of the housing oil inlet hole 1703 are oriented in the same direction. Along the motor axial direction O, the reducer oil channel protrusion 160, the housing oil inlet hole 1703, the connecting oil hole 103, and the motor accommodating cavity 121 are arranged in sequence. Along the first direction Z, the distance between the connecting oil hole 103 and the protruding oil hole 162 is greater than the distance between the housing oil inlet hole 1703 and the protruding oil hole 162.

[0181] As shown in FIG11 , in an embodiment of the present application, the connecting oil hole 103 is formed by integral die-casting, which is simple to operate. The cooling oil in the die-cast housing 100 can flow from the raised oil hole 162 through the connecting oil hole 103 into the motor accommodating cavity 121. The axis of the connecting oil hole 103 is parallel to the first direction Z, that is, the axis of the connecting oil hole 103 is also perpendicular to the axial direction of the power assembly 10, which is beneficial to the demolding of the die-cast housing 100 during the forming process, and is also beneficial to the regular arrangement of the connecting oil hole 103 on the die-cast housing 100. After the opening of the connecting oil hole 103 accommodates the sealing member, the cooling oil in the die-cast housing 100 is prevented from leaking from the connecting oil hole 103. The opening direction of the connecting oil hole 103 and the housing oil inlet hole 1703 are the same, which is beneficial to the demolding of the die-cast housing 100 in the same direction during the forming process, simplifying the process. Along the motor axial direction O, the reducer oil channel protrusion 160, the housing oil inlet hole 1703, the connecting oil hole 103 and the motor accommodating cavity 121 are arranged in sequence, so that the cooling oil in the die-cast housing 100 can flow along the motor axial direction O, and the cooling oil can flow throughout the interior of the die-cast housing 100, which is beneficial for the cooling oil to cool and lubricate the components in the die-cast housing 100, and thus is beneficial for controlling the temperature rise of the powertrain 10.

[0182] Referring back to Figure 4 , in one embodiment, the die-cast housing 100 includes a connecting oil hole 103, which connects to the reducer oil hole 164 via the internal oil passage of the die-cast housing 100. The axis of the connecting oil hole 103 is parallel to the first direction Z. The opening of the connecting oil hole 103 is designed to accommodate a sealing member. The opening of the connecting oil hole 103 and the opening of the housing oil inlet 1703 are oriented in the same direction. Along the axial direction O of the reducer input shaft, the housing liquid outlet 1702, the housing oil inlet 1703, and the connecting oil hole 103 are sequentially spaced.

[0183] As shown in FIG4 , in an embodiment of the present application, the connecting oil hole 103 is formed by integral die-casting, which is simple to operate. The cooling oil in the die-cast housing 100 can flow from the reducer oil hole 164 through the connecting oil hole 103 into the motor accommodating cavity 121. The axis of the connecting oil hole 103 is parallel to the first direction Z, that is, the axis of the connecting oil hole 103 is also perpendicular to the axial direction of the power assembly 10, which is beneficial to the demolding of the die-cast housing 100 during the forming process, and is also beneficial to the regular arrangement of the connecting oil hole 103 on the die-cast housing 100. After the opening of the connecting oil hole 103 accommodates the sealing member, the cooling oil in the die-cast housing 100 is prevented from leaking from the connecting oil hole 103. The opening direction of the connecting oil hole 103 and the housing oil inlet hole 1703 are the same, which is beneficial to the demolding of the die-cast housing 100 in the same direction during the forming process, simplifying the process. Along the reducer input shaft axial direction O, the housing liquid outlet hole 1702, the housing oil inlet hole 1703, and the connecting oil hole 103 are sequentially spaced apart, allowing the cooling oil in the die-cast housing 100 to flow along the motor axial direction O and throughout the die-cast housing 100. This facilitates cooling and lubricating the components within the die-cast housing 100 with the cooling oil, thereby facilitating temperature control of the powertrain 10. The reducer input shaft axial direction O is parallel to the motor axial direction O.

[0184] As shown in FIG. 4 , in one embodiment, the distance between the connecting oil hole 103 and the reducer oil hole 164 along the first direction Z is greater than the distance between the housing oil inlet hole 1703 and the reducer oil hole 164 .

[0185] As shown in FIG4 , in the embodiment of the present application, the distance between the connecting oil hole 103 and the reducer oil hole 164 along the first direction Z is denoted as L9, and the distance between the housing oil inlet hole 1703 and the reducer oil hole 164 along the first direction Z is denoted as L10. L9>L10, meaning that the path for the housing oil inlet hole 1703 to transport the cooling oil from the heat exchanger 400 to the reducer oil hole 164 is shorter, which facilitates the cooling oil to flow into the oil passages within the reducer end cover 130 at a faster rate, thereby cooling and lubricating the reducer 200. The cooling oil travels a longer distance from the reducer oil hole 164 to the connecting oil hole 103, causing the cooling oil to remain in the die-cast housing 100 for a longer time before flowing into the motor 300. During this process, some components within the die-cast housing 100 are cooled to a certain extent.

[0186] Continuing with FIG4 , in one embodiment, the die-cast housing 100 further includes a motor oil hole 105 , which is used to connect the oil hole 103 with the interior of the motor accommodating cavity 121 through an internal oil passage of the die-cast housing 100 . The axis of the motor oil hole 105 is parallel to the motor axial direction O, and the opening of the motor oil hole 105 faces the heat exchanger 400 . The opening of the motor oil hole 105 is used to accommodate a sealing member.

[0187] As shown in FIG4 , in the embodiment of the present application, the motor oil hole 105 is formed by integral die-casting, which simplifies the process. The cooling oil in the die-cast housing 100 can flow from the connecting oil hole 103 through the motor oil hole 105 into the motor accommodating cavity 121. The axis of the motor oil hole 105 is parallel to the motor axial direction O, which facilitates the demolding process along the motor axial direction O when the motor 300 housing is formed from the die-cast housing 100. The opening of the motor oil hole 105 faces the heat exchanger 400 along the motor axial direction O, which facilitates the flow of cooling oil from the heat exchanger 400 into the motor accommodating cavity 121. The motor oil hole 105 contains a sealing member, which helps prevent the cooling oil in the die-cast housing 100 from leaking from the motor oil hole 105.

[0188] As shown in Figure 4, in one embodiment, the distance between the motor oil hole 105 and the reducer oil hole 164 along the first direction Z is greater than the distance between the housing oil inlet hole 1703 and the reducer oil hole 164. In this embodiment, the distance between the motor oil hole 105 and the reducer oil hole 164 along the first direction Z is denoted as L11, and the distance between the housing oil inlet hole 1703 and the reducer oil hole 164 along the first direction Z is denoted as L10, with L11 > L10. This means that the housing oil inlet hole 1703 has a shorter path for transporting cooling oil from the heat exchanger 400 to the reducer oil hole 164, facilitating a faster flow of cooling oil into the oil passages within the reducer end cap 130, thereby cooling and lubricating the reducer 200. The cooling oil, however, travels a longer distance from the reducer oil hole 164 to the motor oil hole 105, resulting in a longer residence time within the die-cast housing 100 before flowing into the motor 300. This process cools some components within the die-cast housing 100 to a certain extent.

[0189] Please continue to refer to Figure 4. In one embodiment, the internal oil passage of the die-cast housing 100 includes a reducer oil passage 165, a housing oil inlet passage 173, a connecting oil passage 104 and a motor oil passage 106. The axes of the reducer oil passage 165 and the motor oil passage 106 are both parallel to the motor axial direction O, and the housing oil inlet passage 173 and the connecting oil passage 104 are both parallel to the first direction Z.

[0190] In the embodiment of the present application, the reducer oil passage 165, the housing oil inlet passage 173, the connecting oil passage 104, and the motor oil passage 106 are all used to transport the cooling oil in the die-cast housing 100. The axes of the reducer oil passage 165 and the motor oil passage 106 are parallel to the motor axial direction O, which is beneficial to the integral die-casting process of the die-cast housing 100, and the reducer oil passage 165 and the motor oil passage 106 are formed by demolding from the motor axial direction O. The housing oil inlet passage 173 and the connecting oil passage 104 are both parallel to the first direction Z, which is beneficial to the integral die-casting process of the die-cast housing 100, and the housing oil inlet passage 173 and the connecting oil passage 104 are formed by demolding from the first direction Z.

[0191] As shown in FIG4 , in one embodiment, the reducer oil passage 165 and the reducer oil hole 164 are coaxially arranged along the motor axis O, one end of the reducer oil passage 165 is connected to and communicated with the reducer oil hole 164, the other end of the reducer oil passage 165 is connected to and communicated with one end of the communication oil passage 104, the communication oil passage 104 and the communication oil hole 103 are coaxially arranged along the first direction Z, the other end of the communication oil passage 104 is connected to and communicated with the communication oil hole 103, and the motor oil passage 106 It is coaxially arranged with the motor oil hole 105 along the motor axial direction O, one end of the motor oil channel 106 is connected to and communicated with the motor oil hole 105, and the other end of the motor oil channel 106 is communicated with the motor accommodating cavity 121, and the shell oil inlet channel 173 is coaxially arranged with the shell oil inlet hole 1703 along the first direction Z, one end of the shell oil inlet channel 173 is connected to and communicated with the shell oil inlet hole 1703, and the other end of the shell oil inlet channel 173 is connected to and communicated with the middle part of the reducer oil channel 165.

[0192] As shown in FIG4 , in the embodiment of the present application, the reducer oil passage 165 and the reducer oil hole 164 are both located within the reducer oil passage protrusion 160 . The reducer oil passage 165 extends into the interior of the die-cast housing 100 . The reducer oil passage 165 and the reducer oil hole 164 are coaxially arranged along the motor axial direction O, and one end of the reducer oil passage 165 is connected to the reducer oil hole 164 . That is, the reducer oil passage 165 is connected to the reducer oil hole 164 , and its axis is parallel to the motor axial direction O. The connecting oil passage 104 is coaxially arranged along the first direction Z and connected and communicated with the connecting oil hole 103 at one end. This facilitates the formation of the connecting oil passage 104 by drafting the connecting oil hole 103 during the die-cast housing 100 formation process. The motor oil passage 106 is coaxially arranged along the motor axial direction O with the motor oil hole 105 . One end of the motor oil passage 106 is connected to and communicates with the motor oil hole 105, facilitating the formation of the motor oil passage 106 by die-drawing at the motor oil hole 105 during the die-casting process of forming the housing 100. The housing oil inlet passage 173 is coaxially arranged with the housing oil inlet hole 1703 along the first direction Z. One end of the housing oil inlet passage 173 is connected to and communicates with the housing oil inlet hole 1703, facilitating the formation of the housing oil inlet passage 173 by die-drawing at the housing oil inlet hole 1703 during the die-casting process of forming the housing 100. Cooling oil flows sequentially from the housing oil inlet hole 1703, the housing oil inlet passage 173, the reducer oil passage 165, the connecting oil passage 104, the connecting oil hole 103, the motor oil hole 105, and the motor oil passage 106 into the motor accommodating cavity 121 to cool and lubricate the components of the power supply 300.

[0193] Please refer to Figures 15, 16, 17 and 18. Figure 15 is a structural schematic diagram of the die-cast housing 100 provided in one embodiment of the present application, Figure 16 is a top view of the die-cast housing 100 in Figure 15, Figure 17 is an AA cross-sectional view of the die-cast housing 100 in Figure 16, and Figure 18 is a BB cross-sectional view of the die-cast housing 100 in Figure 16.

[0194] As shown in FIG17 , in one embodiment, the internal oil passage of the die-cast housing 100 further includes a housing oil outlet passage 174 , the axis of which is parallel to the first direction Z. The housing oil outlet passage 174 is coaxial with and communicates with the housing oil outlet hole 1704 .

[0195] In the embodiment of the present application, the shell oil outlet channel 174 is used to output the hot cooling oil in the die-cast shell 100 to the heat exchanger 400 for heat exchange and cooling. The axis of the shell oil outlet channel 174 is parallel to the first direction Z, which is conducive to the demolding from the first direction Z to form the shell oil outlet channel 174 during the integral die-casting process of the die-cast shell 100.

[0196] Please continue to refer to Figures 15, 16, 17 and 18. In one embodiment, the internal liquid channel of the die-cast shell 100 includes a total liquid inlet channel 191, a total liquid outlet channel 181, a shell liquid inlet channel 171 and a shell liquid outlet channel 172. The axes of the total liquid inlet channel 191 and the total liquid outlet channel 181 are parallel to the second direction X, and the shell liquid inlet channel 171 and the shell liquid outlet channel 172 are parallel to the first direction Z.

[0197] As shown in Figures 17 and 18, in the embodiment of the present application, the total liquid inlet channel 191, the total liquid outlet channel 181, the shell liquid inlet channel 171 and the shell liquid outlet channel 172 are all used for conveying coolant. The axes of the total liquid inlet channel 191 and the total liquid outlet channel 181 are parallel to the second direction X, which is beneficial to the integral die-casting process of the die-cast shell 100. The total liquid inlet channel 191 and the total liquid outlet channel 181 are formed by demolding from the second direction X. The shell liquid inlet channel 171 and the shell liquid outlet channel 172 are both parallel to the first direction Z, which is beneficial to the integral die-casting process of the die-cast shell 100. The shell liquid inlet channel 171 and the shell liquid outlet channel 172 are

[0198] In one embodiment, the total liquid inlet hole 190 and the total liquid inlet channel 191 are coaxially arranged along the second direction X, one end of the total liquid inlet channel 191 is connected to and communicates with the total liquid inlet hole 190, and the other end of the total liquid inlet channel 191 is connected to and communicates with one end of the shell liquid outlet channel 172, the shell liquid outlet channel 172 and the shell liquid outlet hole 1702 are coaxially arranged along the first direction Z, and the other end of the shell liquid outlet channel 172 is communicated with the liquid channel in the heat exchanger 400. The shell liquid inlet channel 171 and the shell liquid inlet hole 1701 are coaxially arranged along the first direction Z. The shell liquid inlet hole 1701 is connected to the liquid channel in the heat exchanger 400. One end of the shell liquid inlet channel 171 is connected to and communicates with the shell liquid inlet hole 1701. The other end of the shell liquid inlet channel 171 is connected to and communicates with one end of the total liquid outlet channel 181. The total liquid outlet channel 181 and the total liquid outlet hole 180 are coaxially arranged along the second direction X. The other end of the total liquid outlet channel 181 is connected to and communicates with the total liquid outlet hole 180.

[0199] Please refer to FIG. 16 , FIG. 19 and FIG. 20 . FIG. 19 is a CC cross-sectional view of the die-cast housing 100 in FIG. 16 , and FIG. 20 is a DD cross-sectional view of the die-cast housing 100 in FIG. 16 .

[0200] As shown in Figures 19 and 20, in one embodiment, along the first direction Z, the length of the housing oil inlet channel 173 is slightly less than the length of the housing liquid outlet channel 172, and along the first direction Z, the length of the housing liquid inlet channel 171 is less than the length of the housing oil outlet channel 174. In the embodiment of the present application, the difference in pipeline channel length is more conducive to the rational layout of the pipelines within the die-cast housing 100, so that the pipelines are compactly arranged without the risk of leakage.

[0201] As shown in Figure 19, in one embodiment, the housing fluid inlet passage 171 and the reducer oil passage 165 are arranged along a first direction Z. The compact piping arrangement helps reduce piping length, thereby saving costs and conserving space within the electroplated die-cast housing 100, thereby conserving space within the powertrain 10. Along a second direction X, the reducer oil passage 165, the housing oil outlet passage 174, and the housing motor oil passage 106 are arranged sequentially.

[0202] In one embodiment, the total liquid inlet channel 191, the shell oil inlet channel 173, the shell liquid outlet channel 172, the shell liquid inlet channel 171 and the shell oil outlet channel 174 pipelines in the die-cast shell 100 are all directly cast by local molds, and the seams between the intersections of the local molds do not exceed 1.5 mm, which is conducive to the subsequent processing and connection between local components. After the channel die-casting is completed, the seams between the channels are removed to make the channels connected. For example, the seams between the total liquid inlet channel 191 and the shell oil inlet channel 173 do not exceed 1.5 mm.

[0203] 2 and 4 , in one embodiment, the inner wall of at least one of the total liquid inlet hole 190 , the total liquid outlet hole 180 , the reducer oil hole 164 , the connecting oil hole 103 , and the motor oil hole 105 is a rough surface.

[0204] As shown in Figures 2 and 4, in the embodiment of the present application, the total liquid inlet hole 190, the total liquid outlet hole 180, the reducer oil hole 164, the connecting oil hole 103, and the motor oil hole 105 are all located in the die-cast shell 100. The die-cast shell 100 is formed by integrated die-casting. The total liquid inlet hole 190, the total liquid outlet hole 180, the reducer oil hole 164, the connecting oil hole 103, and the motor oil hole 105 can all be demolded during the formation process of the die-cast shell 100. The inner wall is a rough surface, the process is simple, and the structure is dense, which is conducive to preventing leakage of cooling oil and coolant.

[0205] In one embodiment, the total liquid inlet hole 190 and the total liquid inlet channel 191 are coaxial, and the total liquid inlet hole 190 and the total liquid inlet channel 191 are formed by an integral die-casting die-casting die. The total liquid outlet hole 180 and the total liquid outlet channel 181 are coaxial, and the total liquid outlet hole 180 and the total liquid outlet channel 181 are formed by an integral die-casting die-casting die. The reducer oil hole 164 and the reducer oil channel 165 are coaxial, and the reducer oil hole 164 and the reducer oil channel 165 are formed by an integral die-casting die. The connecting oil hole 103 and the connecting oil channel 104 are coaxial, and the connecting oil hole 103 and the connecting oil channel 104 are formed by an integral die-casting die. The motor oil hole 105 and the motor oil channel 106 are coaxial, and the motor oil hole 105 and the motor oil channel 106 are formed by an integral die-casting die. The shell liquid outlet hole 1702 and the shell liquid outlet channel 172 are coaxial, and the shell liquid outlet hole 1702 and the shell liquid outlet channel 172 are formed by an integral die-casting die-casting die. The shell oil outlet channel 174 and the shell oil outlet hole 1704 are coaxial, and the shell oil outlet channel 174 and the shell oil outlet hole 1704 are formed by an integral die-casting die-casting die. The shell liquid inlet hole 1701 and the shell liquid inlet channel 171 are coaxial, and the shell liquid inlet hole and the shell liquid inlet channel are formed by an integral die-casting die. The shell oil inlet channel 173 and the shell oil inlet hole 1703 are coaxial, and the shell oil inlet channel 173 and the shell oil inlet hole 1703 are formed by an integral die-casting die. This is conducive to simplifying the process connection, and the channel and the oil channel are formed by die-casting die, so that the inner wall of the channel and the oil channel is a rough surface, which is conducive to improving the density and sealing of the inner wall.

[0206] Please refer to Figures 3 and 21. Figure 21 is a schematic diagram of a heat exchanger 400 provided in one embodiment of the present application. In one embodiment, the heat exchanger 400 includes a mounting plate 410 and a plurality of circulation plates 420. The plurality of circulation plates 420 are used to form liquid channels and oil channels within the heat exchanger 400. The mounting plate 410 is used to fix the reducer housing 110. The reducer housing 111, the mounting plate 410, and the plurality of circulation plates 420 are arranged along the first direction Z. The mounting plate 410 includes four heat exchange holes 440. The four heat exchange holes 440 are used to communicate with the four openings 170 respectively. The heat exchange holes 440 pass through the mounting plate 410 along the first direction Z.

[0207] In the embodiment of the present application, the reducer 200 and motor 300 in the powertrain 10 generate a large amount of heat during the operation of the electric vehicle. The heat exchanger 400 is used to exchange heat and cool the hot cooling oil in the reducer 200 and motor 300 in the powertrain 10, thereby controlling the temperature rise of the powertrain 10. A plurality of circulation plates 420 are stacked along a first direction Z. The plurality of circulation plates 420 are brazed to each other and to the mounting plate 410, providing circulation channels for the cooling oil and coolant in the heat exchanger 400. The oil channels and liquid channels in the heat exchanger 400 are not connected. The mounting plate 410 is located at the bottom of the heat exchanger 400 and is used to secure the heat exchanger 400 to the reducer housing 110. The reducer housing 111, the mounting plate 410, and the plurality of circulation plates 420 are arranged along the first direction Z, that is, the heat exchanger 400 is arranged above the reducer housing 111. In the embodiment of the present application, the four heat exchange holes 440 of the heat exchanger 400 are all arranged on the bottom mounting plate 410, reducing the space occupied by the heat exchanger 400 above the first direction Z, which is conducive to the compact arrangement of the heat exchanger 400 in the powertrain 10 and the miniaturization of the powertrain 10. The four openings 170 are located on the die-cast housing 100, and the four heat exchange holes 440 are used to communicate with the four openings 170 respectively. That is, the liquid channels and oil channels within the heat exchanger 400 are connected to the liquid channels and oil channels within the die-cast housing 100 through the four heat exchange holes 440 and the four openings 170. This facilitates the heat exchanger 400 to cool the hot cooling oil in the die-cast housing 100 and transport the cooled cooling oil into the die-cast housing 100 for cooling and lubricating internal components such as the reducer 200 and the motor 300.

[0208] Please refer to Figures 7, 22, and 23. Figure 22 is a schematic diagram of the structure of a heat exchanger 400 provided in one embodiment of the present application, and Figure 23 is a schematic diagram of the structure of a heat exchanger 400 provided in one embodiment of the present application. In one embodiment, two of the four heat exchange holes 440 are used to connect to the liquid channels within the heat exchanger 400, and the other two heat exchange holes 440 are used to connect to the oil channels within the heat exchanger 400. The heat exchange holes 440 pass through the mounting plate 410 along the first direction Z.

[0209] As shown in Figures 7, 22, and 23, in the embodiment of the present application, two heat exchange holes 440 are connected to the liquid channel in the heat exchanger 400. That is, the two heat exchange holes 440 function as a flow of coolant into the heat exchanger 400 and as a flow of coolant out of the heat exchanger 400 after absorbing heat and heating. The two heat exchange holes 440 are used to connect the two openings of the die-cast shell 100 to achieve communication between the liquid channel in the heat exchanger 400 and the internal liquid channel of the die-cast shell 100. The other two heat exchange holes 440 are used to connect the oil channel in the heat exchanger 400. That is, the other two heat exchange holes 440 function as a flow of cooling oil into the heat exchanger 400 and as a flow of cooling oil out of the heat exchanger 400 after cooling. The other two heat exchange holes 440 are used to connect the other two openings of the die-cast shell 100 to achieve communication between the oil channel in the heat exchanger 400 and the internal oil channel of the die-cast shell 100. In the embodiment of the present application, the four heat exchange holes 440 of the heat exchanger 400 are all arranged on the bottom mounting plate 410, reducing the space occupied above the heat exchanger 400 along the first direction Z, which is conducive to the compact arrangement of the heat exchanger 400 in the powertrain 10 and the miniaturization of the powertrain 10.

[0210] 23 , in one embodiment, two heat exchange holes 440 include a heat exchange liquid inlet hole 4401 and a heat exchange liquid outlet hole 4402 , and the other two heat exchange holes 440 include a heat exchange oil inlet hole 4404 and a heat exchange oil outlet hole 4403 .

[0211] As shown in FIG23 , in the embodiment of the present application, four heat exchange holes 440 are located on the mounting plate 410 at the bottom of the heat exchanger 400. The heat exchange liquid inlet hole 4401 is used to input coolant from the vehicle cooling system into the liquid channel within the heat exchanger 400. The heat exchange liquid outlet hole 4402 is used to output the coolant, which has been heated by heat exchange with hot cooling oil in the heat exchanger 400, out of the liquid channel within the heat exchanger 400. The heat exchange oil inlet hole 4404 is used to input hot cooling oil from the powertrain 10 into the heat exchanger 400 for heat exchange with the coolant. The heat exchange oil outlet hole 4403 is used to output the cooling oil, which has been cooled by heat exchange, out of the heat exchanger 400 through the oil channel of the heat exchanger 400 to cool and lubricate the components within the reducer 200 or the motor 300 within the powertrain 10. The heat exchange inlet 4401 and the heat exchange outlet 4402 of the heat exchanger 400 are also arranged on the mounting plate 410. Compared with other solutions in which the heat exchange inlet 4401 and the heat exchange outlet 4402 are arranged above the heat exchanger 400, it is possible to avoid arranging pipelines above the heat exchanger 400, which is beneficial to reducing the space occupied by the heat exchanger 400 in the first direction Z, and is beneficial to reducing the overall volume of the powertrain 10 and optimizing the overall vehicle layout.

[0212] Please continue to refer to Figure 23. In one embodiment, the heat exchange liquid inlet hole 4401 and the heat exchange oil inlet hole 4404 are arranged along the second direction X, the heat exchange oil outlet hole 4403 and the heat exchange liquid outlet hole 4402 are arranged along the second direction X, the heat exchange liquid inlet hole 4401 and the heat exchange oil outlet hole 4403 are arranged along the third direction Y, and the heat exchange oil inlet hole 4404 and the heat exchange liquid outlet hole 4402 are arranged along the third direction Y.

[0213] As shown in Figure 23, in this embodiment of the present application, heat exchange liquid outlet hole 4402 and heat exchange liquid inlet hole 4401, as well as heat exchange oil outlet hole 4403 and heat exchange oil inlet hole 4404, are arranged diagonally opposite each other on mounting plate 410, facilitating heat exchange between the oil and liquid channels within heat exchanger 400. The projections of heat exchange liquid inlet hole 4401 and heat exchange oil inlet hole 4404 along the second direction X overlap, the projections of heat oil outlet hole 4401 and heat exchange liquid outlet hole 4402 along the second direction X overlap, the projections of heat exchange liquid inlet hole 4401 and heat exchange oil outlet hole 4403 along the third direction Y overlap, and the projections of heat exchange oil inlet hole 4404 and heat exchange liquid outlet hole 4402 along the third direction Y overlap. In this embodiment, the holes are arranged in a regular and symmetrical manner, facilitating direct casting via mold processing and facilitating production.

[0214] Please refer to Figure 24, which is a schematic diagram of the structure of the mounting plate 410 of the heat exchanger 400 provided in one embodiment of the present application. In one embodiment, the distance between the center of the heat exchange liquid inlet hole 4401 and the center of the heat exchange oil outlet hole 4403 along the third direction Y is less than the distance between the center of the heat exchange liquid inlet hole 4401 and the center of the heat exchange oil inlet hole 4404 along the second direction X. The distance between the center of the heat exchange oil inlet hole 4404 and the center of the heat exchange liquid outlet hole 4402 along the third direction Y is less than the distance between the center of the heat exchange liquid inlet hole 4401 and the center of the heat exchange oil inlet hole 4404 along the second direction X.

[0215] In the embodiment of the present application, the distance between the center of the heat exchange liquid inlet hole 4401 and the center of the heat exchange oil outlet hole 4403 along the third direction Y is recorded as L12, the distance between the center of the heat exchange liquid inlet hole 4401 and the center of the heat exchange oil inlet hole 4404 along the second direction X is recorded as L13, and the distance between the center of the heat exchange oil inlet hole 4404 and the center of the heat exchange liquid outlet hole 4402 along the third direction Y is recorded as L14, L12<L13, L14<L3, and the arrangement of the heat exchange oil inlet hole 4404, the heat exchange oil outlet hole 4403, the heat exchange liquid inlet hole 4401, and the heat exchange liquid outlet hole 4402 on the heat exchanger 400 increases the length along the second direction X, which is beneficial to increasing the flow path of the oil channel and the liquid channel in the heat exchanger 400 along the second direction X, thereby facilitating the heat exchange area between the oil channel and the liquid channel in the heat exchanger 400 and improving the heat exchange efficiency.

[0216] Please refer to Figures 24 and 25 , which is a cross-sectional view taken along line EE of the heat exchanger 400 in Figure 22 . In one embodiment, the diameters of the four heat exchange holes 440 are all larger than the spacing between two adjacent circulation plates 420 arranged along the first direction Z. The diameters of the four heat exchange holes 440 are all larger than the thickness of each circulation plate 420 along the first direction Z. The spacing between two adjacent circulation plates 420 arranged along the first direction Z is larger than the thickness of each circulation plate 420 along the first direction Z.

[0217] As shown in Figures 24 and 25, in the embodiment of the present application, the diameter of the heat exchange hole 440 is denoted as D8, the spacing between two adjacent circulation plates 420 arranged along the first direction Z is denoted as L15, and the thickness of each circulation plate 420 along the first direction Z is denoted as L16. D8>L15, D8>L16, which facilitates the circulation of the liquid and oil passages within the heat exchanger 400 with the coolant and cooling oil outside the heat exchanger 400. The spacing between two adjacent circulation plates 420 with L15>L16 is larger than the thickness of the circulation plates 420, allowing the liquid and oil passages formed by the adjacent circulation plates 420 within the heat exchanger 400 to accommodate more coolant and cooling oil, thereby accelerating the heat exchange process between the hot cooling oil and the coolant within the heat exchanger 400.

[0218] Please continue to refer to Figures 21 and 26. Figure 26 is a schematic diagram of the structure of the mounting plate 410 of the heat exchanger 400 provided in one embodiment of the present application. In one embodiment, the mounting plate 410 further includes a plurality of heat exchange mounting holes 450, which are used to secure the housing of the powertrain 10. The plurality of heat exchange mounting holes 450 are distributed along the second direction X on both sides of the four heat exchange holes 440. The distance between two heat exchange mounting holes 450 arranged along the second direction X on both sides of the four heat exchange holes 440 is greater than the length of the circulation plate 420 along the second direction X.

[0219] As shown in FIG26 , in the embodiment of the present application, there are four heat exchange mounting holes 450 on the mounting plate 410. The heat exchange mounting holes 450 are located on the mounting plate 410 at the bottom of the heat exchanger 400, so that the heat exchanger 400 is fixed to the housing of the powertrain 10 through the mounting holes. Along the second direction X, the first heat exchange mounting hole 4501, the heat exchange oil inlet hole 4404, the heat exchange liquid inlet hole 4401 and the second heat exchange mounting hole 4502 are arranged in sequence, and the third heat exchange mounting hole 4503, the heat exchange liquid outlet hole 4402, the heat exchange oil outlet hole 4403 and the fourth heat exchange mounting hole 4504 are arranged in sequence. The mounting holes 4504 are arranged in a sequentially spaced arrangement. The first heat exchange mounting hole 4501 and the third heat exchange mounting hole 4503 are spaced apart along the third direction Y, and their projections along the third direction Y overlap. The second heat exchange mounting hole 4502 and the fourth heat exchange mounting hole 4504 are spaced apart along the third direction Y, and their projections along the third direction Y overlap. In this embodiment, the holes are arranged in a regular and symmetrical manner, facilitating direct casting during mold processing and facilitating production. The heat exchange mounting holes 450 are distributed along the second direction X on both sides of the four heat exchange holes 440, making the heat exchanger 400 more secure when installed and fixed.

[0220] As shown in Figures 22 and 26, in the embodiment of the present application, the distance between the two heat exchange mounting holes 450 arranged on both sides of the four heat exchange holes 440 along the second direction X is recorded as L17, and the length of the circulation plate 420 along the second direction X is recorded as L18. L17>L18, which can avoid the need for the heat exchanger 400 to pass through the interior of the heat exchanger 400 during the installation process, which will have an adverse effect on the liquid channel and oil channel in the heat exchanger 400.

[0221] Please refer back to Figure 22. In one embodiment, the heat exchanger 400 further includes a top plate 430, which is used to isolate the liquid channels and oil channels in the heat exchanger 400 from the outside. The mounting plate 410, multiple circulation plates 420 and the top plate 430 are arranged in sequence along the first direction Z.

[0222] As shown in Figure 22, in this embodiment of the present application, top plate 430 is located at the top of heat exchanger 400 along the first direction Z. Cooling oil or liquid no longer flows above top plate 430. Instead, top plate 430 is used to connect and block the coolant or oil flowing through circulation plate 420 closest to top plate 430, isolating the oil and liquid passages within heat exchanger 400 from the outside. In this embodiment of the present application, the top of top plate 430 does not need to be connected to the vehicle cooling system via liquid pipes or pipelines, which reduces the installation height of heat exchanger 400 and, in turn, helps reduce the height of powertrain 10.

[0223] Please continue to refer to FIG. 22 . In one embodiment, the top plate 430 includes at least one through hole 431 . The through hole 431 is used to accommodate a blocking member. The outer diameter of the blocking member is greater than or equal to the inner diameter of the through hole 431 .

[0224] As shown in Figure 22, in an embodiment of the present application, the top plate 430 is located at the top of the heat exchanger 400 along the first direction Z, and the through hole 431 on the top plate 430 accommodates a sealing member for realizing that the top plate 430 isolates the liquid channel and the oil channel in the heat exchanger 400 from the outside. When the outer diameter of the sealing member is equal to the inner diameter of the through hole 431, the sealing member can just seal the through hole 431, and when the outer diameter of the sealing member is larger than the inner diameter of the through hole, the sealing member can form a sealing effect on the top plate 430. At this time, the requirements for the size of the sealing member and the through hole 431 are reduced, and the processing requirements are simpler.

[0225] In one embodiment, the top plate 430 can be an integrally formed plate structure, simplifying the manufacturing process. In one embodiment, the top plate 430 has the same structure as the circulation plate 420, namely, it also has four circulation holes 421, which are sealed by sealing members. This allows one of the circulation plates 420 to be used as the top plate 430, simplifying the production process and mold.

[0226] Please refer to Figure 27, which is a FF cross-sectional view of the heat exchanger 400 in Figure 22. In one embodiment, each of the plurality of circulation plates 420 includes four circulation holes 421. The projections of the four circulation holes 421 along the first direction Z at least partially overlap with the projections of the four heat exchange holes 440. Two of the circulation holes 421 are respectively arranged opposite two heat exchange holes 440, and the other two circulation holes 421 are respectively arranged opposite the other two heat exchange holes 440. The two circulation holes 421 in each circulation plate 420 are not connected to the other two circulation holes 421. The circulation holes 421 penetrate the circulation plate 420 along the first direction Z.

[0227] Please refer to Figures 23 and 27. In the embodiment of the present application, the circulation holes 421 are used for the circulation of cooling oil or coolant in the heat exchanger 400. Along the first direction Z, the projections of the four circulation holes 421 overlap with the projections of the four heat exchange holes 440, and are arranged regularly. This is beneficial for the coolant or cooling oil flowing through the four heat exchange holes 440 to flow into or out of the circulation holes 421 in a short path. Two circulation holes 421 are respectively arranged opposite to the two heat exchange holes 440, and the other two circulation holes 421 are arranged opposite to the other two heat exchange holes 440. Among them, the two circulation holes 421 in the multiple circulation plates 420 form a heat exchange liquid inlet channel 441 and a heat exchange liquid outlet channel 442 of the liquid channel in the heat exchanger 400, and the other two circulation holes 421 in the multiple circulation plates 420 form a heat exchange oil inlet channel 444 and a heat exchange oil outlet channel 443 of the oil channel in the heat exchanger 400. The two circulation holes 421 in each circulation plate 420 are not connected to the other two circulation holes 421, which ensures that the liquid channel and the oil channel in the heat exchanger 400 are not connected. At the same time, the circulation holes 421 through which the cooling oil flows and the circulation holes 421 through which the coolant flows are arranged diagonally, which is beneficial to the diagonal flow of the cooling oil and the coolant in the heat exchanger 400, and can increase the relative heat exchange time between the coolant and the cooling oil, which is beneficial to enhance the heat exchange effect between the coolant and the cooling oil in the heat exchanger 400, thereby facilitating the heat exchanger 400 to control the temperature rise of the powertrain 10 and improve the overall performance of the vehicle.

[0228] Please refer to Figures 25, 27, and 28. Figure 28 is a cross-sectional view taken along line GG of the heat exchanger 400 in Figure 22. In one embodiment, the liquid channels of the heat exchanger 400 include multiple layers of sub-liquid channels 470, and the oil channels of the heat exchanger 400 include multiple layers of sub-oil channels 460. The multiple layers of sub-oil channels 460 and the multiple layers of sub-liquid channels 470 are alternately arranged along a first direction Z. The multiple layers of sub-oil channels 460 and the multiple layers of sub-liquid channels 470 are interconnected. The number of the plurality of circulation plates 420 is M.

[0229] As shown in Figures 25 and 28, in an embodiment of the present application, the sub-oil channels 460 and sub-liquid channels 470 in the heat exchanger 400 are both realized through the circulation plate 420. The circulation plate 420 arranges the sub-liquid channels 470 and sub-oil channels 460 in the heat exchanger 400 in a stacked manner. The oil channels of the heat exchanger 400 are composed of multiple layers of sub-oil channels 460, and the multiple layers of sub-oil channels 460 are interconnected. The liquid channels of the heat exchanger 400 are composed of multiple layers of sub-liquid channels 470, and the multiple layers of sub-liquid channels 470 are interconnected. The multiple layers of sub-oil channels 460 and the multiple layers of sub-liquid channels 470 are alternately arranged in sequence along the first direction Z, which is beneficial to increase the contact area of ​​heat exchange between the coolant and the cooling oil in the heat exchanger 400, is beneficial to realize the heat exchange process, and ensures the cooling effect of the hot cooling oil flowing into the heat exchanger 400.

[0230] As shown in Figure 25, in one embodiment, a layer of sub-liquid channel 470 of the heat exchanger 400 is formed between the Nth circulation plate (N) 420 and the N-1th circulation plate (N-1) 420, and the two circulation holes 421 in the Nth circulation plate (N) 420 and the two circulation holes 421 in the N-1th circulation plate (N-1) 420 are both connected to a layer of sub-liquid channel 470 between the Nth circulation plate (N) 420 and the N-1th circulation plate (N-1) 420, and the other two circulation holes 421 in the Nth circulation plate (N) 420 and the other two circulation holes 421 in the N-1th circulation plate (N-1) 420 are not connected to a layer of sub-liquid channel 470 between the Nth circulation plate (N) 420 and the N-1th circulation plate (N-1) 420, where N is an integer greater than or equal to 2 and less than or equal to M.

[0231] Please refer to Figures 25 and 27. In the embodiment of the present application, the four circulation holes 421 on the circulation plate 420 are respectively a cooling oil inlet circulation hole 4211, a cooling oil outlet circulation hole 4212, a cooling liquid inlet circulation hole 4213, and a cooling liquid outlet circulation hole 4214. A sub-liquid channel 470 is formed between the Nth circulation plate (N) 420 and the N-1th circulation plate (N-1) 420 in the heat exchanger 400. The coolant inlet circulation hole 4213 and the coolant outlet circulation hole 4214 in the Nth circulation plate (N) 420 are respectively connected to the coolant inlet circulation hole 4213 and the coolant outlet circulation hole 4214 in the N-1th circulation plate (N-1) 420, and are connected to a layer of sub-liquid channel 470 between the Nth circulation plate (N) 420 and the N-1th circulation plate (N-1) 420. The coolant flows into the sub-liquid channel 470 through the coolant inlet circulation hole 4213, and flows out of the sub-liquid channel 470 from the coolant outlet circulation hole 4214 after heat exchange. In addition, the cooling oil inlet flow hole 4211 and the cooling oil outlet flow hole 4212 of the Nth circulation plate (N) 420 and the N-1th circulation plate (N-1) 420 are not connected to a layer of sub-liquid channel 470 between the Nth circulation plate (N) 420 and the N-1th circulation plate (N-1) 420, thereby effectively preventing mutual leakage of the cooling oil and the coolant in the heat exchanger 400.

[0232] Please refer to Figure 28. In one embodiment, the other two circulation holes 421 in the N-1th circulation plate (N-1) 420 have a first protrusion 422 protruding toward the other two circulation holes 421 of the N-1th circulation plate (N) 420, and the other two circulation holes 421 in the N-1th circulation plate (N) 420 have a second protrusion 423 protruding toward the other two circulation holes 421 of the N-1th circulation plate (N-1) 420. The first protrusion 422 and the second protrusion 423 are connected, so that the other two circulation holes 421 in the N-1th circulation plate (N-1) 420 and the other two circulation holes 421 in the N-1th circulation plate (N-1) 420 are not connected to a layer of sub-liquid channel 470 between the N-1th circulation plate (N) 420 and the N-1th circulation plate (N-1) 420.

[0233] In one embodiment, a sealing ring is provided between the other two circulation holes 421 in the N-1th circulation plate (N-1) 420 and the other two circulation holes 421 in the N-1th circulation plate (N) 420 to disconnect the other two circulation holes 421 in the N-1th circulation plate (N-1) 420 from the other two circulation holes 421 in the N-1th circulation plate (N-1) 420 and a layer of sub-liquid channel 470 between the N-1th circulation plate (N) 420 and the N-1th circulation plate (N-1) 420.

[0234] As shown in FIG28 , in one embodiment, a layer of sub-oil passages 460 of the heat exchanger 400 is formed between the Nth circulation plate (N) 420 and the N+1th circulation plate (N+1) 420, and the other two circulation holes 421 in the Nth circulation plate (N) 420 are connected to the other two circulation holes 421 in the N+1th circulation plate (N+1) 420 and the layer of sub-oil passages 460 between the Nth circulation plate (N) 420 and the N+1th circulation plate (N+1) 420. The two circulation holes 421 in the plate (N) 420 and the two circulation holes 421 in the N+1th circulation plate (N+1) 420 and a layer of sub-oil channels 460 between the Nth circulation plate (N) 420 and the N+1th circulation plate (N+1) 420 are not connected, where N is an integer greater than or equal to 2 and less than or equal to M, and the distance between the Nth circulation plate (N) 420 and the mounting plate 410 is greater than the distance between the N-1th circulation plate (N-1) 420 and the mounting plate 410.

[0235] Please refer to Figures 27 and 28. In the embodiment of the present application, a sub-oil channel 460 is formed between the Nth circulation plate (N) 420 and the N+1th circulation plate (N+1) 420 in the heat exchanger 400. The cooling oil inlet holes 4211 and the cooling oil outlet holes 4212 in the Nth circulation plate (N) 420 and the N+1th circulation plate (N+1) 420 are respectively connected to each other, and are connected to a layer of sub-oil channels 460 formed between the Nth circulation plate (N) 420 and the N+1th circulation plate (N+1) 420. The cooling oil flows to the sub-oil channel 460 through the cooling oil inlet holes 4211, and flows out of the sub-oil channel 460 from the cooling oil outlet holes 4212 after heat exchange. Moreover, the coolant inlet flow holes 4213 and the coolant outlet flow holes 4214 of the Nth circulation plate (N) 420 and the N+1th circulation plate (N+1) 420 are not connected to a sub-oil channel 460 of a layer of the heat exchanger 400 formed between the Nth circulation plate (N) 420 and the N+1th circulation plate (N+1) 420, thereby effectively preventing mutual leakage of the cooling oil and the coolant in the heat exchanger 400.

[0236] In one embodiment, the two circulation holes 421 in the Nth circulation plate (N) 420 have a third protrusion 424 protruding toward the two circulation holes 421 in the N+1th circulation plate (N+1) 420, and the two circulation holes 421 in the N+1th circulation plate (N+1) 420 have a fourth protrusion 425 protruding toward the two circulation holes 421 in the Nth circulation plate (N) 420 (as shown in Figure 25), and the third protrusion 424 and the fourth protrusion 425 are connected, so that the two circulation holes 421 in the Nth circulation plate (N) 420 and the two circulation holes 421 in the N+1th circulation plate (N+1) 420 and a layer of sub-oil channels 460 between the Nth circulation plate (N) 420 and the N+1th circulation plate (N+1) 420 are not connected.

[0237] In one embodiment, a sealing ring is provided between the two circulation holes 421 in the Nth circulation plate (N) 420 and the two circulation holes 421 in the N+1th circulation plate (N+1) 420 to disconnect the other two circulation holes 421 in the Nth circulation plate (N) 420 from the other two circulation holes 421 in the N-1th circulation plate (N-1) 420 and a layer of sub-liquid channels 470 between the Nth circulation plate (N) 420 and the N-1th circulation plate (N-1) 420.

[0238] Please refer to Figures 25 and 28. In one embodiment, the two circulation holes 421 in the first circulation plate 420 are connected to the two heat exchange holes 440 in the mounting plate 410 and are not connected to the other two heat exchange holes 440. The other two circulation holes 421 in the first circulation plate 420 are not connected to the two heat exchange holes 440 in the mounting plate 410 and are connected to the other two heat exchange holes 440.

[0239] As shown in Figures 25 and 28, in the embodiment of the present application, the first circulation plate 420 refers to the circulation plate 420 closest to the mounting plate 410 at the bottom of the heat exchanger 400. In addition to the method of forming a sub-liquid channel 470 or a sub-oil channel 460 between two circulation plates 420 in the above embodiments, the mounting plate 410 and the first circulation plate 420 can also form a sub-oil channel 460 or a sub-liquid channel 470. The two circulation holes 421 in the first circulation plate 420 are connected to the two heat exchange holes 440 on the mounting plate 410, but are not connected to the other two heat exchange holes 440. When the two circulation holes 421 are the coolant inlet circulation hole 4213 and the coolant outlet circulation hole 4214, respectively, the two heat exchange holes 440 are the heat exchange liquid inlet hole 4401 and the heat exchange liquid outlet hole 4402, respectively, and the other two heat exchange holes 440 are the heat exchange oil inlet hole 4404 and the heat exchange oil outlet hole 4403, respectively, the coolant inlet circulation hole 4213 and the coolant outlet circulation hole 4214 are connected to the heat exchange liquid inlet hole 4401 and the heat exchange liquid outlet hole 4402, respectively, and are not connected to the heat exchange oil inlet hole 4404 and the heat exchange oil outlet hole 4403. The other two circulation holes 421 in the first circulation plate 420 are not connected to the two heat exchange holes 440 in the mounting plate 410, but are connected to the other two heat exchange holes 440. When the other two circulation holes 421 serve as cooling oil inlet circulation hole 4211 and cooling oil outlet circulation hole 4212, respectively, cooling oil inlet circulation hole 4211 and cooling oil outlet circulation hole 4212 are not connected to heat exchange liquid inlet hole 4401 and heat exchange liquid outlet hole 4402. Cooling oil inlet circulation hole 4211 and cooling oil outlet circulation hole 4212 are respectively connected to heat exchange oil inlet hole 4404 and heat exchange oil outlet hole 4403. This helps ensure that cooling oil or coolant flows between mounting plate 410 and first circulation plate 420, preventing leakage between the cooling oil and coolant.

[0240] In one embodiment, the heat exchanger 400 further includes heat dissipation fins. The sub-oil channel 460 and the sub-liquid channel 470 in the heat exchanger 400 are also used to accommodate the heat dissipation fins. The heat dissipation fins are used to increase the heat dissipation area and enhance the heat exchange effect between the oil channel and the liquid channel.

[0241] Please refer back to Figures 7 and 23. In one embodiment, the powertrain 10 includes an assembly housing 100 and a heat exchanger 400. The assembly housing 100 is used to accommodate the motor 300 and the reducer 200. The assembly housing 100 is also used to fix the mounting plate 410 in the heat exchanger 400. The two heat exchange holes 440 in the mounting plate 410 are also used to connect the liquid channel in the assembly housing 100. The other two heat exchange holes 440 of the mounting plate 410 are also used to connect the oil channel in the assembly housing 100.

[0242] As shown in Figures 7 and 23, in an embodiment of the present application, the assembly housing 100 can be formed by integrated die-casting, and the heat exchanger 400 can be arranged and installed on the assembly housing 100 through the mounting plate 410. In other embodiments, the assembly housing 100 can also be a split housing. In an embodiment of the present application, the assembly housing 100 includes a reducer accommodating chamber 111 and a motor accommodating chamber 121. The reducer accommodating chamber 111 is used to accommodate the reducer 200, and the motor accommodating chamber 121 is used to accommodate the motor 300. The heat exchange inlet hole 4401 and the heat exchange outlet hole 4402 in the mounting plate 410 are used to connect the liquid channel in the assembly housing 100. The coolant flows from the liquid channel in the assembly housing 100 through the heat exchange inlet hole 4401 into the heat exchanger 400, and the coolant flows out of the heat exchanger 400 through the heat exchange outlet hole 4402 to the liquid channel in the assembly housing 100. The heat exchange oil inlet hole 4404 and the heat exchange oil outlet hole 4403 of the mounting plate 410 are used to connect the oil channel in the assembly housing 100. The cooling oil in the oil channel in the assembly housing 100 flows into the heat exchanger 400 through the heat exchange oil inlet hole 4404. The cooled cooling oil flows out from the heat exchanger 400 to the oil channel in the assembly housing 100 through the heat exchange oil outlet hole 4403 to provide cooling and lubrication for the internal components of the motor 300 and the reducer 200 in the assembly housing 100.

[0243] Continuing with Figures 7 and 23, in one embodiment, the assembly housing 100 includes a reducer housing 110, which is used to accommodate the reducer 200 and to secure the mounting plate 410. The oil passages within the heat exchanger 400 communicate with the interior of the reducer housing 110. The reducer housing 110, the mounting plate 410, and the plurality of circulation plates 420 are sequentially arranged along a first direction Z.

[0244] As shown in FIG7 , in the embodiment of the present application, a reducer housing 110 forms a reducer housing cavity 111 therein, which is used to accommodate the reducer 200. A mounting plate 410 is located at the bottom of the heat exchanger 400. The reducer housing 110 is used to secure the mounting plate 410, which indicates that the heat exchanger 400 is mounted on the reducer housing 110 of the assembly housing 100. The oil passages within the heat exchanger 400 connect to the interior of the reducer housing 110, so that the cooling oil cooled by the heat exchanger 400 flows into the reducer housing 110 to cool and lubricate the components within the reducer 200. The reducer housing shell 110, the mounting plate 410 and the plurality of circulation plates 420 are arranged in sequence along the first direction Z. The heat exchanger 400 includes the mounting plate 410 and the plurality of circulation plates 420. Under such an arrangement, the cooling oil flowing out of the heat exchanger 400 can flow into the interior of the reducer housing shell 110 by gravity, which can reduce power loss and energy consumption, thereby improving the overall performance of the vehicle.

[0245] Continuing with FIG7 , in one embodiment, the assembly housing 100 further includes a motor end plate 310 and a motor housing 120 integrally die-cast with the reducer housing 110. The motor housing 120 is used to accommodate the motor 300. The reducer housing 110 and the motor housing 120 are arranged on either side of the motor end plate 310 along the motor axial direction O. The reducer housing 110 covers a portion of the motor end plate 310 along the motor axial direction O, with a portion of the motor end plate 310 exposed outside the reducer housing 110. Along the motor axial direction O, the heat exchanger 400, the portion of the motor end plate 310 exposed outside the reducer housing 110, and the motor housing 120 are sequentially arranged.

[0246] As shown in FIG7 , in the embodiment of the present application, the motor housing 120 is internally enclosed to form a motor housing cavity 121 for accommodating the motor 300. The reducer housing 110 covers a portion of the motor end plate 310 along the motor axial direction O, with a portion of the motor end plate 310 exposed outside the reducer housing 110. If the heat exchanger 400 is arranged on the reducer housing 110, this structure provides space for the heat exchanger 400 to be arranged on the reducer housing 110, allowing the heat exchanger 400 to be compactly arranged with the reducer housing 110 and the motor end plate 310. The heat exchanger 400 does not occupy more space in the first direction Z of the power assembly 10, which is conducive to the miniaturization of the power assembly 10. The reducer housing 110 covers a portion of the motor end plate 310 along the motor axial direction O, which also helps to reduce the space occupied by the motor end plate 310 in the power assembly 10 along the first direction Z. Along the motor axis O, the heat exchanger 400, the portion of the motor end plate 310 exposed outside the reducer housing 110, and the motor housing 120 are arranged compactly in sequence, which is beneficial to the compact arrangement of the powertrain 10 structure, reduces the overall space occupied by the powertrain 10, reduces the overall volume of the powertrain 10, and is beneficial to the installation of the powertrain 10 in the electric vehicle.

[0247] 29 is a cross-sectional view of the power assembly 10 according to an embodiment of the present application along the motor axis O. In one embodiment, the distance between the mounting plate 410 and the motor axis along the first direction Z is less than half the inner diameter of the motor housing 120 .

[0248] As shown in FIG29 , in the embodiment of the present application, the distance between the mounting plate 410 and the motor axis is recorded as L19, the inner diameter of the motor housing 120 is recorded as D9, L19<0.5D9, the mounting plate 410 is located at the bottom of the heat exchanger 400, that is, the distance between the heat exchanger 400 and the motor axis is less than half of the inner diameter of the motor housing 120, and the heat exchanger 400 has a top plate 430 and a plurality of circulation plates 420 in addition to the mounting plate 410, all of which are arranged along the first direction Z. When the distance between the mounting plate 410 and the motor axis is less than When it is half of the motor housing shell 120, there is still a large space above the mounting plate 410 along the first direction Z and on the top of the motor housing shell 120, which can be used to arrange the heat exchanger 400, and the heat exchanger 400 does not occupy too much space of the power assembly 10 along the first direction Z. Along the motor axis O, the projection of the heat exchanger 400 overlaps with the projection of the motor housing shell 120, which is conducive to the compact arrangement of the heat exchanger 400 and the assembly shell 100, and is conducive to reducing the overall volume of the power assembly 10 and optimizing the layout of the entire vehicle.

[0249] Referring back to FIG. 7 , in one embodiment, the length direction of the mounting plate 410 is perpendicular to both the powertrain axis O and the first direction Z, and the width direction of the mounting plate 410 is parallel to the powertrain axis O.

[0250] As shown in FIG7 , in the embodiment of the present application, the length direction of the mounting plate 410 is designated as A, and the width direction of the mounting plate 410 is designated as B. The mounting plate 410 is part of the heat exchanger 400, and the mounting plate 410, the plurality of circulation plates 420, and the top plate 430 in the heat exchanger 400 are arranged sequentially along a first direction Z. When the length direction A of the mounting plate 410 is perpendicular to both the powertrain axial direction O and the first direction Z, and the width direction B of the mounting plate 410 is parallel to the powertrain axial direction O, the projected area of ​​the heat exchanger 400 in the first direction Z, the second direction X, and the third direction Y is minimized. The heat exchanger 400 is neatly arranged, which helps reduce the space occupied by the heat exchanger 400 in the powertrain 10. In the embodiment of the present application, the length direction A of the mounting plate 410 is parallel to the second direction X, and the width direction B of the mounting plate 410 is parallel to the third direction Y. The third direction Y is parallel to the powertrain axial direction O.

[0251] Please refer to Figures 7 and 29. In one embodiment, the length of the mounting plate 410 along the axial direction O of the powertrain is less than the length of the reducer housing 110, and the length of the mounting plate 410 along the length direction A of the mounting plate 410 is less than the length of the reducer housing 110.

[0252] As shown in Figures 7 and 29, in the embodiment of the present application, the length of the mounting plate 410 along the powertrain axial direction O is denoted as L20, the length of the reducer housing 110 along the powertrain axial direction O is denoted as L21, the length of the mounting plate 410 along the length direction A of the mounting plate 410 is denoted as L22, and the length of the reducer housing 110 along the length direction A of the mounting plate 410 is denoted as L23. L20 < L21, and L22 < L23. This facilitates the mounting plate 410 not to occupy excessive space in the reducer housing 110 along the powertrain axial direction O and along the length direction A of the mounting plate 410, that is, not to occupy excessive space in the third direction Y and the second direction X of the powertrain 10. This facilitates the compact arrangement of the heat exchanger 400 in the powertrain 10, reduces the overall volume of the powertrain 10, and optimizes the overall vehicle layout.

[0253] Please refer to Figures 27 and 29. In one embodiment, the length of the circulation plate 420 along the axial direction O of the powertrain is less than or equal to the length of the mounting plate 410 along the axial direction O of the powertrain, and the length of the circulation plate 420 along the length direction A of the mounting plate 410 is less than the length of the mounting plate 410 along the length direction A.

[0254] As shown in Figures 27 and 29, in the embodiment of the present application, the length of the circulation plate 420 along the axial direction O of the powertrain is recorded as L24, the length of the mounting plate 410 along the axial direction O of the powertrain is L20, the length of the circulation plate 420 along the length direction A of the mounting plate 410 is recorded as L25, and the length of the mounting plate 410 along the length direction A is L22. L24 is less than L20, and L25 is less than L22. This means that the circulation plate 420 will not occupy too much space of the mounting plate 410 along the axial direction O of the powertrain and along the length direction A of the mounting plate 410, which is conducive to the miniaturization of the heat exchanger 400 along the axial direction O of the powertrain and along the length A direction of the mounting plate 410.

[0255] It should be noted that the heat exchanger in this application can also be used as a separate device to form a powertrain with a separate reducer and motor. That is, the various embodiments in which four heat exchange holes are arranged on the bottom mounting plate of a separate heat exchanger and there are no heat exchange holes on the top plate are the same as the heat exchanger in the powertrain mentioned above and will not be repeated here.

[0256] Referring to Figures 3, 5, and 6, in one embodiment, the die-cast housing 100 includes four sealing grooves 107 and four sealing rings 108. The four heat exchange holes 440 and the four openings 170 are sealedly connected via the sealing grooves 107 and the sealing rings 108. A first sealing groove 1071 surrounds the housing liquid inlet 1701. A sealing ring 108 is located within the first sealing groove 1071. The sealing ring 108 contacts the surrounding side surface of the heat exchange liquid outlet 4402 to achieve a seal between the housing liquid inlet 1701 and the heat exchange liquid outlet 4402. A second sealing groove 1072 surrounds the housing liquid outlet 1702. A sealing ring 108 is located within the second sealing groove 1072. The sealing ring 108 contacts the surrounding side surface of the heat exchange liquid inlet 4401 to achieve a seal between the housing liquid outlet 1702 and the heat exchange liquid inlet 4401. In the embodiment of the present application, a sealing ring 108 and a sealing groove 107 are selected to seal the connection between the die-cast housing 100 and the heat exchanger 400, thereby improving the sealing effect between the heat exchanger 400 and the die-cast housing 100. It is also beneficial to reduce the space between the heat exchanger 400 and the die-cast housing 100 along the first direction Z, making the powertrain 10 compact, optimizing the layout of the entire vehicle, and shortening the connection path, which is beneficial to the rapid delivery of coolant, accelerating the cooling process, and facilitating the temperature rise control of the entire vehicle.

[0257] Please refer to Figures 3 and 5. In one embodiment, the four sealing grooves 107 in the die-cast shell 100, the third sealing groove 1073 of the sealing grooves 107 surrounds the shell oil outlet hole 1704, and one sealing ring 108 of the four sealing rings 108 is located in the third sealing groove 1073. One sealing ring 108 contacts the peripheral side surface of the heat exchange oil inlet hole 4404 to achieve sealing of the shell oil outlet hole 1704 and the heat exchange oil inlet hole 4404. The fourth sealing groove 1074 surrounds the shell oil inlet hole 1703, and one sealing ring 108 is located in the fourth sealing groove 1074. One sealing ring 108 contacts the peripheral side surface of the heat exchange oil outlet hole 4403 to achieve sealing of the shell oil inlet hole 1703 and the heat exchange oil outlet hole 4403. This solution uses a sealing ring 108 and a sealing groove 107 to achieve sealing between the die-cast housing 100 and the heat exchanger 400, which is beneficial to reducing the space between the heat exchanger 400 and the die-cast housing 100 along the first direction Z, making the powertrain 10 compact, optimizing the overall vehicle layout, and shortening the connection path, which is beneficial to the rapid delivery of cooling oil, accelerating the cooling process between the cooling oil and the coolant, and facilitating the temperature rise control of the entire vehicle.

[0258] As shown in FIG6 , in one embodiment, along a first direction Z, the heat exchange oil inlet hole 4404 and the heat exchange oil outlet hole 4403 are located on the surface of the heat exchanger 400 facing the die-cast housing 100. Along a second direction X, the total liquid inlet hole 190, the heat exchange oil outlet hole 4403, the heat exchange oil inlet hole 4404, and the total liquid outlet hole 180 are arranged in sequence. Along the first direction Z, the projections of the heat exchange oil inlet hole 4404 and the heat exchange oil outlet hole 4403 are both located within the projection of the die-cast housing 100. In this embodiment of the present application, the total liquid inlet hole 190 for transporting the coolant and the heat exchange oil inlet hole 4404 are arranged relatively close, which helps to reduce the heat absorption and temperature increase of the coolant when flowing through other parts of the die-cast housing 100, thereby reducing the heat exchange effect of the coolant in the heat exchanger 400.

[0259] As shown in FIG6 , in one embodiment, along a first direction Z, housing oil outlet hole 1704 is arranged opposite to heat exchange oil inlet hole 4404, while housing oil inlet hole 1703 and heat exchange oil outlet hole 4403 are arranged opposite to each other. Along the first direction Z, housing oil outlet hole 1704 overlaps with the projection of heat exchange oil inlet hole 4404, while housing oil inlet hole 1703 overlaps with the projection of heat exchange oil outlet hole 4403. In this embodiment of the present application, the oil holes on the die-cast housing 100 and the oil holes on the heat exchanger 400 are interconnected along the first direction Z, reducing the space occupied by the pipelines in the second direction X and the third direction Y, thereby facilitating a reduction in the space occupied by the powertrain 10 within the vehicle.

[0260] Referring to Figures 3, 5, and 21, in one embodiment, along the reducer input shaft axial direction O, the heat exchange oil inlet hole 4404, the heat exchange liquid outlet hole 4402, and the motor accommodating chamber 121 are arranged in sequence, the heat exchange liquid inlet hole 4401, the heat exchange oil outlet hole 4403, and the motor accommodating chamber 121 are arranged in sequence, the heat exchange liquid inlet hole 4401 and the heat exchange oil inlet hole 4404 are arranged along the second direction X, and the heat exchange liquid outlet hole 4402 and the heat exchange oil outlet hole 4403 are arranged along the second direction X. In this embodiment of the present application, the motor accommodating chamber 121, the reducer accommodating chamber 111, and the heat exchanger 400 are compactly arranged.

[0261] Referring back to FIG. 3 , in one embodiment, the powertrain 10 further includes a motor controller housing 150 for housing a motor controller 500. The motor controller 500 is configured to provide electrical energy to the motor 300. The motor 300 converts the electrical energy into kinetic energy and transmits the kinetic energy to the reducer input shaft 210. In this embodiment, the motor controller housing 150 and the die-cast housing 100 are two separate housings.

[0262] As shown in FIG3 , in one embodiment, the die-cast housing 100 and the motor controller housing 150 are arranged along a second direction X. Along the second direction X, the main liquid outlet 180, the heat exchanger 400, the main liquid inlet 190, and the motor controller housing 150 are arranged in sequence. Along the first direction Z, the heat exchanger 400, the main liquid inlet 190, and the motor controller housing 150 are arranged in sequence.

[0263] As shown in FIG3 , in the embodiment of the present application, the motor housing cavity 121 and the reducer housing cavity 111 are arranged along the reducer input shaft axis O, and the motor housing cavity 121 and the motor controller housing 150 are arranged along the second direction X. In the embodiment of the present application, the heat exchanger 400 and the main liquid inlet 190 are arranged compactly, which helps shorten the distance for the coolant to enter the die-cast housing 100 and then be output to the heat exchanger 400 for heat exchange. This reduces the heat absorption of the coolant during transportation and facilitates the cooling process of the hot cooling oil in the heat exchanger 400.

[0264] Please refer to Figures 2 and 3. In one embodiment, the powertrain 10 further includes a liquid pipe 600, an electrically controlled liquid outlet 151 and an electrically controlled liquid inlet (not shown). The electrically controlled liquid outlet 151 and the electrically controlled liquid inlet are both fixed to the motor controller housing 150. The electrically controlled liquid inlet is used to connect to an external cooling system, and the liquid pipe 600 is used to connect the total liquid inlet 190 and the electrically controlled liquid outlet 151.

[0265] As shown in Figures 2 and 3, in the embodiment of the present application, the electrically controlled liquid inlet receives coolant from the vehicle cooling system and inputs it into the motor controller housing 150 to cool the motor controller 500. The electrically controlled liquid outlet 151 inputs the coolant from the motor controller 500 via the liquid pipe 600 to the main liquid inlet 190 on the die-cast housing 100. The electrically controlled liquid outlet 151 is connected and fixed to the liquid pipe 600 via a clip 610, and the liquid pipe 600 is connected and fixed to the main liquid inlet 190 via a clip 620.

[0266] Continuing with Figures 2 and 3 , in one embodiment, along the second direction X, the heat exchanger 400, the main liquid inlet 190, and the electrically controlled liquid outlet 151 are arranged sequentially, with the liquid pipe 600 connected between the main liquid inlet 190 and the electrically controlled liquid outlet 151. Along the first direction Z, the heat exchanger 400, the main liquid inlet 190, the electrically controlled liquid outlet 151, the motor controller housing 150, and the electrically controlled liquid inlet are arranged sequentially. Along the second direction X, the heat exchanger 400, the liquid pipe 600, and the motor controller housing 150 are arranged sequentially.

[0267] As shown in FIG2 , in an embodiment of the present application, the liquid pipe 600 is located in the space between the heat exchanger 400 and the motor controller housing 150 , and does not occupy any additional dimension in the axial direction O of the motor of the powertrain 10 , nor does it occupy any additional dimension in the second direction X and the first direction Z. This allows the heat exchanger 400 , the total liquid inlet 190 , and the motor controller housing 150 to be compactly arranged, which is beneficial for making the structure of the powertrain 10 compact and reducing the space occupied by the powertrain 10 in the vehicle body.

[0268] Please refer to Figures 2 and 30. Figure 30 is a partial enlarged view of the M5 portion of the powertrain 10 in Figure 2. In one embodiment, along the motor axial direction O, the length of the motor controller housing 150 is greater than the length of the liquid pipe 600. The length of the motor controller housing 150 is also greater than the distance between the main liquid inlet 190 and the electronically controlled liquid outlet 151. The motor axial direction O is parallel to the reducer input shaft axial direction O. Along the motor radial direction R, the projection of the motor controller housing 150 at least partially overlaps with the projection of the motor accommodating cavity 121, and the projection of the motor controller housing 150 at least partially overlaps with the projection of the reducer accommodating cavity 111. Along the motor radial direction R, the projection of the electronically controlled liquid outlet 151 is located within the motor accommodating cavity 121. Along the motor axial direction O, the projection of the heat exchanger 400 partially overlaps with the projection of the motor accommodating cavity 121.

[0269] As shown in Figure 30, in this embodiment of the present application, the length of the motor controller housing 150 along the motor axial direction O is denoted as L26, the length of the liquid pipe 600 along the motor axial direction O is denoted as L27, and the distance between the main liquid inlet hole 190 and the electronically controlled liquid outlet hole 151 along the motor axial direction O is denoted as L28. L26>L27, and L26>L28. In this embodiment of the present application, the layout of the motor controller housing 150, the motor accommodating cavity 121, and the heat exchanger 400 reduces the space occupied along the second direction X and the space occupied along the third direction Y, which facilitates a more compact layout of the powertrain 10, reduces the space occupied by the powertrain 10 in the vehicle, and optimizes the overall vehicle layout.

[0270] As shown in FIG2 , in one embodiment, the power assembly 10 further includes a reducer end cover 130 and a motor end cover 140. The reducer end cover 130, the die-cast housing 100, and the motor end cover 140 are sequentially arranged along the reducer input shaft axis O. The total liquid inlet 190 and the total liquid outlet 180 are arranged between the reducer end cover 130 and the motor end cover 140, and do not occupy space in the third direction Y of the power assembly 10.

[0271] The powertrain and electric vehicle provided in the embodiments of the present application are introduced in detail above. 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 idea of ​​the present application, there will be changes in the specific embodiments and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A powertrain, characterized in that: The power assembly includes a die-cast housing and a heat exchanger, wherein the die-cast housing includes a reducer accommodating cavity and four openings formed by die-casting inside the die-cast housing, wherein the reducer accommodating cavity is used to accommodate a reducer, wherein: Two of the openings are used to connect the liquid channels in the heat exchanger, and the other two openings are used to connect the oil channels in the heat exchanger. The openings of the four openings are all facing the heat exchanger. The reducer accommodating cavity, the four openings and the heat exchanger are arranged along a first direction, which is perpendicular to the axial direction of the powertrain. The projections of the four openings along the radial direction of the powertrain are located within the projection of the reducer accommodating cavity.

2. The powertrain according to claim 1, characterized in that: The die-cast housing also includes a motor accommodating cavity formed by die-casting inside the die-cast housing, the motor accommodating cavity is used to accommodate the motor, the motor accommodating cavity and the reducer accommodating cavity are axially spaced apart from each other along the powertrain, the axial directions of the four openings are parallel to the first direction, and the distance between the end surfaces of the four openings facing the heat exchanger and the motor axis along the first direction is less than half of the inner diameter of the motor accommodating cavity.

3. The powertrain according to claim 1, characterized in that: The die-cast housing further comprises a plurality of housing mounting holes, which are arranged on the outer peripheral sides of the four openings, and the housing mounting holes are used to fix the heat exchanger, wherein: The openings of the plurality of housing mounting holes are all facing the heat exchanger; Along the first direction, end surfaces of the plurality of shell mounting holes facing the heat exchanger are flush with end surfaces of the four openings facing the heat exchanger.

4. The powertrain according to any one of claims 1 to 3, characterized in that: The two openings include a housing liquid inlet hole and a housing liquid outlet hole, and the other two openings include a housing oil inlet hole and a housing oil outlet hole, wherein: Along a second direction, the housing liquid outlet hole and the housing oil outlet hole are arranged in sequence, and the housing oil inlet hole and the housing liquid inlet hole are arranged in sequence, and the second direction is perpendicular to the first direction and the motor axial direction; Along the axial direction of the motor, the housing oil outlet hole, the housing liquid inlet hole and the motor accommodating chamber are arranged in sequence at intervals, and the housing liquid outlet hole, the housing oil inlet hole and the motor accommodating chamber are arranged in sequence at intervals.

5. The powertrain according to claim 4, characterized in that: The distance between the center of the housing liquid outlet hole and the center of the housing oil inlet hole along the motor axis is smaller than the distance between the center of the housing liquid outlet hole and the center of the housing oil outlet hole along the second direction; The distance between the center of the housing oil outlet hole and the center of the housing liquid inlet hole along the motor axis is smaller than the distance between the center of the housing liquid outlet hole and the center of the housing oil outlet hole along the second direction.

6. The powertrain according to claim 4, characterized in that: The die-cast shell further comprises a total liquid inlet hole and a total liquid outlet hole, wherein the total liquid inlet hole is used to connect to the shell liquid outlet hole through the internal liquid passage of the die-cast shell, and the total liquid outlet hole is used to connect to the shell liquid inlet hole through the internal liquid passage of the die-cast shell, and the total liquid inlet hole and the total liquid outlet hole are arranged at one end of the four openings away from the heat exchanger along the first direction; The axis of the total liquid inlet hole and the axis of the total liquid outlet hole are parallel to the second direction, and the opening of the total liquid inlet hole and the opening of the total liquid outlet hole are in opposite directions along the second direction; Along the second direction, the total liquid inlet hole, the shell liquid outlet hole and the shell oil outlet hole are arranged in sequence, and the total liquid inlet hole is adjacent to and communicated with the shell liquid outlet hole; Along the second direction, the shell oil inlet hole, the shell liquid inlet hole and the total liquid outlet hole are arranged in sequence, and the shell liquid inlet hole is adjacent to and communicated with the total liquid outlet hole.

7. The powertrain according to claim 6, characterized in that: The die-cast housing further comprises a motor shaft hole, the motor shaft hole is used to accommodate part of the motor shaft, the motor shaft is used to be drivingly connected to the reducer input shaft in the reducer, the motor shaft hole is communicated with the reducer accommodating cavity and the interior of the motor accommodating cavity, and the reducer accommodating cavity, the motor shaft hole and the motor accommodating cavity are arranged in sequence along the motor axis, wherein: Along the first direction, the total liquid inlet hole and the total liquid outlet hole are both located between the four openings and the axis of the motor shaft hole; Along the axial direction of the motor shaft, the total liquid inlet hole, the total liquid outlet hole, the motor shaft hole and the motor accommodating chamber are arranged in sequence.

8. The powertrain according to claim 7, characterized in that: The die-cast housing further comprises a reducer oil hole, and the reducer oil hole is used to communicate with the housing oil inlet hole through the internal oil passage of the die-cast housing, wherein: The axis of the reducer oil hole is parallel to the axial direction of the motor, and the opening of the reducer oil hole is away from the motor accommodating cavity along the axial direction of the motor; The reducer oil hole, the housing oil inlet hole and the heat exchanger are arranged in sequence along the first direction; The reducer oil hole is connected to the housing oil inlet hole, and the reducer oil hole is spaced apart from the housing liquid outlet hole.

9. The powertrain according to claim 8, characterized in that: The die-cast housing includes a connecting oil hole, and the connecting oil hole is used to connect the reducer oil hole through the internal oil passage of the die-cast housing, wherein: The axis of the connecting oil hole is parallel to the first direction, the opening of the connecting oil hole is used to accommodate a plugging member, and the opening of the connecting oil hole and the opening of the oil inlet hole of the housing face the same direction; The housing liquid outlet hole, the housing oil inlet hole and the communicating oil hole are sequentially arranged at intervals along the axial direction of the reducer input shaft; The distance between the communicating oil hole and the reducer oil hole along the first direction is greater than the distance between the housing oil inlet hole and the reducer oil hole.

10. The powertrain according to claim 9, characterized in that: The die-cast housing further comprises a motor oil hole, which is used to connect the connecting oil hole and the inside of the motor accommodating cavity through an internal oil passage of the die-cast housing, wherein: The axis of the motor oil hole is parallel to the motor axial direction, the opening of the motor oil hole faces the heat exchanger, and the opening of the motor oil hole is used to accommodate the blocking member; Along the first direction, the distance between the motor oil hole and the reducer oil hole is greater than the distance between the housing oil inlet hole and the reducer oil hole.

11. The powertrain according to claim 10, characterized in that: The inner wall of at least one of the total liquid inlet hole, the total liquid outlet hole, the reducer oil hole, the connecting oil hole, and the motor oil hole is a rough surface.

12. The power assembly according to any one of claims 1-3, 5-11, characterized in that: The heat exchanger comprises a mounting plate and a plurality of circulation plates, wherein the plurality of circulation plates are used to form liquid channels and oil channels in the heat exchanger, and the mounting plate is used to fix the reducer housing, wherein: The reducer accommodating chamber, the mounting plate and the plurality of circulation plates are arranged along the first direction; The mounting plate comprises four heat exchange holes, and the four heat exchange holes are used to be connected with the four openings respectively, and the heat exchange holes penetrate the mounting plate along the first direction.

13. The power assembly according to any one of claims 6 to 11, characterized in that: The powertrain further includes a motor controller housing, the motor controller housing is used to accommodate a motor controller, the motor controller is used to provide electrical energy to the motor, the motor converts the electrical energy into kinetic energy and transmits the kinetic energy to the reducer input shaft; wherein: The die-cast housing and the motor controller housing are arranged along the second direction; Along the second direction, the total liquid outlet, the heat exchanger, the total liquid inlet and the motor controller housing are arranged in sequence; Along the first direction, the heat exchanger, the main liquid inlet hole and the motor controller housing are arranged in sequence.

14. The powertrain according to claim 13, characterized in that: The power assembly further includes a liquid pipe, an electrically controlled liquid outlet and an electrically controlled liquid inlet, wherein the electrically controlled liquid outlet and the electrically controlled liquid inlet are both fixed to the motor controller housing, the electrically controlled liquid inlet is used to connect to an external cooling system, and the liquid pipe is used to connect the total liquid inlet and the electrically controlled liquid outlet, wherein: Along the second direction, the heat exchanger, the total liquid inlet hole and the electrically controlled liquid outlet hole are arranged in sequence, and the liquid pipe is connected between the total liquid inlet hole and the electrically controlled liquid outlet hole; Along the first direction, the heat exchanger, the main liquid inlet, the electrically controlled liquid outlet, the motor controller housing and the electrically controlled liquid inlet are arranged in sequence; Along the second direction, the heat exchanger, the liquid pipe and the motor controller housing are arranged in sequence; Along the axial direction of the motor, the length of the motor controller housing is greater than the length of the liquid pipe, the length of the motor controller housing is greater than the distance between the total liquid inlet hole and the electric control liquid outlet hole, and the axial direction of the motor is parallel to the axial direction of the reducer input shaft; Along the radial direction of the motor, the projection of the motor controller housing at least partially overlaps with the projection of the motor accommodating cavity. The projection of the reducer housing at least partially overlaps with the projection of the reducer accommodating chamber; The projection of the electrically controlled liquid outlet along the radial direction of the motor is located in the motor accommodating cavity; Along the axial direction of the motor, the projection of the heat exchanger partially overlaps with the projection of the motor accommodating cavity.

15. An electric vehicle, characterized in that: It comprises a vehicle body, a battery pack and a powertrain as claimed in any one of claims 1 to 14, wherein the powertrain is fixed to the vehicle body, and the total liquid inlet, total liquid outlet and electronically controlled liquid inlet in the powertrain are used to communicate with a cooling system in the electric vehicle.

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