Powertrain with controllable oil circuit flow, heat exchanger and electric vehicle

Abstract

Provided in the present application are a powertrain with a controllable oil circuit flow, a heat exchanger and an electric vehicle. The powertrain comprises a shell, a heat exchanger, an oil pump, a temperature control valve, a first oil circuit and a second oil circuit, wherein the shell comprises a speed reducer accommodating cavity, the speed reducer accommodating cavity being configured to accommodate a gear set of a speed reducer; an inlet of the oil pump is configured to be in communication with the speed reducer accommodating cavity; and the first oil circuit and the second oil circuit are connected in parallel between an outlet of the oil pump and the speed reducer accommodating cavity. The heat exchanger is configured to cool cooling oil in the first oil circuit. The temperature control valve is configured to control the flow ratio of the first oil circuit to the second oil circuit. By using the temperature control valve and the second oil circuit to shunt and parallel the first oil circuit where the heat exchanger is located, the present application facilitates rapid low-temperature lubrication, thereby reducing oil churning loss in the gear set of the speed reducer, and improving the efficiency of the powertrain.

Description

Powertrain, heat exchanger and electric vehicle with controllable oil flow

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on December 12, 2023, with application number 202311710377.1 and application name “Powertrain, heat exchanger and electric vehicle with controllable oil flow”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the technical field of electric vehicles, and in particular to a powertrain, a heat exchanger and an electric vehicle with controllable oil flow. Background Art

[0003] Existing electric vehicles typically use an integrated powertrain as their power source. To cool and lubricate the powertrain, an oil circuit is typically required. The powertrain includes a motor, reducer, and oil pump. The gear train within the reducer typically requires lubrication to ensure efficient rotation and transmission between gears. When the ambient temperature is low, the viscosity of the lubricating oil increases as the temperature decreases. This significantly affects the rotation between the gears, resulting in significant oil churning losses within the reducer gears, impacting the efficiency of the powertrain and ultimately the vehicle's range.

[0004] Summary of the Invention

[0005] The present application provides a powertrain, a heat exchanger and an electric vehicle with controllable oil flow.

[0006] In a first aspect, embodiments of the present application provide a powertrain with controllable oil flow. The powertrain comprises a housing, a heat exchanger, an oil pump, a temperature control valve, a first oil circuit, and a second oil circuit. The housing includes a reducer housing for accommodating the reducer's gear set. The oil pump's inlet communicates with the reducer housing. The first and second oil circuits are connected in parallel between the oil pump's outlet and the reducer housing. The heat exchanger is used to cool the cooling oil in the first oil circuit. The temperature control valve is used to control the flow ratio between the first and second oil circuits.

[0007] In the embodiment of the present application, the temperature control valve is used to control the flow rate ratio between the first and second oil circuits. At low temperatures, a larger amount of cooling oil flows into the second oil circuit, while at high temperatures, a larger amount of cooling oil flows into the first oil circuit. The first and second oil circuits are advantageously used to reduce further cooling of the cooling oil at low temperatures. The gear set of the reducer generates heat during operation, which helps to quickly increase the cooling oil temperature within the reducer housing, thereby reducing the viscosity of the cooling oil and lowering the system's oil resistance. This helps ensure the normal operation of the oil pump, while also helping to reduce the reducer's oil churning losses and improve powertrain efficiency. The heat exchanger is used to cool the cooling oil at high temperatures to prevent the reducer from overheating and affecting its operating performance.

[0008] In one embodiment, the heat exchanger is located in the first oil circuit, and the temperature control valve is located in the second oil circuit or at the intersection of the first oil circuit and the second oil circuit.

[0009] In the embodiment of the present application, the heat exchanger is located in the first oil circuit and only cools the cooling oil in the first oil circuit, which can reduce the workload of the heat exchanger. The temperature control valve is located in the second oil circuit or at the intersection of the first and second oil circuits to achieve control of the flow rate ratio between the first and second oil circuits. This allows the temperature control valve to accurately control the flow rate of the second oil circuit, ensuring that at low temperatures, the cooling oil can be controlled to enter the reducer housing through the second oil circuit to lubricate the reducer gear set without passing through the heat exchanger, thereby improving the reducer's operating efficiency at low temperatures.

[0010] In one embodiment, the temperature control valve includes an inlet and an outlet, the second oil circuit includes a second oil inlet section and a second oil outlet section, the second oil inlet section is used to connect the outlet and inlet of the oil pump, and the second oil outlet section is used to connect the outlet and the reducer accommodating chamber.

[0011] In an embodiment of the present application, the temperature control valve is a two-way valve comprising an inlet and an outlet. The temperature control valve is located in the second oil circuit and is used to adjust the amount of cooling oil flowing in the second oil circuit. The reducer housing chamber is used to accommodate the reducer. The cooling oil at the bottom of the reducer housing chamber flows sequentially through the outlet of the oil pump, the second oil inlet section, the inlet of the temperature control valve, the internal flow channel of the temperature control valve, the outlet of the temperature control valve, and the second oil outlet section to flow into the reducer housing chamber for lubrication of the reducer. Alternatively, the cooling oil at the bottom of the reducer housing chamber flows sequentially through the outlet of the oil pump, the first oil circuit, and after being cooled by the heat exchanger, flows into the reducer housing chamber. This is advantageous when the cooling oil temperature at the bottom of the reducer housing chamber is low, allowing more cooling oil to flow through the second oil circuit without being cooled by the heat exchanger, thereby facilitating a rapid increase in the cooling oil temperature, reducing oil churning losses during rotation of the reducer gear set, and reducing power loss in the powertrain.

[0012] In one embodiment, the temperature control valve includes an inlet and two outlets, the first oil circuit includes a first oil inlet section and a first oil outlet section, the inlet is used to connect to the outlet of the oil pump, and one outlet is used to connect to the inlet of the second oil circuit, the first oil inlet section is used to connect to the other outlet and the inlet of the heat exchanger, and the first oil outlet section is used to connect to the outlet of the heat exchanger and the reducer accommodating chamber.

[0013] In an embodiment of the present application, the temperature control valve includes an inlet and two outlets. The temperature control valve is located at the intersection of the inlet of the first oil circuit and the inlet of the second oil circuit, and is used to adjust the flow ratio of the cooling oil in the first oil circuit and the second oil circuit. The cooling oil at the bottom of the reducer accommodating chamber flows into the second oil circuit in sequence through the outlet of the oil pump, the inlet of the temperature control valve, an outlet, and the inlet of the second oil circuit, and then flows into the reducer accommodating chamber for lubrication of the reducer. The cooling oil at the bottom of the reducer accommodating chamber flows into the reducer in the reducer accommodating chamber in sequence through the outlet of the oil pump, the inlet of the temperature control valve, another outlet, the first oil inlet section, the inlet of the heat exchanger, the internal oil channel of the heat exchanger, the outlet of the heat exchanger, and the first oil outlet section, and flows into the reducer in the reducer accommodating chamber for cooling and lubrication of the reducer.

[0014] In the embodiment of the present application, when the temperature of the cooling oil at the bottom of the reducer housing chamber is low, a larger amount of cooling oil flows out of one outlet of the temperature control valve into the second oil circuit, while a smaller amount of cooling oil flows out of the other outlet into the first oil circuit. This helps reduce the heat dissipation of the low-temperature cooling oil, facilitates a rapid increase in oil temperature, reduces system oil resistance, facilitates rapid and normal operation of the oil pump, and also helps reduce the oil churning loss of the gear set of the reducer and reduces power loss. When the temperature of the cooling oil at the bottom of the reducer housing chamber is high, a smaller amount of cooling oil flows out of one outlet of the temperature control valve into the second oil circuit, while a larger amount of cooling oil flows out of the other outlet into the first oil circuit. This helps cool the hot cooling oil and achieves cooling and lubrication of the reducer.

[0015] In the embodiment of the present application, the flow ratio of the first oil circuit and the second oil circuit is simultaneously controlled by a three-way valve, which makes the operation simple and the control accuracy higher.

[0016] In one embodiment, the temperature control valve includes two inlets and one outlet, the first oil circuit includes a first oil inlet section and a first oil outlet section, one inlet is used to connect to the outlet of the second oil circuit, the first oil inlet section is used to connect to the outlet of the oil pump and the inlet of the heat exchanger, the first oil outlet section is used to connect to the outlet of the heat exchanger and another inlet, and the outlet is used to connect to the reducer accommodating chamber.

[0017] In an embodiment of the present application, the temperature control valve includes two inlets and one outlet, and the temperature control valve is located at the intersection of the outlet of the first oil circuit and the outlet of the second oil circuit. The reducer housing chamber is used to accommodate the reducer. The cooling oil at the bottom of the reducer housing chamber flows through the outlet of the oil pump, the first oil inlet section, the internal oil channel of the heat exchanger, and the first oil outlet section, and then flows out of the other inlet into the temperature control valve to cool and lubricate the reducer. At the same time, the cooling oil at the bottom of the reducer housing chamber flows through the outlet of the oil pump, the second oil circuit, the outlet of the second oil circuit, and one inlet into the temperature control valve, and then flows out of the outlet to lubricate the reducer.

[0018] In one embodiment, the powertrain also includes a third oil circuit and a fourth oil circuit, the inlet of the third oil circuit is used to connect to the outlet of the oil pump, the outlet of the third oil circuit is used to connect to the inlet of the first oil circuit and the inlet of the second oil circuit, the inlet of the fourth oil circuit is used to connect to the outlet of the first oil circuit and the outlet of the second oil circuit, and the outlet of the fourth oil circuit is used to directly connect to the reducer accommodating chamber.

[0019] In an embodiment of the present application, the cooling oil at the bottom of the reducer accommodating chamber flows in sequence through the outlet of the oil pump, the inlet of the third oil circuit, the third oil circuit, the outlet of the third oil circuit, the inlet of the first oil circuit, the first oil circuit, the outlet of the first oil circuit, the inlet of the fourth oil circuit, and the fourth oil circuit, and flows directly into the reducer in the reducer accommodating chamber from the outlet of the fourth oil circuit. The high-temperature cooling oil exchanges heat through the heat exchanger, which is beneficial to reducing the oil temperature of the hot cooling oil, so that the reducer is cooled and lubricated.

[0020] In the embodiment of the present application, the cooling oil at the bottom of the reducer accommodating chamber flows directly into the reducer accommodating chamber through the outlet of the oil pump, the inlet of the third oil circuit, the third oil circuit, the outlet of the third oil circuit, the inlet of the second oil circuit, the second oil circuit, the outlet of the second oil circuit, the inlet of the fourth oil circuit, the fourth oil circuit, and the outlet of the fourth oil circuit to lubricate the reducer. This is beneficial for the low-temperature cooling oil to not pass through the heat exchanger, and is beneficial for the cooling oil to reach the reducer quickly. When the gear set of the reducer is working, the temperature of the cooling oil is increased, which is beneficial for the cooling oil temperature in the reducer accommodating chamber to rise rapidly, thereby reducing the viscosity of the cooling oil, reducing the oil resistance of the system, and ensuring the normal operation of the oil pump. At the same time, it is also beneficial to reduce the oil stirring loss of the reducer and improve the efficiency of the powertrain.

[0021] In one embodiment, the temperature control valve and the second oil circuit are stacked on the heat exchanger, and the heat exchanger includes an oil inlet and an oil outlet. The oil inlet is used to connect to the outlet of the oil pump, and the oil outlet is used to connect to the reducer accommodating chamber. The second oil circuit is connected in parallel with the oil circuit between the oil inlet and the oil outlet, the inlet of the second oil circuit is connected to the oil inlet, and the outlet of the second oil circuit is connected to the oil outlet.

[0022] In the embodiment of the present application, the temperature control valve and the second oil circuit are stacked on the heat exchanger, which is beneficial to reducing the pipeline layout and pipeline length of the second oil circuit in the powertrain, making the structures of the temperature control valve, the second oil circuit and the heat exchanger more integrated, reducing the volume of the powertrain, and facilitating the miniaturization of the powertrain.

[0023] In one embodiment, the temperature control valve stacked on the heat exchanger is a two-way valve or a three-way valve.

[0024] In one embodiment, the housing includes an intermediate housing and a reducer end cover, the intermediate housing includes an integrally die-cast reducer receiving groove and a second oil circuit, and the reducer receiving groove is used to enclose the reducer end cover to form a reducer receiving chamber.

[0025] In this embodiment, the intermediate housing is integrally die-cast, simplifying the process. The reducer end cover seals the reducer receiving slot, forming a reducer receiving chamber that houses the reducer gear set. The second oil circuit is integrally die-cast within the intermediate housing, saving die-casting material and reducing production costs. It also reduces the need for additional piping, resulting in a more streamlined powertrain layout.

[0026] In one embodiment, the intermediate housing further includes an oil pump accommodating groove and an oil outlet hole, the oil pump accommodating groove is used to accommodate the oil pump, the oil outlet hole is used to connect to the second oil circuit, and the opening of the oil outlet hole faces the reducer accommodating chamber.

[0027] In this embodiment of the present application, the opening of the oil outlet is oriented toward the reducer housing chamber, facilitating smoother delivery of cooling oil into the reducer housing chamber. This opening also allows the cooling oil to be sprayed into the oil sump for lubrication of the reducer gear set. In this embodiment of the present application, the cooling oil is pumped out of the oil pump housing chamber outlet and then flows directly into the reducer housing chamber through a second oil passage and oil outlet formed by die-casting in the intermediate housing, eliminating the need for a long pipeline. This shortens the path of oil flow into the reducer housing chamber and reduces oil resistance.

[0028] In one embodiment, the powertrain includes two heat exchangers, two oil pumps, two first oil circuits, two second oil circuits, and a temperature control valve. The housing includes two reducer accommodating chambers. The two reducer accommodating chambers are interconnected, the two second oil circuits are interconnected, and the temperature control valve is further configured to control the flow ratio between the first and second oil circuits.

[0029] In an embodiment of the present application, the powertrain can be applied to a dual-motor powertrain, where the two motors are respectively connected to a reducer through transmission. The housing of the powertrain includes two reducer accommodating cavities, and the two second oil circuits are connected so that the cooling oil of each second oil circuit can flow into the two reducer accommodating cavities, thereby improving the circulation range of the cooling oil. A temperature control valve is used to control the flow ratio of the first oil circuit and the second oil circuit, so that a temperature control valve can control the cooling oil flow of the two reducer accommodating cavities according to the temperature, making the oil circuit of the dual-motor powertrain more flexible and more compatible with a variety of environments, thereby improving the cooling and lubrication efficiency of the powertrain oil circuit.

[0030] In a second aspect, embodiments of the present application provide a temperature-controlled valve integrated heat exchanger. The heat exchanger includes a temperature-controlled valve, a valve channel, and multiple stacked flow plates. Each flow plate includes four openings, two of which are for circulating cooling oil and two for circulating coolant. The temperature-controlled valve and valve channel are arranged on one side of a flow plate. The temperature-controlled valve is located within the valve channel, with the inlet and outlet of the valve channel respectively connected to the two openings of a flow plate. The temperature-controlled valve is used to control the flow rate of the valve channel.

[0031] In an embodiment of the present application, the heat exchanger is integrated with the valve channel, and the cooling oil flowing between two openings on multiple circulation plates or the cooling liquid flowing between another two openings respectively form multiple sub-oil channels or sub-liquid channels in the heat exchanger. The sub-oil channels and sub-liquid channels are stacked, which is beneficial to increasing the heat exchange area of ​​the cooling oil and coolant circulation, and is beneficial to improving the cooling efficiency of the cooling oil.

[0032] In an embodiment of the present application, a temperature control valve is used to control the flow rate in the valve channel. When the temperature of the cooling oil is low, the amount of cooling oil flowing into the valve channel is large, and the amount of cooling oil flowing through the circulation plate of the heat exchanger is small. This facilitates more cooling oil to avoid cooling through the heat exchanger, facilitates rapid heating of low-temperature cooling oil, facilitates rapid and normal operation of the oil pump, and also facilitates reducing cooling oil viscosity, reducing system oil resistance, reducing oil churn losses during operation of the reducer gear set, and reducing power loss of the powertrain. When the temperature of the cooling oil is high, the amount of cooling oil flowing into the valve channel is small, and the amount of cooling oil flowing through the circulation plate of the heat exchanger is large. This facilitates more hot cooling oil to be cooled through the heat exchanger, facilitates cooling and lubrication of the reducer and motor, and controls the temperature rise of the powertrain. The arrangement of the valve channel and temperature control valve facilitates high-efficiency operation of the powertrain.

[0033] In one embodiment, the valve channels are stacked between one flow plate and another flow plate.

[0034] In the embodiment of the present application, the temperature control valve is located in the valve channel and is used to control the flow of the valve channel. The temperature control valve and the valve channel are stacked between one flow plate and another flow plate of the heat exchanger, which is conducive to integrating the valve channel into the heat exchanger without occupying too much space outside the heat exchanger.

[0035] In one embodiment, the heat exchanger further includes a top plate, the top plate is stacked on the plurality of flow plates, and the valve channel is stacked and arranged between the top plate and one of the flow plates.

[0036] In this embodiment, the top plate is located at the top of the heat exchanger, perpendicular to the heat exchanger's axis. Cooling oil or coolant no longer flows above the top plate. Instead, it connects and blocks the cooling oil or coolant flowing through the circulation plate closest to the top plate, isolating the oil and liquid channels within the heat exchanger from the outside. In this embodiment, no liquid pipes or pipelines are required to connect the top plate to the vehicle's cooling system. A temperature control valve and valve channel are stacked between the top plate and a circulation plate. The top plate, valve channel, and multiple circulation plates are arranged in sequence perpendicular to the heat exchanger's axis.

[0037] In one embodiment, the heat exchanger further includes a mounting plate, the mounting plate being used to fix the powertrain housing, and the valve channels are stacked and arranged between a flow plate and the mounting plate.

[0038] In an embodiment of the present application, the mounting plate is located at the bottom of the heat exchanger in a direction perpendicular to the axial direction of the heat exchanger, the temperature control valve is located in the valve channel, the temperature control valve and the valve channel are stacked between a circulation plate and the mounting plate, and along the direction perpendicular to the axial direction of the heat exchanger, the top plate, multiple circulation plates, valve channel, and mounting plate are arranged in sequence.

[0039] In one embodiment, the mounting plate and the valve channel can be fixed in the powertrain housing, making the powertrain smaller.

[0040] In a third aspect, an embodiment of the present application provides an electric vehicle comprising a vehicle body, a cooling system, and a powertrain or heat exchanger as described above. The vehicle body is used to secure the powertrain or heat exchanger and the cooling system. The cooling system is used to exchange heat with the heat exchanger. The powertrain is used to provide power to the wheels of the electric vehicle. In this embodiment, a second oil circuit in the powertrain is used to divert oil from flowing through the heat exchanger. A temperature-controlled valve is provided in the second oil circuit, which facilitates controlling the amount of cooling oil flowing through the first and second oil circuits via the temperature-controlled valve. When the cooling oil temperature is low, the temperature-controlled valve opens the second oil circuit wider, allowing more cooling oil to flow directly into the reducer housing for lubrication without cooling in the heat exchanger. This reduces the viscosity of the cooling oil and minimizes churning losses during operation of the reducer gear set. When the cooling oil temperature is high, the temperature-controlled valve opens the first oil circuit wider, allowing more cooling oil to enter the heat exchanger for cooling. The cooled cooling oil is then delivered to the reducer for cooling and lubrication. The second oil circuit and temperature control valve are beneficial to improving the efficiency of the powertrain, thereby improving the performance of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] 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.

[0042] FIG1 is a schematic structural diagram of an electric vehicle provided in one embodiment of the present application;

[0043] FIG2 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0044] FIG3 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0045] FIG4 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0046] FIG5 is a schematic structural diagram of a powertrain provided in one embodiment of the present application;

[0047] FIG6 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0048] FIG7 is a schematic structural diagram of a powertrain provided in one embodiment of the present application;

[0049] FIG8 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0050] FIG9 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0051] FIG10 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0052] FIG11 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0053] FIG12 is a schematic structural diagram of a heat exchanger provided in one embodiment of the present application;

[0054] FIG13 is a schematic structural diagram of a heat exchanger provided in one embodiment of the present application;

[0055] FIG14 is a schematic structural diagram of an intermediate housing provided in one embodiment of the present application;

[0056] FIG15 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0057] FIG16 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0058] FIG17 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0059] FIG18 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0060] FIG19 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0061] FIG20 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0062] FIG21 is a schematic structural diagram of a powertrain provided in one embodiment of the present application;

[0063] FIG22 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0064] FIG23 is a schematic structural diagram of a powertrain provided in one embodiment of the present application;

[0065] FIG24 is a schematic structural diagram of a heat exchanger provided in one embodiment of the present application. DETAILED DESCRIPTION

[0066] 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.

[0067] 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.

[0068] 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.

[0069] For ease of understanding, the relevant technical terms involved in the embodiments of this application are explained and described below.

[0070] 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.

[0071] Vertical: The vertical defined in the embodiments of the present application is not limited to an absolute vertical intersection relationship (an angle of 90 degrees). It allows for non-absolute vertical intersection relationships caused by factors such as assembly tolerance, design tolerance, and the influence of structural flatness. It allows for errors in a small angle range. For example, the assembly error range of 80 to 100 degrees can be understood as a vertical relationship.

[0072] In order to improve the working efficiency of the reducer and reduce the oil churning loss of the reducer, an embodiment of the present application provides a powertrain with controllable oil flow. The powertrain includes a housing, a heat exchanger, an oil pump, a temperature control valve, a first oil circuit and a second oil circuit. The housing includes a reducer accommodating chamber, the reducer accommodating chamber is used to accommodate the gear set of the reducer, the inlet of the oil pump is used to connect the reducer accommodating chamber, and the first oil circuit and the second oil circuit are connected in parallel between the outlet of the oil pump and the reducer accommodating chamber. Among them, the heat exchanger is used to cool the cooling oil in the first oil circuit. The temperature control valve is used to control the flow ratio of the first oil circuit and the second oil circuit. The present application uses the second oil circuit in the reducer oil circuit to separate a path of oil that does not flow through the heat exchanger, and a temperature control valve is provided in the second oil circuit, which is conducive to controlling the amount of cooling oil flowing through the first oil circuit and the second oil circuit through the temperature control valve. When the cooling oil temperature is low, the thermostatic valve opens the second oil circuit wider, allowing more cooling oil to bypass the heat exchanger for cooling and be delivered directly to the reducer chamber for lubrication. This reduces the cooling oil's viscosity and minimizes churning losses during operation of the reducer gear set. When the cooling oil temperature is high, the thermostatic valve opens the first oil circuit wider, allowing more cooling oil to enter the heat exchanger for cooling. The cooled oil is then delivered to the reducer for cooling and lubrication. The combination of the second oil circuit and the thermostatic valve improves powertrain efficiency.

[0073] The powertrain with a temperature control valve in the oil circuit provided in the embodiment of the present application is applied to an electric vehicle, and the heat exchanger provided in the embodiment of the present application is applied to the powertrain to improve the overall performance of the electric vehicle.

[0074] 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 2, a vehicle body 3, a battery pack 4, and wheels 5. The powertrain 2 and battery pack 4 are fixed to the vehicle body 3. The powertrain 2 is used to receive power from the battery pack 4 and to drive the wheels 5.

[0075] In the embodiment of the present application, the battery pack 4 may also be referred to as a power battery.

[0076] In the embodiment of the present application, the electric vehicle 1 refers to a wheeled device driven or towed by a power device.

[0077] The powertrain 2 and heat exchanger 50 provided in the embodiment of the present application will be described in detail below.

[0078] Please refer to Figures 2 and 3. Figure 2 is a schematic diagram of the structure of a powertrain 2 provided in one embodiment of the present application, and Figure 3 is a schematic diagram of the structure of a powertrain 2 provided in one embodiment of the present application. In one embodiment, the powertrain 2 includes a housing 10, a reducer 20, a motor 30, an oil pump 40, and a heat exchanger 50. The housing 10 includes a reducer accommodating chamber 700 and a motor accommodating chamber 800. The motor accommodating chamber 800 is used to accommodate the motor 30, and the reducer accommodating chamber 700 is used to accommodate the reducer 20. Among them, the motor 30 converts the electrical energy provided by the motor controller 70 into kinetic energy and transmits the kinetic energy to the input shaft 201 in the reducer 20. The input shaft 201 transmits power to the internal gears of the reducer 20. The output shaft (not shown) of the reducer 20 is used to transmit the power of the motor 30 to the wheels 5. It should be noted that the input shaft 201 is a schematic location of the input shaft 201, and the heat exchanger 50 is a schematic location of the heat exchanger 50. The oil pump 40 is used to deliver cooling oil from the reducer housing chamber bottom 710 to the reducer housing chamber 700 and the motor housing chamber 800, thereby providing cooling and lubrication for the reducer 20 and the motor 30. The reducer housing chamber bottom 710 can also be referred to as an oil reservoir within the reducer housing chamber 700.

[0079] In the embodiment of the present application, the motor 30 includes a stator (not shown), a rotor (not shown), and a motor shaft (not shown), with the rotor being fixed to the motor shaft. The reducer 20 includes an input shaft 201, an intermediate shaft (not shown), an output shaft (not shown), and a gear train (not shown). The motor shaft is in driving connection with the input shaft 201 of the reducer 20, and the gear train in the reducer 20 is used to reduce the power output from the motor shaft.

[0080] In the embodiment of the present application, the motor accommodating chamber 800 is communicated with the reducer accommodating chamber 700 along the axial direction O of the powertrain, and the motor accommodating chamber 800 and the reducer accommodating chamber 700 are arranged along the axial direction O of the powertrain.

[0081] Please continue to refer to Figures 1 and 2. In one embodiment, the powertrain 2 also includes a motor controller 70 (as shown in Figure 4). The motor controller 70 is used to receive direct current from the battery pack 4 and to output alternating current to the motor 30. The stator in the motor 30 is used to receive the alternating current output by the motor controller 70 to drive the rotor and motor shaft in the motor 30 to rotate. The rotation of the motor shaft drives the input shaft 201 to rotate.

[0082] Please refer to Figures 2, 4, 5, and 6. Figure 4 is a schematic diagram of the structure of a powertrain 2 provided in one embodiment of the present application, and Figure 5 is a schematic diagram of the structure of a powertrain 2 provided in one embodiment of the present application. Figure 6 is a schematic diagram of the structure of a powertrain 2 provided in one embodiment of the present application. In one embodiment, a powertrain 2 with a reducer oil circuit having a temperature control valve includes a housing 10 (as shown in Figure 2), a heat exchanger 50, an oil pump 40, a temperature control valve 60, a first oil circuit 11, and a second oil circuit 12. The housing 10 includes a reducer housing 700 (as shown in Figure 2). The reducer housing 700 is used to accommodate the gear set (not shown) of the reducer 20. The inlet 401 of the oil pump 40 is connected to the reducer housing 700. The first oil circuit 11 and the second oil circuit 12 are connected in parallel between the outlet 402 of the oil pump 40 and the reducer housing 700. The first oil circuit 11 and the second oil circuit 12 are connected in parallel, and the heat exchanger 50 is used to cool the cooling oil in the first oil circuit 11. The temperature control valve 60 is used to control the flow ratio between the first oil passage 11 and the second oil passage 12 .

[0083] In the embodiment of the present application, the bottom 710 of the reducer housing chamber is used to accommodate cooling oil, and the inlet 401 of the oil pump 40 is used to connect to the bottom 710 of the reducer housing chamber. The oil pump 40 is located at the bottom 710 of the reducer housing chamber (as shown in FIG3 ), so that the inlet 401 of the oil pump 40 can connect to the bottom 710 of the reducer housing chamber (as shown in FIG4 ). This facilitates the oil pump 40 to provide oil pressure to the cooling oil in the bottom 710 of the reducer housing chamber, driving the cooling oil to be delivered to the reducer 20 for cooling and lubricating the reducer 20. A second oil circuit 12 is provided in the oil circuit for the cooling oil to flow into the reducer 20, for separating a path of oil that does not pass through the heat exchanger 50, and a temperature control valve 60 is provided in the second oil circuit 12, which facilitates controlling the flow of cooling oil in the first oil circuit 11 and the second oil circuit 12, thereby improving the efficiency of the powertrain 2.

[0084] In the embodiment of the present application, the first oil circuit 11 and the second oil circuit 12 are connected in parallel, which means that the inlet 11a of the first oil circuit 11 and the inlet 12a of the second oil circuit 12 are connected, and the outlet 11b of the first oil circuit and the outlet 12b of the second oil circuit are connected.

[0085] In the embodiment of the present application, the temperature control valve 60 is used to control the flow rate ratio between the first oil circuit 11 and the second oil circuit 12. At low temperatures, a larger amount of cooling oil flows into the second oil circuit 12, while at high temperatures, a larger amount of cooling oil flows into the first oil circuit 11. The first oil circuit 11 and the second oil circuit 12 are advantageously used to reduce further cooling of the cooling oil at low temperatures. The gear set of the reducer 20 generates heat during operation, which helps to quickly increase the cooling oil temperature within the reducer housing 700, thereby reducing the viscosity of the cooling oil and lowering the oil resistance of the system. This helps ensure the normal operation of the oil pump 40, while also helping to reduce oil churning losses in the reducer 20 and improve the efficiency of the powertrain 2. The heat exchanger 50 is used to cool the cooling oil at high temperatures to prevent the reducer 20 from overheating and affecting its operating performance.

[0086] In one embodiment, the heat exchanger 50 is located in the first oil circuit 11 , and the temperature control valve 60 is located in the second oil circuit 12 or at the intersection of the first oil circuit 11 and the second oil circuit 12 .

[0087] In the embodiment of the present application, as shown in FIG5 , the temperature control valve 60 is located in the second oil circuit 12. After the cooling oil at the bottom 710 of the reducer housing chamber is pumped out by the oil pump 40, the cooling oil flows through the second oil circuit 12 and the temperature control valve 60 in the second oil circuit 12, and then flows into the reducer 20 to provide lubrication for the gear set of the reducer 20. Alternatively, after the cooling oil at the bottom 710 of the reducer housing chamber is pumped out by the oil pump 40, the cooling oil flows through the first oil circuit 11, and after heat exchange and cooling in the heat exchanger 50 in the first oil circuit 11, it flows out of the first oil circuit 11 and then flows into the reducer 20 to provide cooling and lubrication for the gear set of the reducer 20.

[0088] In the embodiment of the present application, as shown in Figure 4 , the temperature control valve 60 is located at the intersection of the inlet 11a of the first oil circuit and the inlet 12a of the second oil circuit. Cooling oil from the bottom 710 of the reducer housing chamber is pumped out by the oil pump 40, then flows through the temperature control valve 60 and the first oil circuit 11. After being cooled by the heat exchanger 50 in the first oil circuit 11, it merges with the cooling oil that flows directly through the temperature control valve 60 and the second oil circuit 12 before flowing into the reducer 20 within the reducer housing chamber 700 to provide lubrication for the reducer 20.

[0089] In the embodiment of the present application, as shown in Figure 6 , the temperature control valve 60 is located at the intersection of the outlet 11b of the first oil circuit and the outlet 12b of the second oil circuit. After being pumped out by the oil pump 40, the cooling oil at the bottom 710 of the reducer housing chamber flows through the first oil circuit 11 and is cooled by the heat exchanger 50 in the first oil circuit 11 before flowing to the temperature control valve 60. The oil then flows into the reducer 20 within the reducer housing chamber 700 to provide cooling and lubrication for the reducer 20, or flows through the second oil circuit 12 and the temperature control valve 60 directly to the reducer 20 without being cooled by the heat exchanger 50.

[0090] Referring to Figure 6 , in one embodiment, the powertrain 2 further includes a heat source (not shown). The heat source is located in the oil circuit between the outlet 402 of the oil pump 40 and the bottom 710 of the reducer housing. The heat source is used to heat the cooling oil. The heat source includes at least one of the gear set of the reducer 20, the motor stator, the motor rotor, and a heating resistor (not shown).

[0091] In the embodiment of the present application, the heating effect of the heat source on the cooling oil and the increase in the temperature of the cooling oil are beneficial to reducing the viscosity of the cooling oil, which is beneficial for the oil pump 40 to operate quickly and normally when the external ambient temperature is low, so that the first oil circuit 11 and the second oil circuit 12 can operate normally, and it is also beneficial to reduce the oil stirring loss when the gear group of the reducer 20 is working, thereby improving the efficiency of the powertrain 2.

[0092] Referring to FIG. 4 , in one embodiment, the temperature control valve 60 includes a temperature-sensitive medium, which is configured to deform according to the temperature of the cooling oil flowing through the temperature control valve 60 to change the opening of the temperature control valve 60 , or the temperature control valve 60 is configured to change the opening in response to a temperature control signal.

[0093] In the implementation of the present application, the temperature control valve 60 includes a temperature-sensitive medium, which is used to deform according to the temperature of the cooling oil flowing through the temperature control valve 60 to change the opening of the temperature control valve 60. When the temperature control valve 60 senses that the temperature of the cooling oil output by the oil pump 40 is low, the opening of the temperature control valve 60 to the second oil circuit 12 becomes larger, or the opening of the temperature control valve 60 to the first oil circuit 11 becomes smaller, so that more cooling oil is not cooled by the heat exchanger 50 in the first oil circuit 11, thereby avoiding further cooling of the cooling oil and increasing the viscosity of the cooling oil, reducing the oil stirring loss when the gear set of the reducer 20 is working, and improving the efficiency of the powertrain 2. When the temperature control valve 60 senses that the cooling oil output by the oil pump 40 is at a high temperature, the temperature control valve 60 opens the second oil passage 12 more narrowly and opens the first oil passage 11 more widely, allowing more hot cooling oil to flow through the heat exchanger 50 in the first oil passage 11. After being cooled by the heat exchanger 50, the hot cooling oil flows into the reducer 20, facilitating cooling and lubrication of the reducer 20 and controlling the temperature rise of the powertrain 2. An exemplary temperature control valve 60 is a thermostat.

[0094] In the embodiment of the present application, the thermostatic valve 60 is configured to change its opening in response to a temperature control signal. When the motor controller 70 or another controller receives a low-temperature signal, the thermostatic valve 60 controls the second oil passage 12 to open wider and the first oil passage 11 to open narrower. This allows more cooling oil to bypass the heat exchanger 50 in the first oil passage 11 for cooling, preventing further cooling of the cooling oil and increasing its viscosity. This reduces oil churning losses during operation of the gear train of the speed reducer 20, thereby improving the efficiency of the powertrain 2. When the motor controller 70 or another controller receives a high-temperature signal, the thermostatic valve 60 controls the second oil passage 12 to open narrower and the first oil passage 11 to open wider. This allows more hot cooling oil to flow through the heat exchanger 50 in the first oil passage 11. After cooling in the heat exchanger 50, the hot cooling oil flows into the speed reducer 20, facilitating cooling and lubrication of the speed reducer 20 and controlling the temperature rise of the powertrain 2. The thermostatic valve 60 is exemplarily a solenoid valve. The low temperature signal and the high temperature signal in the temperature control signal may be derived from the ambient temperature detected by the motor controller 70 or the vehicle, the temperature of the motor stator or motor rotor, the temperature of the cooling oil in the powertrain housing, etc.

[0095] Please refer to Figure 5. In one embodiment, the temperature control valve 60 includes an inlet 61 and an outlet 62. The second oil circuit 12 includes a second oil inlet section 12c and a second oil outlet section 12d. The second oil inlet section 12c is used to connect the outlet 402 and the inlet 401 of the oil pump 40, and the second oil outlet section 12d is used to connect the outlet 402 and the reducer accommodating chamber 700 (as shown in Figure 2).

[0096] In the embodiment of the present application, the temperature control valve 60 is a two-way valve including an inlet 61 and an outlet 62. The temperature control valve 60 is located in the second oil circuit 12 and is used to adjust the amount of cooling oil flowing in the second oil circuit 12. The reducer accommodating chamber 700 is used to accommodate the reducer 20. The cooling oil at the bottom 710 of the reducer accommodating chamber flows sequentially through the outlet 402 of the oil pump 40, the second oil inlet section 12c, the inlet 61 of the temperature control valve 60, the internal flow channel of the temperature control valve 60, the outlet 62 of the temperature control valve 60, and the second oil outlet section 12d into the reducer accommodating chamber 700 to lubricate the reducer 20. Alternatively, the cooling oil at the bottom 710 of the reducer accommodating chamber flows sequentially through the outlet 402 of the oil pump 40, the first oil circuit 11, and after being cooled by the heat exchanger 50, flows into the reducer accommodating chamber 700. When the temperature of the cooling oil at the bottom 710 of the reducer accommodating chamber is low, more cooling oil flows through the second oil circuit 12 without being cooled by the heat exchanger 50, thereby facilitating a rapid increase in the temperature of the cooling oil, reducing the oil stirring loss when the gear set of the reducer 20 rotates, and reducing the power loss of the powertrain 2.

[0097] In one embodiment, when flow is present in both the first oil passage 11 and the second oil passage 12, the cooling oil in the first oil passage 11 and the second oil passage 12 merge at the outlet 11b of the first oil passage 11 and the outlet 12b of the second oil passage 12 before flowing into the reducer housing chamber 700. In one embodiment, when the thermostatic valve 60, as a two-way valve, opens the second oil passage 12, the opening of the second oil passage 12 is relatively large, causing all the cooling oil to flow through the second oil passage 12 without flowing through the first oil passage 11. Consequently, only the cooling oil in the second oil passage 12 enters the reducer housing chamber 700.

[0098] Please refer to Figure 7, which is a schematic diagram of the structure of the powertrain 2 provided in one embodiment of the present application. In one embodiment, a temperature control valve 60 is located in the second oil circuit 12. The temperature control valve 60 includes an inlet 61 and an outlet 62. The cooling oil flowing through the temperature control valve 60 does not merge with the cooling oil cooled by the heat exchanger 50 in the first oil circuit 11, but flows directly into the reducer accommodating chamber 700 (as shown in Figure 2). The cooling oil in the first oil circuit 11 and the second oil circuit 12 flow separately into the reducer accommodating chamber 700.

[0099] Referring to Figure 4, in one embodiment, the temperature control valve 60 includes an inlet 61 and two outlets 62a and 62b. The first oil circuit 11 includes a first oil inlet section 11c and a first oil outlet section 11d. The inlet 61 is used to connect to the outlet 402 of the oil pump 40, and one outlet 62a is used to connect to the inlet 12a of the second oil circuit 12. The first oil inlet section 11c is used to connect to the other outlet 62b and the inlet 59 of the heat exchanger 50. The first oil outlet section 11d is used to connect to the outlet 58 of the heat exchanger 50 and the reducer accommodating chamber 700 (as shown in Figure 2).

[0100] In the embodiment of the present application, the temperature control valve 60 is a three-way valve comprising an inlet 61 and two outlets 62a and 62b. The temperature control valve 60 is located at the intersection of the inlet 11a of the first oil circuit 11 and the inlet 12a of the second oil circuit 12, and is used to adjust the flow ratio of the cooling oil in the first oil circuit 11 and the second oil circuit 12. The cooling oil in the bottom 710 of the reducer housing chamber flows sequentially through the outlet 402 of the oil pump 40, the inlet 61 of the temperature control valve 60, an outlet 62a, and the inlet 12a of the second oil circuit 12, into the second oil circuit 12, and then into the reducer housing chamber 700, where it is used to lubricate the reducer 20. The cooling oil at the bottom 710 of the reducer accommodating chamber flows into the reducer 20 in the reducer accommodating chamber 700 in sequence through the outlet 402 of the oil pump 40, the inlet 61 of the temperature control valve 60, another outlet 62b, the first oil inlet section 11c, the inlet 59 of the heat exchanger 50, the internal oil channel of the heat exchanger 50, the outlet 58 of the heat exchanger 50, and the first oil outlet section 11d to provide cooling and lubrication for the reducer 20.

[0101] In the embodiment of the present application, when the temperature of the cooling oil at the bottom 710 of the reducer housing chamber is low, a larger amount of cooling oil flows out of one outlet 62a of the temperature control valve 60 into the second oil passage 12, while a smaller amount of cooling oil flows out of the other outlet 62b into the first oil passage 11. This helps reduce the heat dissipation of the low-temperature cooling oil, facilitates a rapid increase in oil temperature, reduces system oil resistance, facilitates rapid and normal operation of the oil pump 40, and also helps reduce oil churning losses in the gear set of the reducer 20, thereby reducing power loss. When the temperature of the cooling oil at the bottom 710 of the reducer housing chamber is high, a smaller amount of cooling oil flows out of one outlet 62a of the temperature control valve 60 into the second oil passage 12, while a larger amount of cooling oil flows out of the other outlet 62b into the first oil passage 11. This helps cool the hot cooling oil and achieves cooling and lubrication of the reducer 20.

[0102] In the embodiment of the present application, the flow ratio of the first oil circuit 11 and the second oil circuit 12 is simultaneously controlled by a three-way valve, which makes the operation simple and the control accuracy higher.

[0103] Please refer to Figure 6. In one embodiment, the temperature control valve 60 includes two inlets 61a and 61b and one outlet 62. The first oil circuit 11 includes a first oil inlet section 11c and a first oil outlet section 11d. One inlet 61b is used to connect to the outlet 12b of the second oil circuit 12. The first oil inlet section 11c is used to connect to the outlet 402 of the oil pump 40 and the inlet 59 of the heat exchanger 50. The first oil outlet section 11d is used to connect to the outlet 58 of the heat exchanger 50 and the other inlet 61a. The outlet 62 is used to connect to the reducer accommodating chamber 700 (as shown in Figure 2).

[0104] In the embodiment of the present application, the temperature control valve 60 is a three-way valve including two inlets 61a and 61b and one outlet 62. The temperature control valve 60 is located at the intersection of the outlet 11b of the first oil circuit 11 and the outlet 12b of the second oil circuit 12. The reducer housing chamber 700 is used to accommodate the reducer 20. The cooling oil at the bottom 710 of the reducer housing chamber flows through the outlet 402 of the oil pump 40, the first oil inlet section 11c, the internal oil passage of the heat exchanger 50, and the first oil outlet section 11d, and flows into the temperature control valve 60 from the other inlet 61a. The oil flows out from the outlet 62 to cool and lubricate the reducer 20. At the same time, the cooling oil at the bottom 710 of the reducer housing chamber flows through the outlet 402 of the oil pump 40, the second oil circuit 12, the outlet 12b of the second oil circuit 12, and the one inlet 61b to flow into the temperature control valve 60. The oil flows out from the outlet 62 to lubricate the reducer 20.

[0105] In the three embodiments shown in FIG. 4 , FIG. 5 and FIG. 6 , a suitable arrangement of the temperature control valve 60 can be selected according to the powertrain layout, making the arrangement more flexible.

[0106] Please refer to Figures 2, 8, 9, and 10. Figure 8 is a schematic diagram of the structure of the powertrain 2 provided in one embodiment of the present application, Figure 9 is a schematic diagram of the structure of the powertrain 2 provided in one embodiment of the present application, and Figure 10 is a schematic diagram of the structure of the powertrain 2 provided in one embodiment of the present application. In one embodiment, the housing 10 (as shown in Figure 2) also includes a motor accommodating chamber 800 (as shown in Figure 2), the motor accommodating chamber 800 is used to accommodate the motor 30, the first oil circuit 11 and the second oil circuit 12 are both used to connect the outlet 402 of the oil pump 40, the reducer accommodating chamber 700 (as shown in Figure 2), and the motor accommodating chamber 800, and the temperature control valve 60 is located in the second oil circuit 12 or at the intersection of the first oil circuit 11 and the second oil circuit 12.

[0107] In an embodiment of the present application, as shown in Figure 8, the temperature control valve 60 is located in the second oil circuit 12, the temperature control valve 60 includes an inlet 61 and an outlet 62, the second oil circuit 12 includes a second oil inlet section 12c and a second oil outlet section 12d, the second oil inlet section 12c is used to connect the outlet 402 and the inlet 401 of the oil pump 40, and the second oil outlet section 12d is used to connect the outlet 402, the reducer accommodating chamber 700 and the motor accommodating chamber 800.

[0108] In the embodiment of the present application, as shown in Figure 9, the temperature control valve 60 is located at the intersection of the inlet 11a of the first oil circuit 11 and the inlet 12a of the second oil circuit 12. The temperature control valve 60 includes an inlet 61 and two outlets 62a and 62b. The first oil circuit 11 includes a first oil inlet section 11c and a first oil outlet section 11d. The inlet 61 is used to connect to the outlet 402 of the oil pump 40, and one outlet 62a is used to connect to the inlet 12a of the second oil circuit 12. The first oil inlet section 11c is used to connect to the other outlet 62b and the inlet 59 of the heat exchanger 50. The first oil outlet section 11d is used to connect to the outlet 58 of the heat exchanger 50, the reducer accommodating chamber 700 and the motor accommodating chamber 800.

[0109] In an embodiment of the present application, as shown in Figure 10, the temperature control valve 60 is located at the intersection of the outlet 11b of the first oil circuit 11 and the outlet 12b of the second oil circuit 12. The temperature control valve 60 includes two inlets 61a, 61b and an outlet 62. The first oil circuit 11 includes a first oil inlet section 11c and a first oil outlet section 11d. One inlet 61b is used to connect to the outlet 12b of the second oil circuit 12. The first oil inlet section 11c is used to connect to the outlet 402 of the oil pump 40 and the inlet 59 of the heat exchanger 50. The first oil outlet section 11d is used to connect to the outlet 58 of the heat exchanger 50 and another inlet 61a. The outlet 62 is used to connect to the reducer accommodating cavity 700 and the motor accommodating cavity 800.

[0110] In the embodiments shown in Figures 8 and 10, the temperature control valve 60 not only controls the flow of cooling oil flowing into the reducer accommodating chamber 700 according to the temperature, but also allows part of the cooling oil to flow quickly into the motor accommodating chamber 800, so that the motor heats the cooling oil when working in a low-temperature environment, thereby accelerating the circulation of the cooling oil in the powertrain 2 system, which is beneficial to improving the efficiency of the powertrain 2.

[0111] Please refer to Figure 11, which is a schematic diagram of the structure of the powertrain 2 provided in one embodiment of the present application. In one embodiment, the first oil circuit 11 sequentially connects the outlet 402 of the oil pump 40, the heat exchanger 50, the motor housing 800, and the bottom 710 of the reducer housing. The second oil circuit 12 sequentially connects the outlet 402 of the oil pump 40, the temperature control valve 60, and the reducer housing 700. There is no intersection between the first oil circuit 11 and the second oil circuit 12. After being pumped out by the oil pump 40, the low-temperature cooling oil in the bottom 710 of the reducer housing flows into the second oil circuit 12, and then flows out of the temperature control valve 60 and directly into the reducer housing 700 to provide lubrication for the reducer 20, which is conducive to achieving rapid heating of the cooling oil. The high-temperature cooling oil in the bottom 710 of the reducer accommodating chamber is pumped out by the oil pump 40 and flows into the first oil circuit 11. After heat exchange in the heat exchanger 50, it flows into the reducer accommodating chamber 700 and the motor accommodating chamber 800 respectively to provide cooling and lubrication for the reducer 20 and the motor 30.

[0112] In one embodiment, a portion of the cooling oil flowing out of the outlet 58 of the heat exchanger 50 flows into the reducer accommodating chamber 700 before flowing into the motor accommodating chamber 800 , so as to be used to cool and lubricate the gear set of the reducer 20 when the ambient temperature is high.

[0113] Please refer to Figure 4. In one embodiment, the powertrain 2 also includes a third oil circuit 13 and a fourth oil circuit 14. The inlet 13a of the third oil circuit 13 is used to connect to the outlet 402 of the oil pump 40, and the outlet 13b of the third oil circuit 13 is used to connect to the inlet 11a of the first oil circuit 11 and the inlet 12a of the second oil circuit 12. The inlet 14a of the fourth oil circuit 14 is used to connect to the outlet 11b of the first oil circuit 11 and the outlet 12b of the second oil circuit 12. The outlet 14b of the fourth oil circuit 14 is used to directly connect to the reducer accommodating chamber 700.

[0114] In the embodiment of the present application, the cooling oil at the bottom 710 of the reducer accommodating chamber flows in sequence through the outlet 402 of the oil pump 40, the inlet 13a of the third oil circuit 13, the third oil circuit 13, the outlet 13b of the third oil circuit 13, the inlet 11a of the first oil circuit 11, the first oil circuit 11, the outlet 11b of the first oil circuit 11, the inlet 14a of the fourth oil circuit 14, and the fourth oil circuit 14, and flows directly into the reducer 20 in the reducer accommodating chamber 700 from the outlet 14b of the fourth oil circuit 14. The high-temperature cooling oil undergoes heat exchange through the heat exchanger 50, which is beneficial to reducing the oil temperature of the hot cooling oil, so that the reducer 20 is cooled and lubricated.

[0115] In the embodiment of the present application, the cooling oil at the bottom 710 of the reducer accommodating chamber flows directly into the reducer 20 in the reducer accommodating chamber 700 through the outlet 402 of the oil pump 40, the inlet 13a of the third oil circuit 13, the third oil circuit 13, the outlet 13b of the third oil circuit 13, the inlet 12a of the second oil circuit 12, the second oil circuit 12, the outlet 12b of the second oil circuit 12, the inlet 14a of the fourth oil circuit 14, the fourth oil circuit 14, and the outlet 14b of the fourth oil circuit 14 for lubrication. This is beneficial for the low-temperature cooling oil to not pass through the heat exchanger 50, and is beneficial for the cooling oil to reach the reducer 20 quickly. When the gear set of the reducer 20 is working, the temperature of the cooling oil is increased, which is beneficial for the cooling oil temperature in the reducer accommodating chamber 700 to rise quickly, thereby reducing the viscosity of the cooling oil, reducing the oil resistance of the system, and ensuring the normal operation of the oil pump 40. At the same time, it is also beneficial to reduce the oil stirring loss of the reducer 20 and improve the efficiency of the powertrain 2.

[0116] Please refer to Figure 9. In one embodiment, the power assembly 2 further includes a fifth oil circuit 15 and a motor accommodating chamber 800 (as shown in Figure 2). The motor accommodating chamber 800 is used to accommodate the motor 30. The inlet 15a of the fifth oil circuit 15 is used to connect the outlet 11b of the first oil circuit 11 and the outlet 12b of the second oil circuit 12. The outlet 15b of the fifth oil circuit 15 is used to directly connect to the motor accommodating chamber 800.

[0117] In the embodiment of the present application, the motor housing cavity 800 is used to accommodate the motor 30, which is used to provide kinetic energy for the powertrain 2. The fifth oil circuit 15 is used to deliver cooling oil to cool and lubricate the motor 30 in the motor housing cavity 800. The cooling oil flows into the motor housing cavity 800 sequentially through the outlet 11b of the first oil circuit 11, the inlet 15a of the fifth oil circuit 15, the fifth oil circuit 15, and the outlet 15b of the fifth oil circuit 15, providing cooling and lubrication for the motor 30 and facilitating temperature control of the powertrain 2. Simultaneously, the cooling oil flows into the motor housing cavity 800 sequentially through the outlet 12b of the second oil circuit 12, the inlet 15a of the fifth oil circuit 15, the fifth oil circuit 15, and the outlet 15b of the fifth oil circuit 15, providing lubrication for the motor 30.

[0118] Please refer to Figures 12 and 13. Figure 12 is a schematic diagram of the structure of a heat exchanger 50 provided in one embodiment of the present application, and Figure 13 is a schematic diagram of the structure of a heat exchanger 50 provided in one embodiment of the present application. In one embodiment, the temperature control valve 60 and the second oil circuit 12 are stacked on the heat exchanger 50. The heat exchanger 50 includes an oil inlet 51 and an oil outlet 52. The oil inlet 51 is used to connect to the outlet 402 of the oil pump 40 (as shown in Figure 11), and the oil outlet 52 is used to connect to the reducer accommodating chamber 700 (as shown in Figure 2). The second oil circuit 12 is connected in parallel with the oil circuit between the oil inlet 51 and the oil outlet 52. The inlet 12a of the second oil circuit 12 is connected to the oil inlet 51, and the outlet 12b of the second oil circuit 12 is connected to the oil outlet 52.

[0119] In the embodiment of the present application, the temperature control valve 60 and the second oil circuit 12 are stacked on the heat exchanger 50, which is beneficial to reducing the pipeline layout and pipeline length of the second oil circuit 12 in the powertrain 2, making the structures of the temperature control valve 60, the second oil circuit 12 and the heat exchanger 50 more integrated, reducing the volume of the powertrain 2, and facilitating the miniaturization of the powertrain 2.

[0120] Continuing with Figures 12 and 13, in one embodiment, the heat exchanger 50 is fixed to the housing 10 (as shown in Figure 2), and the temperature control valve 60 and the second oil circuit 12 are stacked on the side of the heat exchanger 50 facing away from the housing 10. In one embodiment, the temperature control valve 60 and the second oil circuit 12 are stacked between the heat exchange plates 53 of the heat exchanger 50. In one embodiment, the temperature control valve 60 and the second oil circuit 12 are stacked between the heat exchanger 50 and the housing 10.

[0121] In the embodiment of the present application, the second oil circuit 12 and the heat exchanger 50 can be integrated in various ways. As shown in FIG12 , the thermostatic valve 60 and the second oil circuit 12 are stacked on the side of the heat exchanger 50 facing away from the housing 10, which facilitates the installation and fixation of the heat exchanger 50 to the housing 10. The thermostatic valve 60 and the second oil circuit 12 are stacked between the heat exchange plates 53 of the heat exchanger 50, which facilitates the integration of the second oil circuit 12 within the heat exchanger 50 without occupying too much space outside the heat exchanger 50. As shown in FIG13 , the thermostatic valve 60 and the second oil circuit 12 are stacked between the heat exchanger 50 and the housing 10, which facilitates the faster flow of low-temperature cooling oil within the housing 10 into the second oil circuit 12 for lubrication of the reducer 20, thereby accelerating the temperature rise of the cooling oil, reducing the viscosity of the cooling oil, and lowering the oil resistance of the system, thereby reducing the oil churning loss of the gear set of the reducer 20 and the power loss of the powertrain 2. In one embodiment, the second oil circuit 12 is integrated into the housing 10, and the temperature control valve 60 is located in the housing 10. At this time, the heat exchanger 50 is fixed to the surface of the housing 10. The temperature control valve 60 and the second oil circuit 12 do not occupy additional external space of the powertrain 2, making the structure of the powertrain 2 more integrated and miniaturized.

[0122] Continuing with Figures 2 and 3 , in one embodiment, the housing 10 includes an intermediate housing 100 and a reducer end cover 200. The intermediate housing 100 includes an integrally die-cast reducer receiving groove 300 and a second oil passage 12 (as shown in Figure 3 ). The reducer receiving groove 300 is used to enclose, together with the reducer end cover 200, a reducer receiving chamber 700. Along the extension direction of the second oil passage 12 (as shown in Figure 3 ), the second oil inlet section 12c (as shown in Figure 3 ), the temperature control valve 60 (as shown in Figure 3 ), and the second oil outlet section 12d (as shown in Figure 3 ) are sequentially arranged.

[0123] In this embodiment, the intermediate housing 100 is integrally die-cast, simplifying the process. The reducer end cap 200 seals the reducer receiving slot 300, forming a reducer receiving chamber 700, which accommodates the gear train of the reducer 20. The second oil passage 12 (shown in Figure 3) is integrally die-cast within the intermediate housing 100, saving die-casting material and reducing production costs. It also reduces the need for additional piping, resulting in a more streamlined layout for the powertrain 2.

[0124] In the embodiment of the present application, the temperature control valve 60 is located in the second oil circuit 12 (as shown in FIG. 3 ). After the cooling oil at the bottom 710 of the reducer housing chamber is pumped out by the oil pump 40 (as shown in FIG. 3 ), it passes through the second oil inlet section 12c (as shown in FIG. 3 ), the temperature control valve 60 (as shown in FIG. 3 ), and the second oil outlet section 12d (as shown in FIG. 3 ) in sequence, reaching the reducer housing chamber 700 to lubricate the gear set of the reducer 20 within the reducer housing chamber 700. In the embodiment of the present application, the second oil circuit 12 (as shown in FIG. 3 ) extends perpendicular to the powertrain axial direction O, which facilitates the die-casting of the second oil circuit 12 (as shown in FIG. 3 ) in the intermediate housing 100 and facilitates faster provision of cooling oil for lubrication of the reducer 20.

[0125] In the embodiment of the present application, the intermediate housing 100 may also be referred to as an assembly housing 100 , a die-cast housing 100 , an electric drive housing 100 , etc.

[0126] 2 and 3 , in one embodiment, the housing 10 includes a motor end cover 400 , and the intermediate housing 100 includes a motor receiving groove 500 formed by integral die-casting.

[0127] In this embodiment of the present application, motor end cap 400 is used to cover motor receiving slot 500 to form motor receiving chamber 800. Motor receiving chamber 800 is used to accommodate motor 30, which is used to provide kinetic energy for powertrain 2. A fifth oil circuit 15 (shown in FIG. 2 ) provides cooling and lubrication for motor 30. Fifth oil circuit 15 can be integrated into motor receiving slot 500 or arranged outside of motor receiving slot 500.

[0128] Please continue to refer to Figures 2, 3, and 14. Figure 14 is a schematic structural diagram of the intermediate housing 100 provided in one embodiment of the present application. In one embodiment, the intermediate housing 100 further includes an oil pump receiving groove 600 and an oil outlet hole 604 (as shown in Figure 14). The oil pump receiving groove 600 is used to accommodate the oil pump 40, and the oil outlet is used to connect to the second oil circuit. The opening of the oil outlet hole 604 faces the reducer receiving chamber 700.

[0129] In one embodiment, the outlet 601 of the oil pump receiving groove 600 is connected to the second oil inlet section 12c (as shown in FIG. 3 ), and the oil outlet hole 604 is used to connect the second oil outlet section 12d (as shown in FIG. 3 ) and the reducer receiving groove 300 .

[0130] In the embodiment of the present application, cooling oil is pumped from the outlet 601 of the oil pump receiving tank 600 into the second oil inlet section 12c (as shown in FIG3 ), and then flows from the oil outlet hole 604 into the reducer receiving tank 300 through the temperature control valve 60 and the second oil outlet section 12d (as shown in FIG3 ), thereby providing lubrication for the gear set of the reducer 20 in the reducer receiving tank 300. The opening of the oil outlet hole 604 faces the reducer receiving chamber 700, which facilitates smoother input of cooling oil into the reducer receiving chamber 700. The opening of the oil outlet hole 604 faces the reducer receiving chamber 700, and the cooling oil can also be sprayed into the oil collecting tank (not shown) for lubrication of the gear set of the reducer 20. It should be noted that the position of the outlet 601 in FIG3 is a schematic position of the outlet 601. For example, the outlet 601 is opened on the inner wall of the oil pump receiving tank 600.

[0131] In an embodiment of the present application, the cooling oil is pumped out from the outlet 601 of the oil pump receiving groove 600 and flows directly into the reducer receiving cavity 700 through the second oil passage 12 formed by die-casting in the intermediate housing 10, without passing through a longer pipeline, making the path of flowing into the reducer receiving cavity 700 shorter and reducing oil resistance.

[0132] In one embodiment, the second oil passage 12 is formed between the motor accommodating cavity 800 and the output shaft hole of the reducer, so that the second oil passage 12 is shorter.

[0133] Continuing with FIG3 , in one embodiment, the oil pump receiving groove 600 includes a notch 602 , which faces away from the reducer receiving groove 300 along the powertrain axial direction O. In this embodiment of the present application, this facilitates the installation and arrangement of the oil pump 40 , facilitates the smooth demolding process of the intermediate housing 100 , and also helps reduce the space occupied by the powertrain 2 along the powertrain axial direction O.

[0134] Referring to Figure 3 , in one embodiment, the wall of the oil pump receiving groove 600 includes two outlets 605 and 606 , respectively: a first outlet 605 and a second outlet 606 . The first outlet 605 is connected to the inlet 11a of the first oil circuit 11 (as shown in Figure 3 ), and the second outlet 606 is connected to the inlet 12a of the second oil circuit 12 (as shown in Figure 3 ). Along the powertrain axial direction O, the second outlet 606 and the first outlet 605 are arranged between the reducer receiving groove 300 and the groove 602 of the oil pump receiving groove 600 . Along the circumference of the oil pump receiving groove 600 , the second outlet 606 and the first outlet 605 are spaced apart.

[0135] In the embodiment of the present application, the second outlet 606 and the first outlet 605 are located on the wall of the oil pump receiving groove 600, which facilitates the oil pump 40 to more smoothly pump the cooling oil into the second outlet 606 and the first outlet 605. The first outlet 605 is used to connect to the inlet 11a of the first oil circuit 11 (as shown in Figure 3). The oil pump 40 delivers cooling oil to the first oil circuit 11 (as shown in Figure 3) through the first outlet 605. The cooling oil in the first oil circuit 11 (as shown in Figure 3) is cooled by heat exchange in the heat exchanger 50 and then input into the motor receiving cavity 800 to cool and lubricate the motor 30 in the motor receiving cavity 800. The second outlet 606 and the first outlet 605 are formed by a simple punching process and realize the diversion of the cooling oil pumped out by the oil pump 40. The second outlet 606 is connected to the inlet 12a of the second oil circuit 12 (as shown in FIG3 ). The oil pump 40 delivers the cooling oil directly to the reducer housing chamber 700 through the second outlet 606 to lubricate the gear set of the reducer 20 within the reducer housing chamber 700. It should be noted that the positions of the two outlets 605 and 606 in FIG3 are schematic.

[0136] In an embodiment of the present application, the second outlet 606 and the first outlet 605 are arranged along the axial direction O of the powertrain between the reducer receiving groove 300 and the slot 602 of the oil pump receiving groove 600, which is beneficial to reducing the space occupied by the powertrain 2 along the axial direction O of the powertrain, and is also beneficial to the cooling oil flowing from the second outlet 606 into the reducer receiving cavity 700 through a shorter path, thereby reducing power loss.

[0137] In the embodiment of the present application, the second outlet 606 and the first outlet 605 are spaced apart along the circumference of the oil pump accommodating groove 600, which is beneficial to the spaced arrangement of the first oil circuit 11 (as shown in Figure 3) connected to the first outlet 605 and the second oil circuit 12 (as shown in Figure 3) connected to the second outlet 606, and is beneficial to a more reasonable arrangement of the pipelines between the first oil circuit 11 (as shown in Figure 3) and the second oil circuit 12 (as shown in Figure 3).

[0138] Please continue to refer to FIG. 3 and FIG. 14 . In one embodiment, the oil pump receiving tank 600 further includes a receiving tank oil inlet 603 . The receiving tank oil inlet 603 is used to communicate with the reducer receiving chamber 700 .

[0139] In the embodiment of the present application, cooling oil is stored in the bottom 710 of the reducer housing chamber. The oil inlet 603 of the housing tank is used to input the cooling oil in the bottom 710 of the reducer housing chamber into the oil pump housing tank 600, and then enter the oil pump 40 to discharge the cooling oil to the second outlet 606 and the first outlet 605. The oil inlet 603 of the housing tank is used to connect the reducer housing chamber 700. The cooling oil in the bottom 710 of the reducer housing chamber flows through the oil inlet 603 of the housing tank and the oil pump housing tank 600 in sequence and is pumped into the second outlet 606 by the oil pump 40. It flows into the reducer housing chamber 700 from the second oil circuit 12 (as shown in FIG3 ) to be used for lubricating the gear set of the reducer 20. The cooling oil then falls back to the bottom 710 of the reducer housing chamber, forming a circulation loop for the circulation of the cooling oil. The oil inlet 603 of the housing tank is also called an oil return hole.

[0140] Please continue to refer to Figures 2 and 3. In one embodiment, the power assembly 2 includes a housing 10, a heat exchanger 50, an oil pump receiving tank 600, a temperature control valve 60 (as shown in Figure 2), a first oil circuit 11 (as shown in Figure 2), a second oil circuit 12 (as shown in Figure 2), a third oil circuit 13, a fourth oil circuit 14 and a fifth oil circuit 15. The housing 10 includes a reducer receiving chamber 700 and a motor receiving chamber 800. The reducer receiving chamber 700 is used to receive the gear set of the reducer 20, the motor receiving chamber 800 is used to receive the motor 30, the bottom 710 of the reducer receiving chamber is used to receive cooling oil, the oil pump receiving tank 600 is used to receive the oil pump 40, and the inlet 401 of the oil pump 40 is used to connect to the bottom 710 of the reducer receiving chamber. Among them, the first oil circuit 11 (as shown in Figure 2) and the second oil circuit 12 (as shown in Figure 2) are respectively used to connect the outlet 605 of the oil pump accommodating groove 600 and the reducer accommodating chamber 700, the first oil circuit 11 (as shown in Figure 2) and the second oil circuit 12 (as shown in Figure 2) are connected in parallel, the heat exchanger 50 is located in the first oil circuit 11 (as shown in Figure 2), the heat exchanger 50 is used to cool the cooling oil, and the temperature control valve 60 is located at the valve body position A1 (as shown in Figure 2).

[0141] In an embodiment of the present application, the cooling oil at the bottom 710 of the reducer accommodating chamber flows into the oil pump accommodating chamber 600 from the accommodating chamber oil inlet 603 of the oil pump accommodating chamber 600, and the oil pump 40 pumps the cooling oil in the oil pump accommodating chamber 600 out from the first outlet 605 of the oil pump accommodating chamber 600, passes through the third oil circuit 13 (as shown in FIG2 ), and then flows through the first oil circuit 11 (as shown in FIG2 ), and after being cooled by the heat exchanger 50 in the first oil circuit 11 (as shown in FIG2 ), flows from the fourth oil circuit 14 to the fifth oil circuit 15, and flows from the fifth oil circuit 15 into the reducer accommodating chamber 700 or the motor accommodating chamber 800 to provide cooling and lubrication for the reducer 20 or the motor 30. Alternatively, the cooling oil at the bottom 710 of the reducer accommodating chamber flows into the oil pump accommodating chamber 600 from the accommodating chamber oil inlet 603 of the oil pump accommodating chamber 600, and the oil pump 40 pumps the cooling oil in the oil pump accommodating chamber 600 out from the first outlet 605 of the oil pump accommodating chamber 600, passes through the third oil circuit 13 (as shown in FIG2 ), and then flows through the second oil inlet section 12c (as shown in FIG2 ) of the second oil circuit 12 (as shown in FIG2 ), the temperature control valve 60 (as shown in FIG2 ), and the second oil outlet section 12d (as shown in FIG2 ) of the second oil circuit 12, flows into the fourth oil circuit 14, and then flows into the fifth oil circuit 15, and flows from the fifth oil circuit 15 into the reducer accommodating chamber 700 or the motor accommodating chamber 800 respectively, for lubrication of the reducer 20 or the motor 30.

[0142] 2 and 3 , in one embodiment, the first oil circuit 11 and / or the second oil circuit 12 are integrally die-cast in the reducer end cover 200 , so that the structural integration of the powertrain 2 is higher, which is conducive to the miniaturization of the powertrain 2 .

[0143] In one embodiment, the second oil circuit 12 may also be an external pipe, and two openings are formed in the reducer end cover 200 to connect the inlet 12a and the outlet 12b of the second oil circuit 12.

[0144] 2 and 3 , in one embodiment, the temperature control valve 60 is located at the intersection of the inlet 11a of the first oil circuit 11 (as shown in FIG. 2 ) and the inlet 12a of the second oil circuit 12 (as shown in FIG. 2 ), that is, the valve body position A2 in FIG. 2 .

[0145] In an embodiment of the present application, the cooling oil at the bottom 710 of the reducer accommodating chamber flows into the oil pump accommodating chamber 600 from the oil inlet 51 of the oil pump accommodating chamber 600, and the oil pump 40 pumps the cooling oil in the oil pump accommodating chamber 600 out from the first outlet 605 of the oil pump accommodating chamber 600, passes through the third oil circuit 13 (as shown in FIG2), and then flows through the temperature control valve 60 and the first oil circuit 11 (as shown in FIG2), and after being cooled by the heat exchanger 50 in the first oil circuit 11 (as shown in FIG2), flows from the fourth oil circuit 14 to the fifth oil circuit 15 (as shown in FIG2), and flows from the fifth oil circuit 15 into the reducer accommodating chamber 700 or the motor accommodating chamber 800 for cooling and lubrication of the reducer 20 or the motor 30. Alternatively, the cooling oil at the bottom 710 of the reducer accommodating chamber flows into the oil pump accommodating chamber 600 from the accommodating chamber oil inlet 603 of the oil pump accommodating chamber 600, and the oil pump 40 pumps the cooling oil in the oil pump accommodating chamber 600 out from the first outlet 605 of the oil pump accommodating chamber 600, passes through the third oil circuit 13, and then flows through the temperature control valve 60 and the second oil circuit 12 (as shown in Figure 2) into the fourth oil circuit 14, and then flows into the fifth oil circuit 15, and flows from the fifth oil circuit 15 into the reducer accommodating chamber 700 or the motor accommodating chamber 800 respectively, for lubrication of the reducer 20 or the motor 30.

[0146] 2 and 3 , in one embodiment, the temperature control valve 60 is located at the intersection of the outlet 11b of the first oil circuit 11 (as shown in FIG. 2 ) and the outlet 12b of the second oil circuit 12 (as shown in FIG. 2 ), that is, the valve body position A3 in FIG. 2 .

[0147] In an embodiment of the present application, the cooling oil at the bottom 710 of the reducer accommodating chamber flows into the oil pump accommodating chamber 600 from the oil inlet 51 of the oil pump accommodating chamber 600, and the oil pump 40 pumps the cooling oil in the oil pump accommodating chamber 600 out from the first outlet 605 of the oil pump accommodating chamber 600, passes through the third oil circuit 13 (as shown in Figure 2), the first oil circuit 11 (as shown in Figure 2), and flows into the temperature control valve 60 after being cooled by the heat exchanger 50 in the first oil circuit 11 (as shown in Figure 2), and then flows from the fourth oil circuit 14 to the fifth oil circuit 15, and flows from the fifth oil circuit 15 into the reducer accommodating chamber 700 or the motor 30 accommodating chamber to provide cooling and lubrication for the reducer 20 or the motor 30. Alternatively, the cooling oil at the bottom 710 of the reducer accommodating chamber flows into the oil pump accommodating chamber 600 from the accommodating chamber oil inlet 603 of the oil pump accommodating chamber 600, and the oil pump 40 pumps the cooling oil in the oil pump accommodating chamber 600 out from the first outlet 605 of the oil pump accommodating chamber 600, flows into the temperature control valve 60 through the third oil circuit 13 and the second oil circuit 12 (as shown in Figure 2), and then flows into the fourth oil circuit 14, and then flows into the fifth oil circuit 15, and flows from the fifth oil circuit 15 into the reducer accommodating chamber 700 or the motor accommodating chamber 800 respectively, for lubrication of the reducer 20 or the motor 30.

[0148] Please refer to Figures 2, 3, and 15 in conjunction. Figure 15 is a schematic diagram of the structure of a powertrain 2 provided in one embodiment of the present application. In one embodiment, cooling oil at the bottom 710 of the reducer housing chamber flows into the oil pump housing tank 600 from the housing tank oil inlet 603 of the oil pump housing tank 600. The oil pump 40 pumps the cooling oil from the oil pump housing tank 600 out of the first outlet 605 of the oil pump housing tank 600, passes through the third oil path 13 (as shown in Figure 2), then flows through the second oil inlet section 12c of the second oil path 12 (as shown in Figure 15), the temperature control valve 60 (as shown in Figure 15), and directly flows into the reducer housing chamber 700 from the second oil inlet section 12d (as shown in Figure 15). This facilitates the cooling oil to quickly reach the reducer 20 within the reducer housing chamber 700 and facilitates the rapid heating of the low-temperature cooling oil within the reducer housing chamber 700. In the embodiment of the present application, the second oil circuit 12 is integrally die-cast on the reducer end cover 200, and the axial direction of the second oil circuit 12 is parallel to the powertrain axial direction O. It should be noted that the second oil circuit 12 in Figure 15 is used to illustrate the position of the second oil circuit 12. In actual products, the second oil circuit 12 can be integrally die-cast inside the reducer end cover 200.

[0149] Please refer to Figure 16, which is a schematic diagram of the structure of a powertrain 2 provided in one embodiment of the present application. In one embodiment, the powertrain 2 includes two heat exchangers 50a, 50b, two oil pumps 40a, 40b, two first oil passages 11e, 11f, two second oil passages 12e, 12f, and a temperature control valve 60. The housing 10 includes two reducer accommodating chambers 700 (as shown in Figure 14). The inlet 401 of each oil pump 40 is connected to the bottom 710 of a reducer accommodating chamber. Among them, the two first oil circuits 11e and 11f are respectively connected in parallel with the corresponding two second oil circuits 12e and 12f, a first oil circuit 11 and a second oil circuit 12 are both used to connect an outlet 402 of an oil pump 40 and a reducer accommodating chamber 700, a heat exchanger 50 is located in a first oil circuit 11, a temperature control valve 60 is located in a second oil circuit 12 or at the intersection of a second oil circuit 12 and a first oil circuit 11 connected in parallel, and a temperature control valve 60 is used to control the flow ratio of a first oil circuit 11 and a second oil circuit 12 connected in parallel.

[0150] As shown in FIG16 , in the embodiment of the present application, a heat exchanger 50 is used to cool the cooling oil, a reducer housing chamber 700 is used to accommodate the gear set of the reducer 20, and an oil pump 40 is located at the bottom 710 of the reducer housing chamber, so that the inlet 401 of the oil pump 40 can communicate with the bottom 710 of the reducer housing chamber. This facilitates the oil pump 40 to provide oil pressure to the cooling oil at the bottom 710 of the reducer housing chamber, driving the cooling oil to be delivered to the reducer 20 for cooling and lubrication of the reducer 20. A temperature control valve 60 is used to control the flow ratio of a first oil circuit 11 and a second oil circuit 12 connected in parallel, which facilitates controlling the cooling oil flow in the first oil circuit 11 and the second oil circuit 12, thereby improving the efficiency of the powertrain 2.

[0151] In the embodiment of the present application, the two first oil circuits 11e and 11f are connected in parallel with the corresponding two second oil circuits 12e and 12f, respectively. This means that the first oil circuit 11e is connected in parallel with the second oil circuit 12e, and the first oil circuit 11f is connected in parallel with the second oil circuit 12f. The inlet 11a of each first oil circuit 11 is connected to the inlet 12a of each second oil circuit 12, and the outlet 11b of each first oil circuit 11 is connected to the outlets 12b of the two second oil circuits 12.

[0152] In the embodiment of the present application, as shown in FIG16 , a temperature control valve 60 can be located at any one of valve body position B1 , valve body position B2 , valve body position B3 , valve body position B4 , valve body position B5 , and valve body position B6 .

[0153] In the embodiment of the present application, the amount of cooling oil flowing into a second oil circuit 12 at low temperatures is relatively large, and the amount of cooling oil flowing into a first oil circuit 11 at high temperatures is relatively large. The setting of a first oil circuit 11 and a second oil circuit 12 is conducive to reducing the heat dissipation of the cooling oil at low temperatures. At the same time, a gear set of a reducer 20 will generate heat when working, which is conducive to a rapid increase in the cooling oil temperature in a reducer accommodating cavity 700, thereby reducing the viscosity of the cooling oil, reducing the oil resistance of the system, and ensuring the normal operation of an oil pump 40. At the same time, it is also conducive to reducing the oil stirring loss of a reducer 20 and improving the efficiency of the powertrain 2.

[0154] Please refer to Figures 14 and 17. Figure 17 is a schematic diagram of the structure of a powertrain 2 provided in one embodiment of the present application. In one embodiment, the powertrain 2 includes two heat exchangers 50a and 50b, two oil pumps 40a and 40b, two first oil circuits 11e and 11f, two second oil circuits 12e and 12f, and at least one temperature control valve 60. When a temperature control valve 60 is located in valve position C1 or valve position C2 in a second oil circuit 12e, cooling oil can flow directly from the temperature control valve 60 into a reducer 20 without having to merge with the cooling oil flowing out of the first oil circuit 11e and then flow into the reducer receiving cavity 700 (as shown in Figure 14). This facilitates faster receipt of low-temperature cooling oil by a reducer 20 for lubrication of a gear set of the reducer 20, facilitates rapid temperature increase of the cooling oil, reduces cooling oil viscosity, reduces system oil resistance, and ensures the normal operation of the oil pump 40. It also helps reduce oil churning losses in the reducer 20 and improves the efficiency of the powertrain 2.

[0155] Referring to FIG. 16 , in one embodiment, the power assembly 2 includes two heat exchangers 50a and 50b, two oil pumps 40a and 40b, two first oil circuits 11e and 11f, two second oil circuits 12e and 12f, and two temperature control valves 60a and 60b. The housing 10 (shown in FIG. 2 ) includes two reducer accommodating chambers 700 (shown in FIG. 14 ). The inlet 401 of each oil pump 40 is connected to a reducer accommodating chamber bottom 710. The two first oil circuits 11e and 11f are connected in parallel with the corresponding two second oil circuits 12e and 12f, respectively. A first oil circuit 11e and a second oil circuit 12e are used to connect an outlet 402a of an oil pump 40a and a reducer accommodating chamber 700. A heat exchanger 50a is located in a first oil circuit 11e. A temperature control valve 60a is located in a second oil circuit 12e or at the intersection of a second oil circuit 12e and a first oil circuit 11e connected in parallel with it. Another temperature control valve 60b is located in another second oil circuit 12f or at the intersection of another second oil circuit 12f and another first oil circuit 11f connected in parallel with it. The two temperature control valves 60a and 60b are respectively used to control the flow ratio of the two parallel first oil circuits 11e and 11f and the two second oil circuits 12e and 12f.

[0156] In an embodiment of the present application, as shown in Figure 16, one of the two temperature control valves 60a and 60b can be located at any one of the valve body position B1, valve body position B2, and valve body position B3, and the other temperature control valve 60b can be located at any one of the valve body position B4, valve body position B5, and valve body position B6.

[0157] In the embodiment of the present application, the two temperature control valves 60a and 60b are controlled at the same time, which is conducive to a larger amount of cooling oil flowing into the two second oil circuits 12e and 12f at low temperatures, and a larger amount of cooling oil flowing into the two first oil circuits 11e and 11f at high temperatures. The setting of the two first oil circuits 11e and 11f and the two second oil circuits 12e and 12f is conducive to reducing the heat dissipation of the cooling oil at low temperatures. At the same time, the gear set of the reducer 20 will generate heat when working, which is conducive to a rapid increase in the cooling oil temperature in the reducer accommodating cavity 700, thereby reducing the viscosity of the cooling oil and reducing the oil resistance of the system, which is conducive to ensuring the normal operation of the two oil pumps 40a and 40b. At the same time, it is also conducive to reducing the oil stirring loss of a reducer 20 and improving the efficiency of the powertrain 2.

[0158] Please refer to Figure 18, which is a schematic diagram of the structure of the power assembly 2 provided in one embodiment of the present application. In one embodiment, the housing 10 includes two reducer accommodating chambers 700 (as shown in Figure 14), and the bottoms 710 of the two reducer accommodating chambers are connected.

[0159] In the embodiment of the present application, cooling oil is stored in the bottom 710 of the reducer accommodating chamber, and the bottoms 710 of the two reducer accommodating chambers are connected, which is conducive to the merging and connecting of the cooling oil in the shell 10. When the shell 10 (as shown in Figure 2) contains only one temperature control valve 60, the bottoms 710 of the two reducer accommodating chambers are connected, which is conducive to faster realization of rapid heating of the low-temperature cooling oil in the shell 10, so that the two oil pumps 40a and 40b can work normally and quickly.

[0160] Please refer to Figure 19, which is a schematic diagram of the structure of a powertrain 2 provided in one embodiment of the present application. In one embodiment, the powertrain 2 includes two heat exchangers 50a, 50b, two oil pumps 40a, 40b, two first oil circuits 11e, 11f, two second oil circuits 12e, 12f, and a temperature control valve 60. The housing 10 includes two reducer accommodating cavities 700 (as shown in Figure 14) and two motor accommodating cavities 800 (as shown in Figure 3). The inlet 401 of each oil pump 40 is connected to the bottom 710 of a reducer accommodating cavity. Among them, the two first oil circuits 11e and 11f are respectively connected in parallel with the corresponding two second oil circuits 12e and 12f, a first oil circuit 11 and a second oil circuit 12 are both used to connect an outlet 402 of an oil pump 40, a reducer accommodating chamber 700 and a motor accommodating chamber 800, a heat exchanger 50 is located in a first oil circuit 11, and a temperature control valve 60 is located in a second oil circuit 12 or at the intersection of a second oil circuit 12 and a first oil circuit 11 connected in parallel. The temperature control valve 60 is used to control the flow ratio of a first oil circuit 11 and a second oil circuit 12 connected in parallel.

[0161] In the embodiment of the present application, as shown in FIG19 , the temperature control valve 60 can be located at any one of the valve body position B1 , valve body position B2 , valve body position B3 , valve body position B4 , valve body position B5 , and valve body position B6 .

[0162] In the embodiment of the present application, a relatively large amount of cooling oil flows into a second oil circuit 12 at low temperatures. The gear set of a reducer 20 and a motor 30 generate heat during operation, which facilitates a rapid increase in the temperature of the cooling oil within a reducer housing chamber 700, thereby reducing the viscosity of the cooling oil and the oil resistance of the system. This facilitates the normal operation of an oil pump 40, while also facilitating reduced oil churning losses in a reducer 20 and improved efficiency of the powertrain 2. A relatively large amount of cooling oil flows into a first oil circuit 11 at high temperatures, i.e., a relatively large amount of cooling oil is cooled and heat-exchanged by a heat exchanger 50. This facilitates the cooling oil in the first oil circuit 11 to cool and lubricate a reducer 20 and a motor 30, thereby facilitating temperature rise control of the powertrain 2.

[0163] Please refer to Figure 20, which is a schematic diagram of the structure of the powertrain 2 provided by an embodiment of the present application. In one embodiment, when a temperature control valve 60 is located at the valve body position C1 or the valve body position C2 in a second oil circuit 12, the cooling oil can flow directly from the temperature control valve 60 into a reducer 20 without merging with the cooling oil in the first oil circuit 11 that has been cooled by the heat exchanger 50. This is beneficial for a reducer 20 to receive low-temperature cooling oil more quickly for lubricating a gear set of the reducer 20, and is beneficial for rapidly heating the cooling oil, reducing the viscosity of the cooling oil, reducing the oil resistance of the system, and ensuring the normal operation of an oil pump 40. It is also beneficial for reducing the oil churning loss of a reducer 20 and improving the efficiency of the powertrain 2.

[0164] Please continue to refer to Figure 19. In one embodiment, the power assembly 2 includes two heat exchangers 50a, 50b, two oil pumps 40a, 40b, two first oil circuits 11e, 11f, two second oil circuits 12e, 12f and two temperature control valves 60a, 60b. The housing 10 includes two reducer accommodating cavities 700 (as shown in Figure 14) and two motor accommodating cavities 800 (as shown in Figure 3). Each motor accommodating cavity 800 is used to accommodate a motor 30, and the inlet 401 of each oil pump 40 is used to connect to the bottom 710 of a reducer accommodating cavity. Among them, the two first oil circuits 11e and 11f are respectively connected in parallel with the corresponding two second oil circuits 12e and 12f, one first oil circuit 11 and one second oil circuit 12 are both used to connect an outlet 402 of an oil pump 40, a reducer accommodating chamber 700 and a motor accommodating chamber 800, a heat exchanger 50 is located in one first oil circuit 11, a temperature control valve 60a is located in one second oil circuit 12e or at the intersection of a second oil circuit 12e and a first oil circuit 11e connected in parallel with it, and another temperature control valve 60b is located in another second oil circuit 12f or at the intersection of another second oil circuit 12f and another first oil circuit 11f connected in parallel with it. The two temperature control valves 60a and 60b are respectively used to control the flow ratio of the two parallel first oil circuits 11e and 11f and the two second oil circuits 12e and 12f.

[0165] In an embodiment of the present application, as shown in Figure 19, one of the two temperature control valves 60a and 60b can be located at any one of the valve body position B1, valve body position B2, and valve body position B3, and the other temperature control valve 60b can be located at any one of the valve body position B4, valve body position B5, and valve body position B6.

[0166] In the embodiment of the present application, the two temperature control valves 60a and 60b work simultaneously, and the amount of cooling oil flowing into the two second oil circuits 12e and 12f at low temperatures is relatively large. The setting of the two first oil circuits 11e and 11f and the two second oil circuits 12e and 12f is conducive to reducing the heat dissipation of the cooling oil at low temperatures. At the same time, the gear sets of the two reducers 20a and 20b and the two motors 30a and 30b will generate heat when working, which is conducive to the rapid rise of the cooling oil temperature in the two reducer accommodating cavities 700, thereby reducing the viscosity of the cooling oil and reducing the oil resistance of the system, which is conducive to ensuring the normal operation of the two oil pumps 40a and 40b. At the same time, it is also conducive to reducing the oil stirring loss of the two reducers 20a and 20b and improving the efficiency of the powertrain 2. At high temperatures, a large amount of cooling oil flows into the two first oil passages 11e and 11f, allowing more of the hot cooling oil to enter the two heat exchangers 50a and 50b for cooling. This facilitates cooling and lubricating the two reducers 20a and 20b or the two motors 30a and 30b when the cooling oil flows into the two reducer accommodating cavities 700 or the two motor accommodating cavities 800, thereby facilitating temperature rise control of powertrain 2 and ensuring its normal operation. The two temperature control valves 60a and 60b are respectively used to control the flow ratio between the two parallel first oil passages 11e and 11f and the two second oil passages 12e and 12f, thereby improving the efficiency of powertrain 2.

[0167] Please refer to Figure 21, which is a schematic diagram of the structure of the powertrain 2 provided in one embodiment of the present application. In one embodiment, the housing 10 includes two reducer accommodating cavities 700 (as shown in Figure 14) and two motor accommodating cavities 800 (as shown in Figure 3), and the bottoms 710 of the two reducer accommodating cavities are connected.

[0168] In the embodiment of the present application, cooling oil is stored in the bottom 710 of the reducer accommodating cavity, and the bottoms 710 of the two reducer accommodating cavities are connected, which is conducive to the merging and connecting of the cooling oil in the shell 10. When the gear set and the motor 30 of the reducer 20 in the shell 10 are working, a large amount of heat will be generated, which is conducive to the rapid heating of the low-temperature cooling oil in the shell 10, so that the two oil pumps 40a and 40b can work quickly and normally, and it is also conducive to the faster cooling of the high-temperature cooling oil in the shell 10.

[0169] Please refer to Figure 22, which is a schematic diagram of the structure of a powertrain 2 provided in one embodiment of the present application. In one embodiment, the bottoms 710 of two reducer accommodating chambers are connected, as are the two second oil passages 12e and 12f. A temperature-controlled valve 60 is located at the location where the two second oil passages 12e and 12f are connected. The temperature-controlled valve 60 includes two inlets 61a and 61b and one outlet 62. One second oil passage 12e is used to connect the outlet 402a of an oil pump 40a, one inlet 61a of the temperature-controlled valve 60, one outlet 62 of the temperature-controlled valve 60, and a reducer accommodating chamber 700. The other second oil passage 12f is used to connect the outlet 402b of another oil pump 40b, another inlet 61b of the temperature-controlled valve 60, one outlet 62 of the temperature-controlled valve 60, and another reducer accommodating chamber 700.

[0170] In the embodiment of the present application, two reducer accommodating chambers 700 (as shown in FIG14 ) are respectively used to accommodate two reducers 20a and 20b, connecting the two second oil circuits 12e and 12f, which facilitates the use of a single temperature control valve 60 to control the two first oil circuits 11e and 11f and the two second oil circuits 12e and 12f. The cooling oil at the bottom 710 of the reducer accommodating chamber is pumped out through the outlet 402a of an oil pump 40a, then flows into the reducer accommodating chamber 700 through the second oil circuit 12e, the inlet 61a of a temperature control valve 60, and the outlet 62 of the temperature control valve 60, providing lubrication for the reducer 20a. The cooling oil at the bottom 710 of the reducer accommodating chamber is pumped out through the outlet 402b of the other oil pump 40b, then flows into the other reducer accommodating chamber 700 through the other second oil circuit 12f, the other inlet 61b of a temperature control valve 60, and the outlet 62 of the temperature control valve 60, providing lubrication for the other reducer 20b.

[0171] In an embodiment of the present application, a temperature control valve 60 is located at the position where the two second oil circuits 12e and 12f are connected, which is beneficial for one temperature control valve 60 to simultaneously regulate the flow rate of cooling oil flowing through the two second oil circuits 12e and 12f, and is beneficial for using one temperature control valve 60 to achieve the control effect of two temperature control valves 60.

[0172] Please continue to refer to FIG. 22 . In one embodiment, as shown in FIG. 22 , a temperature control valve 60 can be located at any one of valve body position D1 , valve body position D2 , valve body position D3 , valve body position D4 , and valve body position D5 .

[0173] Please refer to Figure 23, which is a schematic diagram of the structure of the powertrain 2 provided in one embodiment of the present application. In one embodiment, the housing 10 further includes two motor accommodating cavities 800 (as shown in Figure 3) and two motors 30a and 30b. In this embodiment of the present application, a temperature control valve 60 can be located in any of valve body positions D1, D2, D3, D4, and D5.

[0174] In the embodiment of the present application, the two reducer accommodating cavities 700 are respectively used to accommodate the two reducers 20a and 20b, and the two motor accommodating cavities 800 are respectively used to accommodate the two motors 30a and 30b, connecting the two second oil circuits 12e and 12f, which is conducive to using one temperature control valve 60 to achieve control of the two first oil circuits 11e and 11f and the two second oil circuits 12e and 12f.

[0175] Continuing with Figures 12 and 13 , in one embodiment, a heat exchanger 50 includes a temperature-controlled valve 60, a valve channel 56, and multiple flow plates 57. The multiple flow plates 57 are stacked, each of which includes four openings: two openings 57a and 57b for circulating cooling oil, and two openings 57c and 57d for circulating coolant. The temperature-controlled valve 60 and valve channel 56 are arranged on one side of a flow plate 57. The temperature-controlled valve 60 is located within the valve channel 56. The inlet 56a and outlet 56b of the valve channel 56 are respectively connected to the two openings 57a and 57b of the flow plate 57. The temperature-controlled valve 60 is used to control the flow rate of the valve channel 56.

[0176] In this embodiment, the heat exchanger 50 is integrated with the valve channel 56. The cooling oil or coolant flowing through the multiple circulation plates 57 forms multiple sub-oil channels or sub-liquid channels within the heat exchanger 50. The stacked sub-oil channels and sub-liquid channels increase the heat exchange area for the cooling oil and coolant, thereby improving the cooling efficiency of the cooling oil. The diagonal arrangement of the two openings 57a and 57b and the other two openings 57c and 57d facilitates convection of the cooling oil and coolant within the heat exchanger 50, thereby improving cooling efficiency.

[0177] In the embodiment of the present application, the two openings 57a and 57b are respectively the heat exchange oil inlet 57a and the heat exchange oil outlet 57b. The heat exchange oil inlet 57a is connected to the inlet 59 (as shown in FIG9 ) of the heat exchanger 50, and the heat exchange oil outlet 57b is connected to the outlet 58 (as shown in FIG9 ) of the heat exchanger 50. The inlet 56a of the valve channel 56 is connected to the heat exchange oil inlet 57a, and the outlet 56b of the valve channel 56 is connected to the heat exchange oil outlet 57b. Cooling oil flows through the valve channel 56 in sequence from the inlet 56a of the valve channel 56, through the temperature control valve 60, and through the outlet 56b of the valve channel 56.

[0178] In the embodiment of the present application, a temperature control valve 60 is used to control the flow rate of valve channel 56. When the cooling oil temperature is low, a larger amount of cooling oil flows into valve channel 56, while a smaller amount of cooling oil flows over the circulation plate 57 of heat exchanger 50. This allows more cooling oil to avoid cooling through heat exchanger 50, facilitates rapid temperature increase of low-temperature cooling oil, and facilitates rapid and normal operation of oil pump 40 (as shown in FIG3 ). It also helps reduce cooling oil viscosity, minimizes system oil resistance, reduces oil churning losses during operation of the gear set of reducer 20, and reduces power loss of powertrain 2. When the cooling oil temperature is high, a smaller amount of cooling oil flows into valve channel 56, while a larger amount of cooling oil flows over the circulation plate 57 of heat exchanger 50. This allows more hot cooling oil to be cooled through heat exchanger 50, facilitates cooling and lubrication of reducer 20 (as shown in FIG2 ) and motor 30 (as shown in FIG2 ), and controls the temperature rise of powertrain 2. The arrangement of valve channel 56 and temperature control valve 60 facilitates high efficiency in the operation of powertrain 2.

[0179] Continuing to refer to FIG. 12 , in one embodiment, the valve channels 56 are stacked and arranged between a flow plate 57 e and another flow plate (not shown).

[0180] In the embodiment of the present application, the temperature control valve 60 is located in the valve channel 56 and is used to control the flow of the valve channel 56. The temperature control valve 60 and the valve channel 56 are stacked between a flow plate 57e and another flow plate (not shown) of the heat exchanger 50, which facilitates the integration of the valve channel 56 into the heat exchanger 50 without occupying too much space outside the heat exchanger 50.

[0181] Please continue to refer to Figures 12 and 24. Figure 24 is a schematic diagram of the structure of a heat exchanger 50 provided in one embodiment of the present application. In one embodiment, the heat exchanger 50 further includes a top plate 54 (as shown in Figure 24), which is stacked on multiple circulation plates 57. The valve channel 56 is stacked and arranged between the top plate 54 (as shown in Figure 24) and one of the circulation plates 57. The top plate 54 is not shown in Figure 12.

[0182] In this embodiment, the top plate 54 is located at the top of the heat exchanger 50, perpendicular to the heat exchanger axis O1. Cooling oil or coolant no longer flows above the top plate 54. Instead, the top plate 54 is used to connect and block the cooling oil or coolant flowing through the flow plate 57 closest to the top plate 54 (as shown in FIG24 ), isolating the oil and liquid passages within the heat exchanger 50 from the outside. In this embodiment, the top plate 54 (as shown in FIG24 ) does not need to be connected to the vehicle's cooling system via a liquid pipe or pipeline. The temperature control valve 60 and valve channel 56 are stacked between the top plate 54 and a flow plate 57. Along a direction perpendicular to the heat exchanger axis O1, the top plate 54 (as shown in FIG24 ), valve channel 56, and multiple flow plates 57 are arranged in sequence.

[0183] In one embodiment, the top plate 54 (as shown in FIG. 24 ) may be an integrally formed plate-like structure, which simplifies the manufacturing process.

[0184] In one embodiment, the top plate 54 (as shown in FIG. 24 ) has the same structure as the circulation plate 57, i.e., the top plate 54 also has four circulation holes, which are sealed by blocking members. This allows one of the circulation plates 57 to be used for the top plate 54, simplifying the mold production process.

[0185] Referring to FIG. 24 , in one embodiment, the top plate 54 includes two water holes (not shown).

[0186] In the embodiment of the present application, the two water holes are respectively connected to the other two openings 57c and 57d of the circulation plate 57, and are used to connect the coolant pipeline from the top of the top plate 51 to the cooling system of the entire vehicle. One of the water holes is used to flow in the coolant for heat exchange and cooling of the cooling oil in the heat exchanger 50, and the other water hole is used to flow out the coolant whose temperature has been increased after heat exchange in the heat exchanger 50.

[0187] Please refer to Figure 24. In one embodiment, the heat exchanger 50 further includes a mounting plate 55. The mounting plate 55 is used to fix the housing 10 of the powertrain 2 (as shown in Figure 2). The valve channel 56 is stacked and arranged between a flow plate 57f and the mounting plate 55.

[0188] In an embodiment of the present application, the mounting plate 55 is located at the bottom of the heat exchanger 50 in a direction perpendicular to the axial direction O1 of the heat exchanger, the temperature control valve 60 is located in the valve channel 56, the temperature control valve 60 and the valve channel 56 are stacked between a circulation plate 57f and the mounting plate 55, and along the direction perpendicular to the axial direction O1 of the heat exchanger, the top plate 54, multiple circulation plates 57, the valve channel 56, and the mounting plate 55 are arranged in sequence.

[0189] Referring to Figure 24 , in one embodiment, the mounting plate 55 includes two oil holes 58 and 59 (as shown in Figure 9 ). In this embodiment, the two oil holes 58 and 59 of the mounting plate 55 serve as the inlet 59 and outlet 58 of the heat exchanger 50 (as shown in Figure 9 ), respectively, and are connected to the heat exchange oil inlet hole 57a and the heat exchange oil outlet hole 57b on the circulation plate 57 , respectively. The two oil holes on the mounting plate 55 are connected to the first oil inlet section 11c and the first oil outlet section 11d of the first oil passage 11 , respectively. The mounting plate 55 is located at the bottom of the heat exchanger 50, perpendicular to the heat exchanger axis O1 , and has two oil holes 58 and 59. This facilitates smoother reception of cooling oil from the housing 10 of the powertrain 2 by the heat exchanger 50 and smoother delivery of cooled cooling oil from the heat exchanger 50 into the housing 10 of the powertrain 2.

[0190] Referring to FIG. 24 , in one embodiment, the mounting plate 55 includes two oil holes 58 and 59 and two water holes (not shown). In this embodiment of the present application, the two oil holes 58 and 59 of the mounting plate 55 serve as the inlet 59 and outlet 58 of the heat exchanger 50 (as shown in FIG. 9 ), respectively, and are connected to the heat exchange oil inlet hole 57 a and the heat exchange oil outlet hole 57 b on the circulation plate 57 . The two water holes connect the coolant pipeline inside the powertrain 2 housing 10 to the vehicle's cooling system. The two water holes and the two oil holes 58 and 59 are all located on the mounting plate 55 , which facilitates smoother flow of cooling water and cooling oil from the powertrain 2 housing 10 into the heat exchanger 50 and also facilitates smoother flow of cooling oil and cooling water from the heat exchanger 50 out of the powertrain 2 housing 10. Two water holes are also arranged on the mounting plate 55, which is conducive to the integration of the cooling pipe into the interior of the powertrain 2 housing 10. There is no need to arrange the cooling pipe on the top plate 54 of the heat exchanger 50, which is conducive to reducing the space occupied in the powertrain 2 along the direction perpendicular to the axial direction O1 of the heat exchanger, and is conducive to reducing the overall volume of the powertrain 2, which is conducive to realizing the miniaturized layout of the powertrain 2.

[0191] 4 , the powertrain 2 further includes a coolant line 17 . The coolant line 17 flows through the motor controller 70 to cool the motor controller 70 , then flows into the heat exchanger 50 to exchange heat with the oil passage of the heat exchanger 50 , and then flows into the cooling system of the entire vehicle.

[0192] The above is a detailed introduction to the powertrain, heat exchanger and electric vehicle with controllable oil flow provided in the embodiments of the present application. Specific examples are used in this article to illustrate the principles and embodiments of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea; at the same time, for general technical personnel in this field, based on the ideas 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 with controllable oil flow, characterized in that: The power assembly includes a housing, a heat exchanger, an oil pump, a temperature control valve, a first oil circuit and a second oil circuit. The housing includes a reducer accommodating chamber, the reducer accommodating chamber is used to accommodate a gear set of the reducer, the inlet of the oil pump is used to communicate with the reducer accommodating chamber, the first oil circuit and the second oil circuit are connected in parallel between the outlet of the oil pump and the reducer accommodating chamber, wherein: The heat exchanger is used to cool the cooling oil in the first oil circuit; The temperature control valve is used to control the flow ratio of the first oil circuit and the second oil circuit.

2. The powertrain according to claim 1, characterized in that: The heat exchanger is located in the first oil circuit, and the temperature control valve is located in the second oil circuit or at the intersection of the first oil circuit and the second oil circuit.

3. The powertrain according to claim 1 or 2, characterized in that: The temperature control valve includes an inlet and an outlet, the second oil circuit includes a second oil inlet section and a second oil outlet section, the second oil inlet section is used to connect the outlet of the oil pump and the inlet, and the second oil outlet section is used to connect the outlet and the reducer accommodating chamber.

4. The powertrain according to claim 1 or 2, characterized in that: The temperature control valve includes an inlet and two outlets, the first oil circuit includes a first oil inlet section and a first oil outlet section, the inlet is used to connect to the outlet of the oil pump, one of the outlets is used to connect to the inlet of the second oil circuit, the first oil inlet section is used to connect to the other outlet and the inlet of the heat exchanger, and the first oil outlet section is used to connect to the outlet of the heat exchanger and the reducer accommodating chamber.

5. The powertrain according to claim 1 or 2, characterized in that: The temperature control valve includes two inlets and one outlet, the first oil circuit includes a first oil inlet section and a first oil outlet section, one of the inlets is used to connect to the outlet of the second oil circuit, the first oil inlet section is used to connect to the outlet of the oil pump and the inlet of the heat exchanger, the first oil outlet section is used to connect to the outlet of the heat exchanger and the other inlet, and the outlet is used to connect to the reducer accommodating chamber.

6. The powertrain according to any one of claims 1 to 5, characterized in that: The powertrain also includes a third oil circuit and a fourth oil circuit, the inlet of the third oil circuit is used to connect to the outlet of the oil pump, the outlet of the third oil circuit is used to connect to the inlet of the first oil circuit and the inlet of the second oil circuit, the inlet of the fourth oil circuit is used to connect to the outlet of the first oil circuit and the outlet of the second oil circuit, and the outlet of the fourth oil circuit is used to directly connect to the reducer accommodating chamber.

7. The power assembly according to any one of claims 1 to 6, characterized in that: The temperature control valve and the second oil circuit are stacked on the heat exchanger, and the heat exchanger includes an oil inlet and an oil outlet. The oil inlet is used to connect to the outlet of the oil pump, and the oil outlet is used to connect to the reducer accommodating chamber. The second oil circuit is connected in parallel with the oil circuit between the oil inlet and the oil outlet, and the inlet of the second oil circuit is connected to the oil inlet, and the outlet of the second oil circuit is connected to the oil outlet.

8. The powertrain according to any one of claims 1 to 7, characterized in that: The housing comprises an intermediate housing and a reducer end cover, the intermediate housing comprises a reducer accommodating groove and a second oil circuit formed by integral die casting, and the reducer accommodating groove is used to enclose the reducer accommodating chamber with the reducer end cover.

9. The powertrain according to claim 8, characterized in that: The intermediate housing further comprises an oil pump receiving groove and an oil outlet hole, wherein the oil pump receiving groove is used to receive the oil pump, the oil outlet is used to communicate with the second oil path, and the opening of the oil outlet hole faces the reducer receiving chamber.

10. The power assembly according to any one of claims 1 to 9, characterized in that: The power assembly includes two heat exchangers, two oil pumps, two first oil circuits, two second oil circuits and a temperature control valve, and the housing includes two reducer accommodating chambers, wherein: The two reducer accommodating chambers are connected, the two second oil circuits are connected, and the one temperature control valve is also used to control the flow ratio of the first oil circuit and the second oil circuit.

11. A temperature control valve integrated heat exchanger, characterized in that: The heat exchanger comprises a temperature control valve, a valve channel and a plurality of flow plates, wherein the plurality of flow plates are stacked, each of the flow plates comprises four openings, two of which are used for circulating cooling oil, and the other two openings are used for circulating cooling liquid, wherein: The temperature control valve and the valve channel are arranged on one side of one of the circulation plates. The temperature control valve is located in the valve channel. The inlet and outlet of the valve channel are respectively connected to the two openings of the one circulation plate. The temperature control valve is used to control the flow of the valve channel.

12. The heat exchanger according to claim 11, characterized in that The valve channels are stacked and arranged between the one flow plate and the other flow plate.

13. The heat exchanger according to claim 11, characterized in that The heat exchanger further includes a top plate, which is stacked on the plurality of flow plates, and the valve channel is stacked and arranged between the top plate and the one flow plate.

14. The heat exchanger according to claim 11, characterized in that The heat exchanger further includes a mounting plate, which is used to fix the powertrain housing, and the valve channel is stacked and arranged between the one flow plate and the mounting plate.

15. An electric vehicle, characterized in that: The electric vehicle comprises a vehicle body, a cooling system and a powertrain as described in any one of claims 1 to 10 or a heat exchanger as described in any one of claims 11 to 14, the vehicle body being used to fix the powertrain or the heat exchanger and the cooling system, the cooling system being used to exchange heat with the heat exchanger, and the powertrain being used to provide power for the wheels of the electric vehicle.

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