Power assembly achieving oil injection by means of rotating shaft of gearbox, and vehicle

Abstract

The present application provides a power assembly achieving oil injection by means of a rotating shaft of a gearbox, and a vehicle. The power assembly comprises a housing, a motor and a gearbox; the motor comprises a rotor and a stator; the gearbox comprises at least one rotating shaft; and the housing of the power assembly comprises a motor receiving cavity, a gearbox receiving cavity and an oil injection hole. The motor receiving cavity is used for receiving the rotor and fixing the stator; the gearbox receiving cavity is used for receiving a gear set of the gearbox and the at least one rotating shaft; the rotating shaft comprises an axial flow channel; the axial flow channel passes through the rotating shaft along the axial direction of the rotating shaft; and the oil injection hole is used for communicating the axial flow channel of the rotating shaft with the exterior of the housing. The power assembly of the present application uses the hollow rotating shaft to transport oil from an external oil path into the housing of the power assembly, thereby reducing the occupied space and area of the oil injection hole and an oil plug on the housing, and simplifying the inner and outer structural design of the housing.

Description

Powertrain and vehicle for oil injection through reducer shaft

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on February 7, 2024, with application number 202410173914.1, and the priority of the Chinese patent application entitled "Powertrain and vehicle with oil injection through reducer shaft", all contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the technical field of powertrains, and in particular to a powertrain and a vehicle that injects oil through a reducer shaft. Background Art

[0003] The powertrain housing is equipped with an oil filling hole, allowing an external oil circuit to inject oil into the housing cavity through the hole. The oil then lubricates or dissipates heat for the powertrain's internal components. The placement of the oil filling hole in existing powertrains can affect the overall structural layout and strength of the housing. This causes the oil filling hole and its corresponding oil plug to occupy the effective space and area of ​​the housing, complicating the overall structure inside and outside the housing.

[0004] Summary of the Invention

[0005] This application provides a powertrain that uses a reducer shaft for oil injection. By utilizing the hollow reducer shaft to transport oil from an external oil circuit into the powertrain housing, this reduces the space and area occupied by the oil injection hole and oil plug on the housing and simplifies the internal and external structural design of the housing. This application also provides a vehicle. This application specifically includes the following technical solutions:

[0006] In the first aspect, the present application provides a powertrain that is oiled through a reducer shaft, the powertrain including a housing, a motor and a reducer, the motor including a rotor and a stator, the reducer including at least one rotating shaft, the housing of the powertrain including a motor accommodating chamber, a reducer accommodating chamber and an oil filling hole, a motor accommodating chamber for accommodating the rotor and for fixing the stator, a reducer accommodating chamber for accommodating the gear set of the reducer and at least one rotating shaft, a rotating shaft including an axial flow channel, an axial flow channel penetrating a rotating shaft along the axial direction of a rotating shaft, and an oil filling hole for connecting an axial flow channel of a rotating shaft and the outside of the housing.

[0007] The interior of a rotating shaft in the reducer of the powertrain of the present application is designed as a hollow structure. By reducing the weight of one rotating shaft, the overall weight of the reducer is reduced, thereby achieving the effect of reducing the weight of the powertrain as a whole. The functional structures of the motor, such as the stator, stator winding and rotor, are all accommodated in the motor accommodating chamber, so that the motor accommodating chamber can form a protective effect for the motor accommodated therein, preventing foreign objects such as dust and impurities from invading the interior of the motor and causing damage to the motor, that is, it can improve the working efficiency and life of the motor. While the reducer accommodating chamber accommodates and protects the gear set of the reducer, it can also prevent impurities such as abrasive particles or debris that may be generated by the gear set of the reducer during the transmission process from splashing into other functional structural parts in the powertrain, thereby improving the working performance and life of the powertrain.

[0008] In the powertrain of this application, an axial flow channel is provided within a rotating shaft of the reducer. An oil filling hole connects the axial flow channel to the exterior of the housing, allowing one end of the rotating shaft to be connected to an external oil circuit. This allows the external oil circuit to inject oil into the housing through the oil filling hole and the cooperation between the rotating shaft and the reducer. Because the rotating shaft passes through the reducer's gear set along its own axis, oil is injected into the housing through the rotating shaft. This prevents oil transported from the external oil circuit from flowing into the reducer's gear set, which would reduce oil injection efficiency. It also prevents excessive contact between the oil and the internal structural components of the housing, which would reduce the cleanliness of the injected oil. In other words, the powertrain of this application utilizes the hollow structure of a rotating shaft to achieve an overall weight reduction for the powertrain while also enabling the external oil circuit to inject oil into the housing. By reusing the hollow structure of a rotating shaft, no additional space is occupied in the housing layout, thus saving effective housing layout space. This simplifies the overall structural design of the housing interior and exterior, and improves the efficiency of oil injection from the external oil circuit into the housing interior.

[0009] In one possible implementation, the housing of the powertrain also includes an oil through hole and at least one oil unloading hole, wherein the oil through hole is used to connect an axial flow channel of a rotating shaft and a motor accommodating cavity, and the at least one oil unloading hole is used to connect a motor accommodating cavity and a reducer accommodating cavity.

[0010] In this embodiment, the oil hole is connected between the axial flow channel and the motor accommodating chamber, so that the oil transported by the external oil circuit to the inside of a rotating shaft through the oil filling hole can be transported to the motor accommodating chamber through the oil hole, that is, the oil transported by the external oil circuit using the axial flow channel in a rotating shaft can be transported to the motor accommodating chamber. Since the oil discharge hole is connected to the motor accommodating chamber and the reducer accommodating chamber, and is used to transport the oil in the motor accommodating chamber to the reducer accommodating chamber, the effect of oil discharge is achieved. The oil transported from the axial flow channel of a rotating shaft to the motor accommodating chamber through the oil hole can also flow out of the motor accommodating chamber from the oil discharge port and flow into the reducer accommodating chamber. Therefore, the oil discharge hole can be used to transport the oil transported from a rotating shaft to the housing through the motor accommodating chamber to the reducer accommodating chamber, thereby realizing the reuse of the oil discharge hole. By utilizing the original structure inside the powertrain as the oil delivery path when the powertrain is filled with oil, the internal structural design of the powertrain housing is further simplified. At the same time, when the external oil circuit is filling oil into the housing of the powertrain, the oil is transported to the motor accommodating chamber through an axial flow channel in a rotating shaft, and then transported from the motor accommodating chamber to the reducer accommodating chamber, so as to avoid the oil injected into the housing through the external oil circuit from directly passing through the gear set in the reducer accommodating chamber and being contaminated, that is, it can improve the oil filling efficiency of the external oil and ensure the cleanliness of the oil injected into the housing.

[0011] In one possible implementation, an oil through hole and at least one oil unloading hole are arranged at intervals around the motor axis, the distance between an oil through hole and the motor axis is smaller than the radius of a motor accommodating cavity, and the distance between each oil unloading hole and the motor axis is smaller than the radius of a motor accommodating cavity.

[0012] In this implementation, an oil through hole and at least one oil unloading hole are arranged at intervals along the circumference of the motor, and an oil through hole and each oil unloading hole are accommodated in the end face of the motor accommodating cavity to ensure that the opening of an oil through hole and the opening of each oil unloading hole toward the motor can be located in the motor accommodating cavity, thereby enabling the oil in the oil through hole to be efficiently and completely transported to the motor accommodating cavity, and at the same time, the rate at which the oil flows out of the motor accommodating cavity from the oil unloading hole can be increased.

[0013] In one possible implementation, the housing of the powertrain includes a motor housing and a reducer end cover, which are arranged adjacent to each other along the motor axis, wherein the motor housing is used to fix the stator, accommodate the rotor, and fix the bearing on one side of at least one rotating shaft, and the reducer end cover includes two side surfaces, which are opposite to each other along the motor axis, and one side surface includes at least one first groove, which is used to fix the bearing on the other side of at least one rotating shaft, and an oil filling hole passes through the bottom of a first groove along the motor axis.

[0014] In this implementation, since at least one rotating shaft extends into at least one first groove, and an axial flow channel in at least one rotating shaft passes through at least one rotating shaft along the axial direction of the motor, an axial flow channel in at least one rotating shaft faces away from the opening of the motor toward the bottom of the first groove. At this time, the oil filling hole is provided on the bottom of the first groove, so that the opening of an axial flow channel facing away from the motor is opposite to and connected to the opening of the oil filling hole toward the motor, thereby achieving the effect of the oil filling hole connecting an axial flow channel to the outside. That is, an oil filling hole is provided at a position of the reducer end cover corresponding to one end of a rotating shaft, and the oil filling hole passes through the inner wall and outer wall of the reducer end cover. Through the oil filling hole on the reducer end cover, one end of a rotating shaft can be exposed to the outside, thereby allowing the oil in the external oil circuit to be transported to an axial flow channel through the oil filling hole.

[0015] In one possible implementation, at least one rotating shaft includes an input shaft, an intermediate shaft, and an output shaft, the input shaft is used to drive the motor shaft connected to the motor, the intermediate shaft is used to drive the output shaft, and a first groove is used to fix the bearing on the other side of the intermediate shaft.

[0016] In this embodiment, the reducer is arranged adjacent to one side of the motor along its axial direction, with the motor shaft's axis coinciding with the input shaft's axis. This allows the reducer's input shaft and the motor shaft of the motor to be coaxially connected. The motor shaft and input shaft cooperate with each other, enabling the motor to input power into the reducer. The intermediate shaft is arranged parallel and spaced apart between the input and output shafts. The input and output shafts enable the intermediate shaft to achieve a transmission connection between the input and output shafts, transmitting the power input into the reducer from the motor to the output shaft and outwardly through the output shaft, thereby achieving the effect of the reducer transmitting and outputting the motor's power. Furthermore, the intermediate shaft is aligned with the oil inlet along its axial direction, and an axial flow channel is provided within the intermediate shaft, allowing the intermediate shaft to divert oil input from the oil inlet via the external oil circuit into the interior of the housing without occupying the internal space of other rotating shafts.

[0017] In a possible implementation, the distance between the intermediate shaft and the input shaft along the radial direction of the motor is smaller than the outer radius of the stator.

[0018] In this implementation, along the arrangement direction of the multiple rotating shafts in the reducer, the inner ring of the motor accommodating cavity overlaps with the intermediate shaft portion, so as to increase the degree of staggered arrangement of the motor and the reducer along the radial direction of one rotating shaft, thereby making the internal structure of the powertrain more compact and reducing the size of the housing in the arrangement direction of the multiple rotating shafts of the reducer, so as to realize the miniaturized design of the powertrain as a whole.

[0019] In a possible implementation, at least one first groove further includes another first groove, which is used to fix the bearing on the other side of the input shaft. The distance between one first groove and the other first groove along the axial direction of the motor is smaller than the outer radius of the stator.

[0020] In one possible implementation, the motor housing includes a motor shaft hole, through which the motor shaft is transmitted and connected to the input shaft, or the input shaft is transmitted and connected to the motor shaft through the motor shaft hole, wherein the distance between an oil filling hole and a motor shaft hole along the radial direction of the motor is smaller than the outer radius of the stator.

[0021] In one possible implementation, the motor housing includes a second groove, which is used to fix a side bearing of a rotating shaft and to connect to a motor accommodating cavity through an oil hole. The minimum distance between the groove wall of a second groove along the radial direction of the motor and the axis of the motor is less than or equal to the outer radius of the stator.

[0022] In this embodiment, the number of second grooves is equal to the number of first grooves and the number of rotating shafts. The axis of each second groove coincides with the axis of a first groove, and along the axial direction of a rotating shaft, the notch of each second groove is opposite and adjacent to the notch of its corresponding first groove, allowing the opposite ends of a rotating shaft to extend into a second groove and its corresponding first groove, respectively. The outer ring of the bearing on one side of each rotating shaft is secured in its corresponding second groove, while the outer ring of the bearing on the other side of each rotating shaft is secured in its corresponding first groove. The mating of the first and second grooves allows the multiple rotating shafts to be fixed to each other and rotate about their axes, ensuring transmission between the multiple rotating shafts within the reducer and thus ensuring proper operation of the reducer. Because one end of a rotating shaft extends into the second groove, the axial flow channel within the rotating shaft, along the axial direction of the motor, is separated from the opening of the first groove and the wall of the second groove. Therefore, oil transported in the axial flow channel can be delivered to the oil hole through the second groove, allowing the second groove to connect the oil hole and an axial flow channel. The bottom of the second groove along the radial direction of the motor is tangent to or partially overlaps with the end face of the stator, which can further improve the compactness of the internal structure design of the powertrain.

[0023] In one possible implementation, the motor housing includes another second groove, which is used to fix the bearing of the motor shaft. The distance between the groove wall of one second groove and the other second groove along the radial direction of the motor is smaller than the outer radius of the stator.

[0024] In a possible implementation, an opening at one end of the oil hole is located at a bottom of a second groove, and the other end of the oil hole is connected to the motor accommodating cavity.

[0025] In this embodiment, an oil hole is provided in a second groove corresponding to a rotating shaft having an internal axial flow channel. One end of the oil hole opens at the bottom of the second groove, allowing communication between the oil hole and the second groove. The other end of the oil hole opens at the inner wall of the motor housing, allowing communication between the oil hole and the motor housing. Because one side of the rotating shaft extends into the second groove, oil delivered to the rotating shaft by an external oil circuit flows from one side of the rotating shaft into the second groove. Therefore, the oil hole can drain the oil in the second groove into the motor housing.

[0026] In a possible implementation, an oil hole passes through a bottom of a second groove along the axial direction of the motor.

[0027] In this implementation, the oil hole is constructed as a straight hole. This not only transfers the oil flowing into the second groove to the motor housing cavity, but also simplifies the structural design and fabrication of the oil hole, improving fabrication efficiency and reducing precision requirements. Furthermore, along the axial direction of a rotating shaft, the opening at one end of the oil hole is spaced from the end surface of one side of the rotating shaft, allowing oil transferred from one rotating shaft to flow directly into the oil hole, improving the efficiency of oiling the powertrain.

[0028] In a possible implementation, the diameter of an oil hole along the radial direction of a second groove is less than or equal to the radius of a second groove, and the length of an oil hole along the circumferential direction of a second groove is less than or equal to half the circumference of a second groove.

[0029] In a possible implementation, the distance between each oil discharge hole and the motor axis along the radial direction of the motor is smaller than the outer diameter of the stator and larger than the outer diameter of the rotor.

[0030] In this implementation, the projection of each oil unloading hole on the end face of the stator of the motor along the radial direction of the motor is accommodated in the gap between the stator and the rotor, so that the liquid level of the oil stored in the motor housing is always lower than the outer peripheral surface of the rotor, avoiding the oil from submerging the outer peripheral surface of the rotor and reducing the working performance and effect of the rotor.

[0031] In a possible implementation, along the radial direction of the motor, the maximum distance between the oil unloading hole and the oil passing hole is smaller than the inner diameter of the motor accommodating cavity.

[0032] In this embodiment, the geometric center of the oil discharge hole and the geometric center of the oil feed hole are not on the same diameter of the motor housing, that is, the oil discharge hole and the oil feed hole are not arranged relative to each other in the radial direction of the motor. Since the oil discharge hole is typically arranged vertically at the bottom of the motor housing, the oil feed hole is located horizontally to one side of the oil discharge hole. This allows the oil delivered to the motor housing through the oil feed hole to flow along the inner wall of the motor housing, thereby draining the oil through the inner wall of the motor housing, forming a restricted flow path for the oil, thereby improving the efficiency and effectiveness of delivering the oil delivered from the oil feed hole to the oil discharge hole.

[0033] In a possible implementation, the at least one oil unloading hole includes a plurality of oil unloading holes, and the plurality of oil unloading holes are spaced apart along the circumference of the motor. The aperture of one oil unloading hole along the circumference of the motor is larger than the aperture of another oil unloading hole.

[0034] In this implementation, there are at least two oil unloading holes, which increases their total area and improves their oil unloading efficiency. Furthermore, the at least two oil unloading holes are spaced apart along the circumference of the motor, which improves the structural strength of the motor housing at the locations of the oil unloading holes and prevents potential structural deformation and other adverse phenomena at these locations, thereby improving the overall performance and lifespan of the powertrain.

[0035] In a possible implementation, the other side surface includes a first annular protrusion, which surrounds an oil filling hole, and the minimum distance between the first annular protrusion and the axis of the motor along the radial direction of the motor is smaller than the outer diameter of the motor stator.

[0036] In one possible implementation, the reducer end cover includes an oil plug, and the other side includes a second annular protrusion and an oil plug, the second annular protrusion surrounds the oil filling hole, wherein the outer diameter of the second annular protrusion is smaller than the inner diameter of the first annular protrusion, and the inner diameter of the second annular protrusion is smaller than or equal to the inner diameter of the oil filling hole, one end of the oil plug is used to embed the second annular protrusion or an oil filling hole, the outer diameter of the other end of the oil plug is larger than the inner diameter of the second annular protrusion, and the length of the oil plug along the axial direction of the motor is less than or equal to the length of the oil filling hole.

[0037] In this implementation, the oil plug is embedded in the oil filling hole, and the outer diameter of the portion of the oil plug that extends into the oil filling hole is equal to the inner diameter of the oil filling hole. This allows the oil plug to cover the oil filling hole and seal the housing, ensuring proper operation of the powertrain and improving its performance and lifespan. Furthermore, the oil plug is spaced from one of the rotating shafts along the motor's axial direction, preventing the oil plug from extending too far into the reducer end cap and affecting the performance of one of the rotating shafts.

[0038] In one possible implementation, the other side includes a plurality of strip reinforcement ribs, which are arranged at intervals along the circumference of the first annular protrusion, one end of each strip reinforcement rib is used to connect to the outer wall of the first annular protrusion, and the other end of each strip reinforcement rib extends along the first annular protrusion toward the outer edge of the reducer end cover.

[0039] In this implementation, the same end of multiple strip-shaped reinforcement ribs is spaced apart circumferentially around a single oil filling hole, and the other ends of the multiple strip-shaped reinforcement ribs extend radially from the oil filling hole toward the outer edge of the reducer end cover, thereby enhancing the overall structural strength of the reducer end cover. An external oil circuit flows through the oil filling hole to inject oil into a rotating shaft, thereby supplying oil to the interior of the powertrain housing. This avoids the need for separate oil filling holes elsewhere in the housing and does not affect the arrangement of structural components such as the strip-shaped reinforcement ribs on the housing.

[0040] In a possible implementation, the axis of an axial flow channel coincides with the axis of a rotating shaft, and the central axis of an oil injection hole coincides with the axis of an axial flow channel.

[0041] In this implementation, the axis of a rotating shaft coincides with the axis of its internal axial flow channel, creating a centrally symmetrical structure. This ensures smooth and effective rotation and avoids eccentric rotation. Furthermore, the oil injection hole is aligned with the axial flow channel, improving oil injection efficiency.

[0042] In one possible implementation, a radial shell along a rotating shaft includes two opposing inner walls, wherein the distance between one inner wall and the oil unloading hole is smaller than the distance between the other inner wall and the oil unloading hole, and the radial oil hole along a rotating shaft is located on the side of the oil unloading hole away from one inner wall.

[0043] In this embodiment, the distance between one inner wall and the oil discharge hole along the radial direction of one rotating shaft is smaller than the distance between the other inner wall and the oil discharge hole, so that one inner wall is configured as the vertical bottom wall of the reducer housing chamber. When the oil discharge hole is closer to the bottom wall of the reducer housing chamber than the oil passage hole, the oil input into the motor housing chamber through the oil hole can flow toward the oil discharge hole under the force of gravity, eliminating the need for external power to drive the oil from the oil passage hole to the oil discharge hole, thereby simplifying the overall structural design of the powertrain.

[0044] In a possible implementation, along the radial direction of a rotating shaft, a maximum distance between an inner wall of the motor accommodating cavity and an axis of a rotating shaft is smaller than a distance between an inner wall and an axis of the rotating shaft.

[0045] In this implementation, the maximum distance between the inner wall of the motor housing chamber and the axis of the motor housing chamber along the radial direction of the first rotating shaft can be understood as the inner wall at the bottom of the motor housing chamber in the vertical direction. In the vertical direction, along the oil injection path, the inner wall is lower than the inner wall at the bottom of the motor housing chamber, allowing the oil in the motor housing chamber to flow through the oil discharge hole and toward the inner wall under the action of gravity.

[0046] In a second aspect, the present application also provides a vehicle, comprising wheels and a powertrain provided by any of the above-mentioned implementation methods, wherein the powertrain is fixedly connected to the vehicle body and is used to drive the wheels.

[0047] The powertrain of the vehicle provided in this application is connected to the wheels in a transmission manner, so that the power output by the motor is transmitted to the reducer and then transmitted to the wheels through the reducer to achieve the effect of driving the wheels to rotate and thus driving the vehicle to move. The powertrain equipped in the vehicle of this application is oiled by a rotating shaft with a hollow structure reused by the powertrain to reduce the overall volume of the powertrain, thereby saving effective layout space inside the vehicle. In other words, because the vehicle of this application uses the powertrain of any of the above-mentioned implementations, the vehicle of this application has all the possible beneficial effects of the powertrain provided by any of the above-mentioned implementations. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solution of the present application, the following is a brief introduction to the drawings required for use in the implementation. Obviously, the drawings described below are only some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0049] FIG1 is a schematic diagram of a working scenario of a powertrain provided in an embodiment of the present application;

[0050] FIG2 is a schematic diagram of the internal oil circuit structure of a powertrain provided in an embodiment of the present application;

[0051] FIG3 is a schematic diagram of a partial structure of a powertrain provided in an embodiment of the present application;

[0052] FIG4 is a schematic diagram of the external structure of a powertrain provided in an embodiment of the present application;

[0053] FIG5 is a schematic diagram of a partial exploded structure of a powertrain provided in an embodiment of the present application;

[0054] FIG6 is a schematic plan view of the structure of an oil plug on a housing of a powertrain according to an embodiment of the present application;

[0055] FIG7 is a schematic diagram of the external structure of the oil plug on the housing of the powertrain provided in an embodiment of the present application;

[0056] FIG8 is a schematic diagram of the partial external structure of the reducer end cover of the power assembly provided by an embodiment of the present application with part of the structure hidden;

[0057] FIG9 is a schematic plan view of the structure of a reducer end cover of a power assembly according to an embodiment of the present application;

[0058] FIG10 is a schematic cross-sectional view of a powertrain according to an embodiment of the present application;

[0059] FIG11 is a schematic diagram of a partial cross-sectional structure of a powertrain provided in an embodiment of the present application with some structures hidden;

[0060] FIG12 is a partial plan view of a powertrain according to an embodiment of the present application;

[0061] FIG13 is a partial plan view of a powertrain according to an embodiment of the present application with some structures hidden;

[0062] FIG14 is a schematic diagram of a partial external structure of a powertrain provided in an embodiment of the present application with some structures hidden;

[0063] FIG15 is a schematic diagram of a partial planar structure of a motor housing of a powertrain provided in an embodiment of the present application. DETAILED DESCRIPTION

[0064] The technical solutions in the embodiments of the present application will be described below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, not all of them. Based on the embodiments of the present application, all other embodiments obtained by ordinary technicians in this field without making any creative work are within the scope of protection claimed in this application.

[0065] The present application provides a powertrain that injects oil through a reducer shaft. The powertrain includes a housing, a motor, and a reducer. The motor includes a rotor and a stator. The reducer includes at least one rotating shaft. The housing of the powertrain includes a motor accommodating chamber, a reducer accommodating chamber, and an oil injection hole. The motor accommodating chamber is used to accommodate the rotor and to fix the stator. The reducer accommodating chamber is used to accommodate the gear set of the reducer and at least one rotating shaft. The rotating shaft includes an axial flow channel. The axial flow channel passes through the rotating shaft along the axial direction of the rotating shaft. The oil injection hole is used to connect an axial flow channel of the rotating shaft with the outside of the housing. The powertrain of the present application reuses a hollow rotating shaft to transport oil from an external oil circuit into the housing of the powertrain, which can save the space and area occupied by the oil injection hole and the oil plug on the housing and simplify the internal and external structural design of the housing.

[0066] The present application provides a vehicle comprising wheels and a powertrain according to the aforementioned implementation. The powertrain is fixedly connected to the vehicle body and is used to drive the wheels. The powertrain of the vehicle of the present application utilizes a hollow rotating shaft for oil injection, thereby reducing the overall volume of the powertrain and conserving effective interior space.

[0067] The present application provides a vehicle comprising wheels, a power battery, and a powertrain 100. The power battery is electrically connected to various functional components within the vehicle to provide power for their normal operation. The powertrain 100 receives electrical energy from the power battery and uses it to drive the vehicle's wheels.

[0068] The wheels are rotatably connected to the body of the vehicle, and the rotation of each wheel drives the vehicle frame to move. The powertrain 100 is fixedly connected to the body of the vehicle and is in transmission connection with the wheels of the vehicle. In one embodiment, the power battery supplies power to the powertrain 100, and the powertrain 100 receives electrical energy and outputs power to the wheel ends to drive the wheels to rotate. It can be understood that the powertrain 100 of the vehicle is in transmission connection with the wheels, so that the power output by the motor in the powertrain 100 is transmitted to the reducer, and then transmitted to the wheels through the reducer, so as to achieve the effect of driving the wheels to rotate and thus driving the vehicle to move.

[0069] Please refer to Figure 1, which is a schematic diagram of the operating scenario of the powertrain 100 provided in an embodiment of the present application. The powertrain 100 includes a housing 10, a motor 20, and a reducer 30. The motor 20 and reducer 30 are fixed within the housing 10 and are transmission-connected to each other. The motor 20 is used to generate driving torque and serves as the power source of the powertrain 100 to output power. The motor 20 transmits the output power to the wheels through the reducer 30 to drive the electric vehicle.

[0070] In the embodiment shown in FIG1 , the motor 20 and the reducer 30 are arranged adjacent to each other within the housing 10 along the axial direction of the motor 20. It will be appreciated that the various functional components of the powertrain 100 are housed and secured within the housing 10, enabling the housing 10 to support and secure the various components within it, thereby ensuring that the components within the powertrain 100 can function properly and, in turn, maintain the performance of the powertrain 100. Furthermore, the housing 10 protects the various components within it, preventing foreign matter such as dust and impurities from the external environment from invading the housing 10 and potentially damaging the components within it, thereby improving the performance and lifespan of the powertrain 100.

[0071] The reducer 30 includes a plurality of rotating shafts and a gear set 34 . The plurality of rotating shafts are arranged in parallel and at intervals. The gear set 34 is used to realize the transmission connection between the plurality of rotating shafts so as to transmit the power input by the motor 20 and output it to the wheel end.

[0072] The motor 20 includes a motor shaft 21, and the reducer 30 includes an input shaft 31, an intermediate shaft 32, and an output shaft 33. The input shaft 31, intermediate shaft 32, and output shaft 33 are arranged in parallel and spaced apart. The input shaft 31 is connected to the motor shaft 21 of the motor 20, and the intermediate shaft 32 is connected to the output shaft 33 via at least one gear 341 of a gear set 34.

[0073] In one embodiment, at least one gear 341 is coaxially sleeved on the periphery of the input shaft 31, the intermediate shaft 32, and the output shaft 33. The gears 341 sleeved on each shaft mesh with each other to achieve the effect of connecting the intermediate shaft 32 to the input shaft 31 and the output shaft 33.

[0074] The motor 20 is used to output power. Because the motor shaft 21 and the input shaft 31 of the reducer 30 are coaxially driven, when the motor shaft 21 rotates about its own axis, it will synchronously drive the input shaft 31 to rotate coaxially, thereby achieving the effect of inputting power into the reducer 30. In other words, the reducer 30 is arranged adjacent to one side of the motor 20 along the axial direction of the motor 20, and the axis of the motor shaft 21 and the axis of the input shaft 31 coincide with each other, so that the input shaft 31 of the reducer 30 and the motor shaft 21 of the motor 20 can be coaxially connected. Then, through the mutual cooperation of the motor shaft 21 and the input shaft 31, the effect of the motor 20 inputting power into the reducer 30 is achieved.

[0075] The output shaft 33 of the reducer 30 can, but is not limited to, rotate coaxially with the wheel to transmit the power input by the input shaft 31 out of the reducer 30 and to the wheel end, thereby enabling the motor 20 to drive the wheel to rotate through the reducer 30.

[0076] The intermediate shaft 32 is arranged parallel to and at intervals between the input shaft 31 and the output shaft 33, so that the intermediate shaft 32 realizes the transmission connection between the input shaft 31 and the output shaft 33, and can transmit the power input into the reducer 30 by the motor 20 through the input shaft 31 to the output shaft 33, and transmit it outward through the output shaft 33, thereby realizing the effect of the reducer 30 transmitting the power of the motor 20 and outputting it.

[0077] It should be noted that the embodiment of the present application uses only one possible arrangement and spacing of the input shaft 31, intermediate shaft 32, and output shaft 33 within the reducer 30 as an example for illustrative purposes, but does not limit the arrangement and spacing of the input shaft 31, intermediate shaft 32, and output shaft 33 within the reducer 30 to this example. In other embodiments of the present application, the arrangement and spacing of the input shaft 31, intermediate shaft 32, and output shaft 33 within the reducer 30, as well as the structural dimensions of the gears sleeved around the outer periphery of each rotating shaft, can be adjusted based on actual design requirements, and the embodiment of the present application does not specifically limit this.

[0078] Meanwhile, in the embodiment shown in FIG1 , the possible functional structures within the powertrain 100 provided in the embodiment of the present application and the possible structural shapes, sizes, and arrangement positions of each functional structure are merely used as examples for illustrative description, but the functional structures and devices within the powertrain 100 and the structural shapes, sizes, and arrangement positions of each functional structure device provided in the embodiment of the present application are not limited to these examples. In other embodiments of the present application, the functional structures and devices within the powertrain 100 and the structural shapes, sizes, and arrangement positions of each functional structure device can be adjusted based on actual design requirements and application scenarios, and the embodiments of the present application do not specifically limit this.

[0079] In one embodiment, along the radial direction of the motor 20, the spacing between the intermediate shaft 32 and the input shaft 31 is less than the outer radius of the motor's stator 22. As will be appreciated, along the alignment direction of the multiple rotating shafts within the reducer 30, the inner ring of the motor housing cavity overlaps with the intermediate shaft 32, thereby increasing the degree of staggered arrangement of the motor 20 and reducer 30 along the radial direction of a single rotating shaft. This makes the internal structure of the powertrain 100 more compact, reduces the size of the housing 10 in the alignment direction of the multiple rotating shafts of the reducer 30, and achieves a miniaturized design for the entire powertrain 100.

[0080] Please refer to Figure 2, which is a schematic diagram of the internal oil circuit structure of a powertrain 100 according to an embodiment of the present application. In the embodiment shown in Figure 2, powertrain 100 includes a heat exchanger 101, an oil pump 102, an oil filter 103, and an oil sump 104. Heat exchanger 101, oil pump 102, oil filter 103, and oil sump 104 are interconnected and work in conjunction with each other to implement functions such as oil supply, oil return, and oil circulation within powertrain 100.

[0081] In one embodiment, the heat exchanger 101 is used to exchange heat with the oil in the powertrain 100. Heat-carrying oil output from other structural devices in the powertrain 100 is transported to the heat exchanger 101, where it exchanges heat and is output as cooled oil.

[0082] In one embodiment, the heat exchanger 101 can be, but is not limited to, connected to the reducer accommodating chamber, the motor accommodating chamber, and the controller accommodating chamber, respectively, so that the heat exchanger 101 can provide cooling oil to the reducer 30, the motor 20, and the controller, respectively, for heat dissipation and cooling of the reducer 30, the motor 20, and the controller, thereby enabling the reducer 30, the motor 20, and the controller to operate in a suitable temperature environment, further improving the working performance and life of the powertrain 100.

[0083] In one embodiment, the oil pool 104 is connected to the reducer housing chamber, the motor housing chamber, and the controller housing chamber. After the oil has cooled the reducer 30, the motor 20, the controller, and other functional components within the powertrain 100, the used oil can flow back into the oil pool 104. Alternatively, the oil pool 104 can also be used to store oil when an external oil circuit is used to fill the housing 10 of the powertrain 100.

[0084] In one embodiment, the power assembly 100 further includes an oil suction pipe 105 , which is connected to the oil pool 104 in the reducer accommodating chamber and is used to provide negative pressure to absorb the oil in the oil pool 104 .

[0085] In one embodiment, an oil filter 103 is connected between the oil pump 102 and the oil sump 104. The oil filter 103 is used to filter impurities from the oil to ensure oil cleanliness. This prevents the oil from being mixed with impurities, abrasive particles, etc. during reuse, which could damage functional components within the powertrain 100. The filtered oil can be delivered to the heat exchanger 101 via the oil pump 102.

[0086] That is, by providing the oil filter 103 to filter impurities from the oil, the oil can be recycled and its service life can be extended, thereby improving the operating performance and life of the powertrain 100. The oil in the oil pool 104 can be transported to the oil filter 103 using, but is not limited to, a device or structure such as an oil suction pipe 105.

[0087] In one embodiment, a plurality of oil pipes (not shown) are arranged in the power assembly 100 , and the plurality of oil pipes are connected between various functional structural devices inside the power assembly 100 to realize the oil transportation function inside the power assembly 100 .

[0088] It should be noted that in the embodiment shown in FIG2 , only one possible flow path of oil within the powertrain 100 is used as an example for illustrative purposes. However, this does not limit the devices or structural components for achieving oil flow within the powertrain 100 of this application to this specific example, nor does it limit the layout positions and structural dimensions of the various functional structural devices within the powertrain 100 to this specific example. In other embodiments of this application, the flow path of oil within the powertrain 100 can be adjusted based on actual design requirements, application scenarios, and functional requirements to be met, and this embodiment of the application does not specifically limit this.

[0089] It can be understood that the powertrain 100 is provided with an oil delivery path therein so that the oil can be delivered to various functional structural devices within the powertrain 100, such as but not limited to bearings, the internal stator of the motor 20, the stator winding, and the gear set 34 within the reducer 30 and other structural devices, so as to achieve lubrication or heat dissipation effects for the various functional structural devices through the oil, thereby achieving the effect of maintaining and servicing the various functional structural devices within the powertrain 100, thereby improving the working performance and life of the powertrain 100.

[0090] Please also refer to Figure 3, which is a schematic diagram of a partial structure of a powertrain 100 provided in an embodiment of the present application. The housing 10 of the powertrain 100 includes a reducer housing 10a and a motor housing 10b. The motor housing 10b is used to accommodate the rotor of the motor 20 and to secure the stator 22 of the motor, while the reducer housing 10a is used to accommodate the gear set 34 and at least one rotating shaft of the reducer 30.

[0091] In the embodiment shown in FIG3 , the housing 10 includes a reducer end cap 15 and a motor housing 16. Along the axial direction of the motor 20, the motor housing 16 and the reducer end cap 15 are arranged adjacent to each other. The motor housing 16 is used to secure the stator of the motor 20 and accommodate the rotor of the motor 20.

[0092] The motor housing 16 comprises an annular structure and is located within the motor housing 16. The inner wall of the motor housing 10b is used to secure the motor's stator 22. Alternatively, the motor housing 16 may include an annular inner wall that encloses the motor axis to form the motor housing 10b. The motor housing 16 includes the motor housing 10b to accommodate the various functional components of the motor 20 while also securing the components to ensure stable operation.

[0093] At the same time, the motor housing cavity 10b can provide a protective effect for the motor 20 accommodated therein, preventing foreign matter such as dust and impurities from invading the interior of the motor 20 and causing damage to the motor 20. In other words, by providing the motor housing cavity 10b, the functional components within the motor 20 are protected, thereby improving the operating efficiency and lifespan of the motor 20.

[0094] As shown in Figure 3, the motor housing 16 includes a spacer 161. Along the axial direction of the motor 20, the stator 22 of the motor and multiple gears 34 of the reducer 30 are arranged on both sides of the spacer 161, and the motor shaft 21 and the input shaft 31 pass through the spacer 161 for coaxial transmission.

[0095] Along the axial direction of the motor 20, the reducer end caps 15 are spaced apart on the side of the spacer 161 facing away from the motor stator 22. The spacer 161 and the reducer end caps 15 are spaced apart from each other, and the planes of the spacer 161 and the reducer end caps 15 are parallel to each other. It can also be understood that the plane of the reducer end caps 15 is perpendicular to the axial direction of the motor 20, and the reducer end caps 15 are located on the side of the spacer 161 facing away from the motor 20.

[0096] In one embodiment, along the axial direction of the motor 20, the wall of the motor housing 16 facing the reducer end cover 15, the wall of the reducer end cover 15 facing the motor housing 16, and the inner wall of the housing 10 connected therebetween are combined to form a reducer accommodating chamber 10a, and the gear set 34 in the reducer 30 is accommodated in the reducer accommodating chamber 10a.

[0097] In the embodiment shown in FIG3 , the reducer end cap 15 and the two opposing side walls of the partition 161, along with the inner wall of the housing 10 connected between the two side walls, together form a reducer accommodating chamber 10a. The gear set 34 of the reducer 30 is accommodated within the reducer accommodating chamber 10a. The reducer accommodating chamber 10a is located on the side of the partition 161 facing away from the motor 20.

[0098] It will be appreciated that the gear set 34 of the reducer 30 is housed within the reducer housing chamber 10a, thereby providing a means of accommodating and protecting the gear set 34 of the reducer 30, thereby preventing foreign matter such as dust and impurities from intruding into the reducer 30 and thereby reducing the performance and lifespan of the reducer 30. Furthermore, while accommodating and protecting the gear set 34 of the reducer 30, the reducer housing chamber 10a also prevents impurities such as abrasive particles and debris that may be generated by the gear set 34 during transmission from splashing onto other functional components within the powertrain 100, thereby improving the performance and lifespan of the powertrain 100.

[0099] In one embodiment, at least a portion of the inner edge of the spacer 161 is in contact with the inner wall of the housing 10, so that the spacer 161 is fixed inside the housing 10. The plane of the spacer 161 is perpendicular to the axial direction of the motor 20, so that the spacers 161 are spaced along the axial direction of the motor 20 between the stator 22 of the motor and the multiple gears 34 of the reducer 30. This achieves the effect of the spacer 161 separating the stator 22 of the motor and the multiple gears 34 of the reducer 30, ensuring that the internal structures of the motor 20, such as the stator 22 and rotor, and the multiple gears 34 of the reducer 30, can operate independently, avoiding mutual interference that reduces the working efficiency and life of the powertrain 100.

[0100] In one embodiment, one of the multiple rotating shafts includes an axial flow channel that extends axially through the shaft. In the embodiment shown in FIG3 , the intermediate shaft 32 is configured as a rotating shaft, and the axial flow channel is disposed within the intermediate shaft 32. The axial flow channel 321 extends axially through the intermediate shaft 32 along the motor 20.

[0101] It can be understood that the interior of one rotating shaft of the reducer 30 is set as a hollow structure, and the overall weight of the reducer 30 is reduced by reducing the weight of one rotating shaft, thereby achieving the effect of reducing the overall weight of the powertrain 100.

[0102] It should be noted that, in the embodiment shown in FIG3 , the axial flow channel is provided in the intermediate shaft 32 as an example for illustrative description, but the axial flow channel shown in this application is not limited to being provided only in the intermediate shaft 32. In other embodiments of the present application, the axial flow channel may also be provided in any of the multiple rotating shafts. That is, the layout position of the axial flow channel in the multiple rotating shafts can be adjusted according to the actual structural design requirements and application scenarios of the powertrain 100.

[0103] In the present specification, the intermediate shaft 32 is constructed as a rotating shaft with an axial flow channel provided therein, and is illustrated as the axial flow channel 321 .

[0104] Please refer to Figures 4 and 5 in conjunction with Figure 3. Figure 4 is a schematic diagram of the external structure of the power assembly 100 provided in an embodiment of the present application, and Figure 5 is a schematic diagram of the partially exploded structure of the power assembly 100 provided in an embodiment of the present application. The housing 10 of the power assembly 100 also includes an oil filling hole 11, which is used to connect an axial flow channel 321 of a rotating shaft with the exterior of the housing 10.

[0105] In one embodiment, an oil filling hole 11 is provided on the reducer end cover 15 , and the oil filling hole 11 passes through the reducer end cover 15 along the axial direction of a rotating shaft.

[0106] In the embodiment shown in Figures 3-5 , an oil injection hole 11 is used to expose the other side 32a of the intermediate shaft 32 (as shown in Figure 10 ). The other side 32a of the intermediate shaft 32 is used to connect to an external oil circuit (not shown). The oil injection hole 11 is located on the reducer end cover 15 at a position corresponding to the other side 32a of the intermediate shaft 32. The oil injection hole 11 penetrates the inner and outer walls of the reducer end cover 15, allowing the other side 32a of the intermediate shaft 32 to be exposed through the oil injection hole 11.

[0107] As can be understood, the oil filling hole 11 penetrates the reducer end cover 15, allowing the external oil circuit to deliver oil to the other side 32a of the intermediate shaft 32, thereby achieving the effect of injecting oil into the interior of the housing 10. In other words, the oil filling hole 11 in the reducer end cover 15 can expose the other side 32a of the intermediate shaft 32 to the outside, that is, the opening of the axial flow channel 321 on the other side 32a of the intermediate shaft 32 can be exposed to the outside, allowing the other side 32a of the intermediate shaft 32 to be connected to the external oil circuit, thereby achieving the effect of the external oil circuit passing through the housing 10 and injecting oil into the interior of the housing 10 through the intermediate shaft 32.

[0108] It should be noted that, in order to clearly illustrate the opposite sides of the intermediate shaft 32, in the present application specification, the side of the intermediate shaft 32 facing the oil filling hole 11 of the housing 10 is illustrated as one side 32a of the intermediate shaft 32, and the end of the intermediate shaft 32 away from the oil filling hole 11 is illustrated as the other side 32b of the intermediate shaft 32 (as shown in Figure 10).

[0109] It should be noted that, in the embodiments shown in FIG. 3 to FIG. 5 , the possible structural positions, shapes and sizes of the functional structural devices in the powertrain 100 are only used as examples for illustrative introduction, but it does not indicate the actual structural positions, shapes and sizes of the functional structural devices in the powertrain 100 of the embodiments of the present application.

[0110] The oil filling hole of the existing powertrain may affect the overall structural layout and strength of the housing due to its layout position on the housing, resulting in the oil filling hole and the oil plug that matches it occupying the effective space and area of ​​the housing, and complicating the overall structure inside and outside the housing.

[0111] The powertrain 100 of the present application utilizes a hollow structure of a rotating shaft, which not only reduces the overall weight of the powertrain 100 but also enables the external oil circuit to inject oil into the interior of the housing 10. By reusing the hollow structure of a rotating shaft, no additional layout space of the housing 10 is occupied, thereby saving the effective layout space of the housing 10, thereby simplifying the overall structural design of the inside and outside of the housing 10 and improving the efficiency of injecting oil from the external oil circuit into the interior of the housing 10. At the same time, in one embodiment of the present application, the intermediate shaft 32 is aligned with the oil injection hole 11, and the axial flow channel 321 is provided in the intermediate shaft 32, so that the intermediate shaft 32 can realize the diversion of the oil input from the external oil circuit from the oil injection hole 11 to the interior of the housing 10 without occupying the internal space design of other rotating shafts.

[0112] The powertrain 100 installed in the vehicle of the present application utilizes a hollow rotating shaft for oil injection, thereby reducing the overall volume of the powertrain 100 and thereby conserving effective interior space. In other words, because the vehicle of the present application utilizes the powertrain 100 of any of the aforementioned implementations, the vehicle of the present application possesses all the potential benefits of the powertrain 100 provided by any of the aforementioned implementations.

[0113] In the embodiment shown in FIG3 , the upper portion of the speed reducer housing chamber 10a is vertically configured to accommodate the gear set 34 of the speed reducer 30. The bottom of the speed reducer housing chamber 10a is configured as an oil pool 104 (as shown in FIG2 ) for the powertrain 100. The oil pool 104 is used to store oil. The speed reducer end cover 15 and the two opposing side walls of the partition 161, as well as the bottom wall of the housing 10 connected between the two side walls, together form the oil pool 104. The bottom wall of the oil pool 104 serves as the bottom wall of the speed reducer housing chamber 10a.

[0114] For ease of description, in the embodiment shown in FIG3 , the vertical bottom area of ​​the reducer housing chamber 10a is represented by an oil pool 104. Alternatively, it can be understood that, vertically, the reducer housing chamber 10a functions as an oil pool (such as the oil pool 104 shown in FIG2 ) and is used to store oil. That is, in this specification, the portion of the reducer housing chamber 10a used to store oil is represented as the oil pool 104.

[0115] The external oil circuit injects oil into the housing 10 of the power assembly 100 by injecting oil along the axial flow channel 321 of the motor 20. The oil flowing into the housing 10 of the power assembly 100 flows into the oil pool 104. In other words, the oil flowing in through the axial flow channel 321 flows to the bottom of the speed reducer accommodating chamber 10a and is stored.

[0116] In one embodiment, the axis of an axial flow channel 321 coincides with the axis of a rotating shaft, and the central axis of an oil injection hole 11 coincides with the axis of an axial flow channel.

[0117] As shown in Figure 3, along the axial direction of the motor 20, the central axis of one oil injection hole 11 coincides with the axis of its corresponding intermediate shaft 32. As will be appreciated, the alignment of the oil injection hole 11 with the axial flow channel 321 within the intermediate shaft 32 along the axial direction of the motor 20 improves oil injection efficiency. Furthermore, the alignment of the axis of the intermediate shaft 32 with the axis of the internal axial flow channel 321 creates a centrally symmetrical structure for the intermediate shaft 32, ensuring efficient and stable rotation and preventing undesirable eccentric rotation.

[0118] In one embodiment, the reducer end cover 15 includes two side surfaces that face away from each other along the axial direction of the motor 20. In the embodiments shown in Figures 3-5, the two side surfaces of the reducer end cover 15 are respectively illustrated as a side surface 15a and a side surface 15b. Along the axial direction of the motor 20, the side surface 15b is located on the side of the reducer end cover 15 that faces away from the motor 20, i.e., the side surface 15b is located on the outside of the reducer end cover 15. The side surface 15a faces the reducer accommodating chamber 10a and is configured as a portion of the inner wall of the reducer accommodating chamber 10a.

[0119] Please refer to Figures 6 and 7 in conjunction with Figure 5. Figure 6 is a schematic plan view of the oil plug 12 on the housing 10 of the powertrain 100 provided in an embodiment of the present application. Figure 7 is a schematic diagram of the external structure of the oil plug 12 on the housing 10 of the powertrain 100 provided in an embodiment of the present application. The other side 15b of the reducer end cover 15 includes the oil plug 12. As shown in Figures 5-7, the oil plug 12 removably covers the oil filling hole 11. One end of the oil plug 12 is used to be embedded in the second annular protrusion or one of the oil filling holes 11.

[0120] The oil plug 12 is embedded in the oil filling hole 11 and is used to close the oil filling hole 11 . The outer diameter of the portion of the oil plug 12 extending into the oil filling hole 11 is equal to the inner diameter of the oil filling hole 11 , so that the oil plug 12 can cover the oil filling hole 11 .

[0121] In one embodiment, when the oil plug 12 is removed from the reducer end cover 15, the other side 32a of the intermediate shaft 32 is exposed outward from the oil filling hole 11, so that the external oil circuit can be connected to the other side 32a of the intermediate shaft 32, and oil can be injected into the interior of the housing 10 through the other side 32a of the intermediate shaft 32.

[0122] In one embodiment, after the external oil circuit completes filling oil into the housing 10 of the power assembly 100 , the oil plug 12 is embedded in the oil filling hole 11 , so that the oil plug 12 can cover the oil filling hole 11 to seal the reducer end cover 15 .

[0123] It can be understood that by providing the oil plug 12 to cover the oil filling hole 11 , the normal operation of the power assembly 100 can be ensured, and the working performance and life of the power assembly 100 can be improved.

[0124] In one embodiment, an oil seal 13 is provided between the oil plug 12 and the inner wall of the oil filling hole 11. The oil seal 13 is used to seal the oil filling hole 11. In the embodiment shown in FIG6 , the oil seal 13 is sleeved around the outer periphery of the oil plug 12 and abuts between the oil plug 12 and the inner wall of the oil filling hole 11.

[0125] The oil seal 13 seals the oil filling hole 11, preventing oil near one end of the intermediate shaft 32, within the gear set 34 of the speed reducer 30, or from other locations within the housing 10 from escaping through the gap between the oil plug 12 and the oil filling hole 11. In other words, the oil seal 13 enhances the overall sealing effect of the housing 10, further improving the performance and life of the powertrain 100.

[0126] Please refer to Figures 8 and 9 . Figure 8 is a schematic diagram of the partial external structure of the reducer end cover 15 of the power assembly 100 provided in an embodiment of the present application, with some of its components hidden. Figure 9 is a schematic diagram of the planar structure of the reducer end cover 15 of the power assembly 100 provided in an embodiment of the present application. As shown in Figures 8 and 9 , the other side surface 15b of the reducer end cover 15 includes a first annular protrusion 153. The first annular protrusion 153 surrounds an oil filling hole 11. Along the radial direction of the motor 20, the minimum spacing H5 between the first annular protrusion 153 and the motor axis is less than the outer diameter of the motor's stator 22.

[0127] In the embodiments shown in Figures 8 and 9 , since the motor 20 rotates as a whole about the axis of the motor shaft 21, the motor axis can be understood as the axis of the motor shaft 21. Therefore, the minimum spacing between the first annular protrusion 153 and the motor axis can be understood as the distance between the position of the first annular protrusion 153 closest to the motor axis and the motor axis in the plane direction of the reducer end cover 15, i.e., the minimum spacing between the first annular protrusion 153 and the motor axis. In the embodiment shown in Figure 9 , this is shown as the minimum spacing H5 between the first annular protrusion 153 and the motor axis.

[0128] The minimum distance H5 between the first annular protrusion 153 and the motor axis is smaller than the outer diameter of the stator 22 of the motor. While ensuring that the power output of the power assembly 100 can meet the design requirements, it can also achieve a compact overall structural design of the power assembly 100 and reduce the overall volume of the power assembly 100 to achieve a miniaturized design.

[0129] In one embodiment, the other side surface 15b of the reducer end cover 15 includes a second annular protrusion 154, which surrounds the oil filling hole 11. In the embodiment shown in Figures 8 and 9, the outer diameter D2 of the second annular protrusion 154 is smaller than the inner diameter D1 of the first annular protrusion 153, and the inner diameter of the second annular protrusion 154 is smaller than or equal to the inner diameter D3 of the oil filling hole 11.

[0130] In one embodiment, the outer diameter of the end of the oil plug 12 facing away from the motor 20 is larger than the inner diameter of the second annular protrusion 154 along the axial direction of the motor 20. This limits the displacement of the oil plug 12 in the axial direction of the motor 20 and prevents the oil plug 12 from sliding toward the intermediate shaft 32 and affecting the transmission efficiency of the intermediate shaft 32. Furthermore, by limiting the outer diameter of the end of the oil plug 12 facing away from the motor 20 to be larger than the inner diameter of the second annular protrusion 154, the oil plug 12 can be always located outside the reducer end cover 15, facilitating removal of the oil plug 12.

[0131] In one embodiment, the length of the oil plug 12 along the axial direction of the motor 20 is less than or equal to the length of the oil filling hole 11. The oil plug 11 is spaced apart from one of the rotating shafts along the axial direction of the motor 20 to prevent the oil plug 12 from extending too far into the reducer end cover 15 and affecting the operating performance of one of the rotating shafts.

[0132] In one embodiment, the reducer end cover 15 includes a plurality of strip reinforcement ribs 152, which are arranged at intervals along the circumference of an oil filling hole. The plurality of strip reinforcement ribs 152 are all arranged on the same side of the reducer end cover 15, and each strip reinforcement rib 152 extends along an oil filling hole 11 toward the outer edge of the reducer end cover 15.

[0133] In one embodiment, the other side surface 15b includes a plurality of strip reinforcement ribs 152, which are arranged at intervals along the circumference of the first annular protrusion 153, and one end of each strip reinforcement rib 152 is used to connect to the outer wall of the first annular protrusion 153, and the other end of each strip reinforcement rib 152 extends along the first annular protrusion 153 toward the outer edge of the reducer end cover 15.

[0134] In the embodiment shown in Figure 9, multiple strip-shaped reinforcing ribs 152 are protruding from the side wall of the reducer end cover 15 facing away from the motor housing 16. As shown in Figure 6, the same end of the multiple strip-shaped reinforcing ribs 152 is arranged at intervals along the circumference of the oil filling hole 11, and the other ends of the multiple strip-shaped reinforcing ribs 152 extend radially from the oil filling hole 11 toward the outer edge of the reducer end cover 15.

[0135] As can be appreciated, the provision of multiple strip-shaped reinforcement ribs 152 enhances the overall structural strength of the reducer end cover 15. Furthermore, the external oil circuit injects oil into the intermediate shaft 32 through the oil injection hole 11, thereby supplying oil to the interior of the housing 10 of the powertrain 100. This avoids the need for separate oil injection holes 11 elsewhere in the housing 10 and does not affect the arrangement of structural devices such as the strip-shaped reinforcement ribs 152 on the housing 10.

[0136] Please refer to Figures 10 and 11 in conjunction with Figure 3. Figure 10 is a schematic diagram of the cross-sectional structure of the powertrain 100 provided in an embodiment of the present application, and Figure 11 is a schematic diagram of the partial cross-sectional structure of the powertrain 100 provided in an embodiment of the present application with some structures hidden. In order to clearly illustrate the structural positions of the reducer accommodating chamber 10a and the motor accommodating chamber 10b in the housing 10, the functional structures of the powertrain 100, such as the motor 20 and the reducer 30, are hidden in the embodiment shown in Figure 11. The motor housing 16 is also used to fix the bearing on one side of at least one rotating shaft, and one side surface 15a of the reducer end cover 15 includes at least one first groove, and the at least one first groove is respectively used to fix the bearing on the other side of at least one rotating shaft.

[0137] In the embodiment shown in Figures 10 and 11 , the opposite ends of each rotating shaft within the reducer 30 are connected to the motor housing 16 and the reducer end cover 15 via bearings. For ease of description, the embodiments shown in Figures 10 and 11 are described using one of the rotating shafts as an example. Specifically, the connection between the intermediate shaft 32 and the motor housing 16 and the reducer end cover 15 is used as an example.

[0138] As shown in Figures 10 and 11, along the axial direction of the motor 20, multiple first grooves are provided on the wall surface of the reducer end cover 15 facing the motor housing 16. That is, the multiple first grooves are located on one side surface 15a of the reducer end cover 15, so that the notches of the multiple first grooves can all face the motor housing 16. In the embodiment shown in Figures 10 and 11, the first groove is shown as first groove 151.

[0139] The plurality of first grooves 151 are used to accommodate and fix the outer ring of the bearing on the other side, and the inner ring of the bearing on the other side is used to coaxially drive the other side 32 a of the intermediate shaft 32 .

[0140] The motor housing 16 includes a plurality of second grooves, each of which is used to fix bearings on one side of a plurality of rotating shafts. The plurality of second grooves corresponds to the plurality of grooves along the axial direction of a rotating shaft, and one second groove is used to fix a bearing on one side of a rotating shaft.

[0141] As shown in Figures 10 and 11, multiple second grooves are provided along the axial direction of motor 20 on the wall surface of spacer 161 facing reducer end cover 15. The second grooves are illustratively designated as second grooves 1611. Second grooves 1611 are used to accommodate and secure the outer ring of a bearing on one side, while the inner ring of a bearing on the other side is used to coaxially drive one side 32b of intermediate shaft 32.

[0142] The number of second grooves 1611 is the same as the number of first grooves 151 and the number of rotating shafts. The axis of each second groove 1611 coincides with the axis of a first groove 151, and along the axial direction of the motor 20, the notch of each second groove 1611 is opposite and close to the notch of its corresponding first groove 151, so that the opposite ends of a rotating shaft along its own axial direction can respectively extend into a second groove 1611 and the corresponding groove.

[0143] The outer ring of the bearing on one side of each shaft is fixed in its corresponding second groove 1611, and the outer ring of the bearing on the other side of each shaft is fixed in its corresponding groove. Through the cooperation between the first groove 151 and the second groove 1611, the multiple shafts can be fixed to each other and rotate around their own axes, thereby ensuring the transmission between the multiple shafts in the reducer and thus ensuring the normal operation of the reducer.

[0144] Specifically, as shown in Figures 10 and 11, the second groove 1611 of the motor housing 16 and the first groove 151 of the reducer end cover 15 are arranged opposite each other. Along the axial direction of the motor 20, the notch of the second groove 1611 faces the first groove 151, and the notch of the first groove 151 faces the second groove 1611. The other side 32a of the intermediate shaft 32 extends from the notch of the first groove 151 into the first groove 151 and is connected to the reducer end cover 15 via the other side bearing. The side 32b of the intermediate shaft 32 extends from the notch of the second groove 1611 into the second groove 1611 and is connected to the spacer 161 via the one side bearing.

[0145] It can be understood that the other side 32a of the intermediate shaft 32 is connected to the reducer end cover 15 through the other side bearing, so that the intermediate shaft 32 is fixed relative to the reducer end cover 15 while being able to rotate around its own axis to ensure the transmission effect of the intermediate shaft 32.

[0146] At the same time, one side 32b of the intermediate shaft 32 is connected to the spacer 161 via a bearing, which is received in the second groove 1611. The opening and bottom of the second groove 1611 on the spacer 161 are arranged along the axial direction of the motor 20, with the opening of the second groove 1611 facing away from the motor 20. This allows the side 32b of the intermediate shaft 32 to extend from the opening of the second groove 1611 into the second groove 1611. The bearing, received in the second groove 1611, is fixed relative to the spacer 161 while being able to rotate about its own axis.

[0147] In other words, the opposite ends of the intermediate shaft 32 are connected to the spacer 161 and the reducer end cover 15 respectively through bearings, so that the intermediate shaft 32 is fixed relative to the housing 10 while being able to rotate around its own axis, thereby ensuring the transmission of the intermediate shaft 32 between the input shaft 31 and the output shaft 33.

[0148] It should be noted that in the embodiments shown in Figures 10 and 11, only the "first groove 151" and "second groove 1611" are used to distinguish the grooves for the bearing on one side of the shaft from the bearing on the other side. This does not indicate that the two grooves on opposite sides of the shaft have different structures, shapes, sizes, functions, etc. In other words, in the embodiments of the present application, the structures, shapes, sizes, and functions of the two grooves used to connect the bearing on one side of the shaft to the bearing on the other side can be the same, or they can be adjusted based on actual design requirements and application scenarios. This embodiment of the present application does not specifically limit this.

[0149] In one embodiment, the at least one first groove 151 further includes another first groove 151a, which is used to secure the other bearing on the input shaft 31. Along the axial direction of the motor 20, the distance between one first groove 151 and another first groove 151a is less than the outer radius of the stator 22 of the motor.

[0150] In one embodiment, the motor housing 16 includes another second groove 1611a, which is used to fix the bearing of the motor shaft 21. Along the radial direction of the motor 20, the distance between the groove wall of one second groove 1611 and the other second groove 1611a is smaller than the outer radius of the stator.

[0151] In one embodiment, along the radial direction of the motor 20, the minimum distance between the groove wall of a second groove 1611 and the motor axis is less than or equal to the outer radius of the motor's stator 22. It will be appreciated that the projection of the groove bottom of the second groove 1611 onto the end surface of the motor's stator 22 is tangential to or partially overlaps with the end surface of the motor's stator 22 along the radial direction of the motor 20, further enhancing the compactness of the internal structural design of the powertrain 100.

[0152] In one embodiment, an oil injection hole 11 extends axially through the bottom of a first groove 151 of the motor 20. As shown in Figures 10 and 11, the oil injection hole 11 is provided at the bottom of the first groove 151, allowing the first groove 151 to connect the external oil circuit to the other side 32a of the intermediate shaft 32.

[0153] In the embodiments shown in Figures 10 and 11, since at least one rotating shaft extends into at least one first groove 151, and an axial flow channel 321 in at least one rotating shaft passes through at least one rotating shaft along the axial direction of the motor 20, the axial flow channel 321 in at least one rotating shaft is away from the opening of the motor 20 toward the bottom of the first groove 151.

[0154] At this time, the oil injection hole 11 is disposed at the bottom of the first groove 151, so that the opening of an axial flow channel 321 facing away from the motor 20 is opposite and connected to the opening of the oil injection hole 11 facing the motor 20, thereby achieving the effect of the oil injection hole 11 connecting the axial flow channel 321 to the outside. In other words, the reducer end cover 15 is provided with an oil injection hole 11 at a position corresponding to one end of a rotating shaft, and the oil injection hole 11 passes through one side surface 15a and the other side surface 15b of the reducer end cover 15. The oil injection hole 11 on the reducer end cover 15 can expose one end of a rotating shaft to the outside, thereby allowing the oil in the external oil circuit to be transported to the axial flow channel 321 through the oil injection hole 11.

[0155] In one embodiment, when the oil in the power assembly 100 needs to be replaced, or when the housing 10 of the power assembly 100 is initially filled with oil, an external oil circuit extends from the oil filling hole 11 through the reducer end cover 15 to connect to the other side 32a of the intermediate shaft 32. The oil output from the external oil circuit can flow within the axial flow channel 321 within the intermediate shaft 32 and is transported to the side 32b of the intermediate shaft 32 through the axial flow channel 321 within the intermediate shaft 32.

[0156] The oil flows out from the opening of the axial flow channel 321 on one side 32b of the intermediate shaft 32 and flows into the interior of the housing 10 of the powertrain 100, so that the oil can flow within the powertrain 100 to lubricate or dissipate heat for the various functional structural devices within the powertrain 100, thereby maintaining and servicing the various functional structural devices within the powertrain 100 and improving the working performance and life of the powertrain 100.

[0157] At the same time, since the intermediate shaft 32 passes through the gear set 34 of the reducer 30 along its own axial direction, oil is injected into the interior of the housing 10 through the intermediate shaft 32, thereby preventing the oil transported to the interior of the housing 10 from flowing into the gear set 34 and reducing the oil injection efficiency, and preventing the oil from excessively contacting the internal structural parts of the housing 10 and reducing the cleanliness of the injected oil.

[0158] Please refer to Figures 12-14 in conjunction with Figure 3. Figure 12 is a partial plan view of the powertrain 100 provided in an embodiment of the present application. Figure 13 is a partial plan view of the powertrain 100 provided in an embodiment of the present application with some of its components removed. Figure 14 is a partial schematic diagram of the external structure of the powertrain 100 provided in an embodiment of the present application with some of its components removed. To clearly illustrate the location and structural shape of the oil hole 144 on the motor housing 16, the stator 22, rotor, and other structures of the motor 20 are removed in the embodiments shown in Figures 13 and 14.

[0159] As shown in Figures 12-14, the housing 10 of the power assembly 100 further includes an oil passage hole and at least one oil discharge hole. The oil passage hole is used to connect an axial flow channel 321 of a rotating shaft with a motor housing chamber 10b, and the at least one oil discharge hole is used to connect a motor housing chamber 10b with a reducer housing chamber 10a. In the embodiment shown in Figures 12-14, the oil passage hole is shown as oil passage hole 144, and the oil discharge hole is shown as oil discharge hole 145.

[0160] In one embodiment, an opening at one end of the oil hole 144 is located at the bottom of a second groove 1611 , and an opening at the other end of the oil hole 144 is located at the inner wall of the motor accommodating cavity 10 b .

[0161] It is understood that the opening of one end of the oil hole 144 is provided on the bottom or wall of the second groove 1611, so that the one end of the oil hole 144 can communicate with the second groove 1611. The opening of the other end of the oil hole 144 is located on the inner wall of the motor accommodating chamber 10b, so that the other end of the oil hole 144 can communicate with the motor accommodating chamber 10b.

[0162] Because one side 32b of the intermediate shaft 32 extends into the second groove 1611, the oil delivered to the intermediate shaft 32 by the external oil circuit flows from the side 32b of the intermediate shaft 32 into the second groove 1611. Therefore, the oil holes 144 in the spacer 161 can guide the oil in the second groove 1611 into the motor accommodating cavity 10b. This not only delivers the oil to the interior of the housing 10, but also improves oil filling efficiency and ensures the cleanliness of the oil injected into the housing 10.

[0163] In the embodiment shown in Figures 12 to 14, one end of the oil hole 144 is connected to the bottom of the second groove 1611. Along the axial direction of the motor 20, one side 32b of the intermediate shaft 32 is spaced from the bottom of the second groove 1611.

[0164] It can be understood that the oil hole 144 passes through the spacer 161 along the axial direction of the motor 20, and one end of the oil hole 144 is accommodated in the bottom of the second groove 1611. Along the axial direction of the motor 20, the oil hole 144 passes through the spacer 161 from the bottom of the second groove 1611 toward the spacer 161 away from the side wall of the reducer 30.

[0165] As shown in FIG. 12 to FIG. 14 , the other end of the oil hole 144 is used to communicate with the motor accommodating cavity 10 b.

[0166] Along the axial direction of the motor 20, the other end of the oil hole 144 is accommodated in the projection of the inner ring of the motor accommodating chamber 10b on the spacer 161, so that the oil hole 144 can be connected to the second groove 1611 and the motor accommodating chamber 10b, so as to transport the oil input through the intermediate shaft 32 into the motor accommodating chamber 10b through the oil hole 144, and flow from the motor accommodating chamber 10b to the oil pool 104.

[0167] In one embodiment, the oil hole 144 at least partially penetrates the motor housing 16 along the axial direction of a rotating shaft.

[0168] In one embodiment, oil hole 144 is constructed as a straight hole. This not only transfers the oil flowing into second groove 1611 to the side of spacer 161 facing away from reducer 30, but also simplifies the structural design and manufacturing difficulty of oil hole 144, improving the manufacturing efficiency and reducing the precision requirements of oil hole 144. Furthermore, along the axial direction of motor 20, one end of oil hole 144 is spaced from one side 32b of intermediate shaft 32, allowing oil transferred from intermediate shaft 32 to flow directly into oil hole 144, improving the oil injection efficiency of powertrain 100.

[0169] It should be noted that in the embodiments shown in Figures 12-14 , the example in which one end of the oil hole 144 opens at the bottom of the second groove 1611 and the other end of the oil hole 144 communicates with the motor accommodating cavity 10b is used for illustrative purposes only. However, this does not limit the structure and shape of the oil hole 144 provided in this embodiment of the present application to this example. In other embodiments of the present application, the positions of the openings at the opposite ends of the oil hole 144, the structure, shape, and dimensions of the oil hole 144, etc., can be adjusted according to actual design requirements and are not specifically limited in this embodiment of the present application.

[0170] For example, in one possible embodiment, the oil hole 144 can be configured as a pipeline structure, and the oil hole 144 is opened inside the motor housing 10. One end of the oil hole 144 is opened on the groove wall of the second groove 1611, and the other end of the oil hole 144 is opened on the side wall of the partition 161 facing away from the motor 20, so that the opposite ends of the oil hole 144 are connected to the second groove 1611 and the oil pool 104, respectively.

[0171] In one embodiment, the oil discharge hole 145 is used to drain the oil in the motor housing 16. The oil discharge hole 145 extends through the motor housing 16 along the axial direction of one of the rotating shafts. In the embodiment shown in Figures 12-14, the oil discharge hole 145 is provided on the partition 161. The oil discharge hole 145 extends through the partition 161 along the axial direction of the motor 20 to connect the motor accommodating chamber 10b with the reducer accommodating chamber 10a.

[0172] The oil discharge hole 145 is received in the projection of the motor accommodating cavity 10 b on the partition 161 , and opposite ends of the oil discharge hole 145 pass through two opposite side walls of the partition 161 .

[0173] It can be understood that since the motor accommodating chamber 10b and the reducer accommodating chamber 10a are located on both sides of the partition 161 along the axial direction of the motor 20, when the oil unloading hole 145 passes through the partition 161, the oil unloading hole 145 can connect the motor accommodating chamber 10b and the reducer accommodating chamber 10a, and transport the oil in the motor accommodating chamber 10b to the reducer accommodating chamber 10a, so as to achieve the effect of unloading oil.

[0174] At the same time, since the oil unloading hole 145 can transport the oil in the motor accommodating chamber 10b to the reducer accommodating chamber 10a, the oil in the motor 20 that was originally used to dissipate heat or lubricate the functional structural devices such as the stator 22 of the motor 20, the rotor of the motor 20, and the winding of the motor 20 can flow from the oil unloading hole 145 to the oil pool 104 for circulation after completing lubrication or heat dissipation.

[0175] Therefore, in the embodiment shown in Figures 12-14, the oil discharge hole 145 can be used to transport the oil from the intermediate shaft 32 into the housing 10 and into the reducer accommodating chamber 10a, thus achieving a reuse effect for the oil discharge hole 145. In other words, by reusing the oil discharge hole 145, the existing internal structure of the powertrain 100 can be utilized as the oil delivery path during oil filling of the powertrain 100, further simplifying the internal structural design of the housing 10 of the powertrain 100.

[0176] In other words, in the embodiment of the present application, the oil hole 144 is connected between the axial flow channel 321 and the motor accommodating chamber 10b, so that the oil transported by the external oil circuit to the inside of a rotating shaft through the oil filling hole 11 can be transported to the motor accommodating chamber 10b through the oil hole 144, that is, the oil transported by the external oil circuit using the axial flow channel 321 in a rotating shaft can be transported to the motor accommodating chamber 10b.

[0177] Since the oil unloading hole 145 is connected to the motor accommodating chamber 10b and the reducer accommodating chamber 10a, and is used to transport the oil in the motor accommodating chamber 10b to the reducer accommodating chamber 10a, the oil unloading effect is achieved. The oil transported from the axial flow channel 321 of a rotating shaft to the motor accommodating chamber 10b through the oil hole 144 can also flow out of the motor accommodating chamber 10b and into the reducer accommodating chamber 10a through the oil unloading hole 145. Therefore, the oil unloading hole 145 can be used to transport the oil in the housing 10 from a rotating shaft through the motor accommodating chamber 10b and into the reducer accommodating chamber 10a, thereby realizing the reuse of the oil unloading hole 145. By utilizing the original internal structure of the powertrain 100 as the oil delivery path when the powertrain 100 is filled with oil, the internal structural design of the housing of the powertrain 100 is further simplified.

[0178] At the same time, when the external oil circuit is filling oil into the housing of the powertrain 100, it is transported to the motor accommodating chamber 10b through the axial flow channel 321 in a rotating shaft, and then transported from the motor accommodating chamber 10b to the reducer accommodating chamber 10a, avoiding the oil injected into the housing 10 through the external oil circuit from directly passing through the gear set 34 in the reducer accommodating chamber 10a and being contaminated, that is, it can improve the oil filling efficiency of the external oil and ensure the cleanliness of the oil injected into the housing 10.

[0179] In one embodiment, along the vertical direction, the oil discharge hole 145 of the inner motor housing 16 of the power assembly 100 is located at the bottom of the motor housing 16 .

[0180] It can be understood that when the powertrain 100 is assembled on a vehicle, the oil unloading hole 145 is arranged at the bottom of the motor housing 16 in the vertical direction, and the oil can be driven by gravity through the axial flow channel 321 in a rotating shaft and the oil hole 144 to be transported to the motor housing 16, flowing toward the oil unloading hole 145 and out of the oil unloading hole 145. There is no need to separately design a device or structure for driving the flow of oil during oil filling, so as to simplify the internal structural design of the powertrain 100 and reduce the overall energy consumption of the powertrain 100.

[0181] In one embodiment, the at least one oil unloading hole 145 includes a plurality of oil unloading holes 145 , and the plurality of oil unloading holes 145 are spaced apart along the circumference of the motor 20 , and the aperture of one oil unloading hole 145 along the circumference of the motor 20 is larger than the aperture of another oil unloading hole 145 .

[0182] There are at least two oil discharge holes 145, spaced apart along the circumference of the motor 20. This increases the total area of ​​the oil discharge holes 145, thereby improving their oil discharge efficiency. Furthermore, the spaced-apart arrangement of the at least two oil discharge holes 145 along the circumference of the motor 20 enhances the structural strength of the spacer 161 at the location of the oil discharge holes 145, preventing potential structural deformation and other adverse effects at the location of the oil discharge holes 145. This improves the overall performance and lifespan of the powertrain 100.

[0183] In one embodiment, the distance between each oil unloading hole 145 and the motor axis along the radial direction of the motor 20 is smaller than the outer diameter of the stator 22 and larger than the outer diameter of the rotor. Along the radial direction of the motor, the projection of each oil unloading hole 145 on the end face of the stator 22 of the motor is accommodated in the gap between the stator 22 and the rotor of the motor, thereby ensuring that the liquid level of the oil stored in the motor housing 16 is always lower than the outer peripheral surface of the rotor, thereby preventing the oil from submerging the outer peripheral surface of the rotor and reducing the working performance and effect of the rotor.

[0184] In one embodiment, the motor housing 16 includes a motor shaft hole 1612, through which the motor shaft 21 passes to be transmission-connected to the input shaft 31, or alternatively, the input shaft 31 passes to be transmission-connected to the motor shaft 21. In the radial direction of the motor 20, the distance between an oil injection hole 11 and a motor shaft hole 1612 is less than the outer radius of the motor's stator 22.

[0185] In the embodiment shown in Figures 12-14, the spacer 161 is provided with a motor shaft hole 1612. Along the axial direction of the motor 20, the motor shaft hole 1612 passes through two opposite side walls of the spacer 161, and the axis of the motor shaft hole 1612 coincides with the axis of the motor shaft 21. It can be understood that by providing the motor shaft hole 1612, the motor shaft 21 or the input shaft 31 of the reducer 30 can pass through the spacer 161 through the motor shaft hole 1612, achieving a transmission connection between the two.

[0186] In one embodiment, please refer to Figure 15 in conjunction with Figure 13. Figure 15 is a schematic diagram of a partial planar structure of the motor housing 16 of the powertrain 100 provided in an embodiment of the present application. As shown in Figures 12 and 15, an oil hole 144 and at least one oil discharge hole 145 are spaced apart around the axis of the motor 20. The spacing H6 between an oil hole 144 and the motor axis is less than the radius R1 of a motor housing cavity 10b. The spacing H7 between each oil discharge hole 145 and the motor axis is less than the radius R1 of a motor housing cavity 10b.

[0187] It can be understood that along the circumference of the motor 20, an oil hole 144 and at least one oil unloading hole 145 are arranged at intervals along the circumference of the motor 20, and an oil hole 144 and each oil unloading hole 145 are accommodated in the end face of the motor accommodating cavity 10b, so as to ensure that the opening of an oil hole 144 and the opening of each oil unloading hole 145 toward the motor 20 can be located in the motor accommodating cavity 10b, thereby enabling the oil in the oil hole 144 to be efficiently and completely transported to the motor accommodating cavity 10b, and at the same time, the rate at which the oil flows out of the motor accommodating cavity from the oil unloading hole 145 can be increased.

[0188] In one embodiment, along the radial direction of the motor 20 , the maximum distance between the oil discharge hole 145 and the oil passage hole 144 is smaller than the inner diameter of the motor accommodating cavity 10 b .

[0189] It is understood that the geometric center of the oil discharge hole 145 and the geometric center of the oil passage hole 144 are not located on the same diameter of the motor housing chamber 10b, that is, the oil discharge hole 145 and the oil passage hole 144 are not arranged relative to each other in the radial direction of the motor 20. Since the oil discharge hole 145 is generally arranged vertically at the bottom of the motor housing 16, the oil passage hole 144 is located horizontally to one side of the oil discharge hole 145. This allows the oil delivered into the motor housing chamber 10b by the oil passage hole 144 to flow along the inner wall of the motor housing chamber 10b, thereby draining the oil through the inner wall of the motor housing chamber 10b and forming a restricted flow path for the oil. This can improve the efficiency and effectiveness of delivering the oil delivered by the oil passage hole 144 to the oil discharge hole 145.

[0190] In one embodiment, along the axial direction of the motor 20, the oil hole 144 is located within the overlapping area between the projection of the second groove 1611 on the end surface of the motor 20 and the inner circle of the motor accommodating cavity 10b (as shown in the shaded area in FIG15).

[0191] In the embodiment shown in FIG15 , the inner ring of the motor housing chamber 10b partially overlaps with the bottom of a second groove 1611. The opening at the other end of the oil hole 144 is located in the overlapping area between the inner ring of the motor housing chamber 10b and the bottom of a second groove 1611. It can be understood that along the arrangement direction of the multiple rotating shafts in the reducer 30, the inner ring of the motor housing chamber 10b partially overlaps with the bottom of a second groove 1611 provided with the oil hole 144, so as to improve the degree of staggered arrangement of the motor 20 and the reducer 30 along the radial direction of a rotating shaft, making the internal structure of the powertrain 100 more compact, reducing the size of the housing 10 in the arrangement direction of the multiple rotating shafts of the reducer 30, and realizing the overall miniaturization design of the powertrain 100.

[0192] At the same time, it can be understood that a hole is opened in the overlapping area between the inner ring of the motor accommodating chamber 10b and the bottom of the second groove 1611 and constructed as an oil hole 144. While realizing the compact design of the overall structure of the power assembly 100, it can also allow a rotating shaft to flow into the second groove 1611 and transport the oil to the inner wall of the motor accommodating chamber 10b through the oil hole 144, so that the oil flows along the inner wall of the motor accommodating chamber 10b.

[0193] In other words, by reusing the inner wall of the motor housing chamber 10b, it can create a drainage effect for the oil. This improves oil injection efficiency and oil flow, while also utilizing the existing internal structure of the powertrain 100 to transport oil, eliminating the need to design a separate oil flow path for oil injection, further simplifying the internal structural design of the housing 10 of the powertrain 100.

[0194] In one embodiment, along the axial direction of the motor 20 and along the radial direction of a second groove 1611, the diameter of an oil hole 144 is less than or equal to the radius of the second groove 1611. Along the circumferential direction of a second groove 1611, the length of an oil hole 144 is less than or equal to half the circumference of a second groove 1611. It can be understood that by setting the length of the oil hole 144 to be less than or equal to half the circumference of a second groove 1611, that is, by opening a hole in the bottom of the second groove 1611 in the overlapping area of ​​the projection of the end face of the motor 20 and the motor accommodating cavity 10b, and constructing it as an oil hole 144, the oil delivery efficiency of the oil hole 144 is improved while ensuring the compact arrangement of the motor 20 and the reducer 30 in the power assembly 100.

[0195] In one embodiment, please refer to Figure 3, the radial housing 10 along a rotating shaft includes two opposite inner walls, the distance between one inner wall and the oil unloading hole 145 is smaller than the distance between the other inner wall and the oil unloading hole 145, and the radial oil hole 144 along a rotating shaft is located on the side of the oil unloading hole 145 away from one inner wall.

[0196] In one embodiment, the distance between one inner wall and the oil discharge hole 145 along the radial direction of one shaft is smaller than the distance between the other inner wall and the oil discharge hole 145. Specifically, the inner wall vertically proximal to the oil discharge hole 145 serves as the vertical bottom wall of the reducer accommodating chamber 10a. In the embodiment shown in FIG3 , the distance between the oil discharge hole 145 and the bottom wall of one inner wall along the radial direction of one shaft is indicated as a first distance H1, and the distance between the oil discharge hole 145 and the other inner wall is indicated as a second distance H2.

[0197] It is understood that when the oil discharge hole 145 is closer to the bottom wall of the reducer housing chamber 10a than the oil through hole 144, that is, in the vertical direction, the oil discharge hole 145 is close to the bottom of the motor housing chamber 10b, and the oil discharge hole 145 is lower than the oil through hole 144. This allows the oil input into the motor housing chamber 10b through the oil hole 144 to flow toward the oil discharge hole 145 under the force of gravity, thereby eliminating the need for external power to drive the oil from the oil through hole to the oil discharge hole 145, thereby simplifying the overall structural design of the power assembly 100.

[0198] In one embodiment, along the radial direction of a rotating shaft, the maximum distance between the inner wall of the motor accommodating cavity 10b and the axis of a rotating shaft is smaller than the distance between the inner wall and the axis of the rotating shaft.

[0199] In one embodiment, along the radial direction of the intermediate shaft 32 , the maximum distance between an inner wall and the axis of the intermediate shaft 32 is greater than the maximum distance between the inner wall of the motor accommodating cavity 10 b and the axis of the intermediate shaft 32 .

[0200] In the embodiment shown in FIG3 , the distance between an inner wall of a rotating shaft and the axis of the rotating shaft along the radial direction can be understood as the distance between the bottom wall of the reducer accommodating chamber 10a and the intermediate shaft 32, that is, the distance between the vertically bottom wall of the reducer accommodating chamber 10a and the intermediate shaft 32. The distance between the bottom wall of the reducer accommodating chamber 10a and the axis of the intermediate shaft 32 is shown as a third distance H3.

[0201] The maximum distance between the inner wall of the motor accommodating chamber 10b and the axis of a rotating shaft can be understood as the distance between the inner wall of the motor accommodating chamber 10b at the bottom of the vertical direction and the axis of the intermediate shaft 32 along the radial direction of the rotating shaft. In this specification, the inner wall of the motor accommodating chamber 10b at the bottom of the vertical direction is simply referred to as the bottom wall of the motor accommodating chamber 10b. The distance between the bottom wall of the motor accommodating chamber 10b and the axis of the intermediate shaft 32 is shown as a fourth distance H4.

[0202] That is, the third distance H3 being greater than the fourth distance H4 can be understood as follows: along the vertical direction, the bottom wall of the motor accommodating chamber 10b is higher than the bottom wall of the reducer accommodating chamber 10a.

[0203] It can be understood that along the radial direction of the intermediate shaft 32, the bottom wall of the motor accommodating chamber 10b is closer to the intermediate shaft 32 than the bottom wall of the reducer accommodating chamber 10a, that is, along the vertical direction, on the oil filling path, the bottom wall of the reducer accommodating chamber 10a is lower than the bottom wall of the motor accommodating chamber 10b, so that the oil in the motor accommodating chamber 10b can pass through the oil unloading hole 145 and flow into the reducer accommodating chamber 10a under the action of gravity.

[0204] The external oil circuit's oil injection path into the powertrain 100 of the present application is illustrated in the embodiment shown in FIG3 , where the oil is delivered to the axial flow channel 321 of the intermediate shaft 32 through the oil injection hole 11. The oil in the axial flow channel 321 of the intermediate shaft 32 flows out from one side 32b of the intermediate shaft 32 and is delivered through the oil hole 144 to the side of the partition 161 facing away from the reducer 30, where it flows into the motor housing chamber 10b. The oil that has flowed into the motor housing chamber 10b then flows out of the motor housing chamber 10b through the oil discharge hole 145 of the motor housing chamber 10b and into the reducer housing chamber 10a, which is connected to the motor housing chamber 10b, and thus into the oil pool 104.

[0205] Of course, the above-mentioned embodiments can be applied individually or in combination. The above is the preferred embodiment of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications are also considered to be within the scope of protection of the present application.

Claims

1. A powertrain that injects oil through a reducer shaft, characterized in that: The powertrain includes a housing, a motor, and a reducer. The motor includes a rotor and a stator. The reducer includes at least one rotating shaft. The housing of the powertrain includes: a motor accommodating chamber, the motor accommodating chamber being used to accommodate the rotor and to fix the stator; a reducer accommodating chamber, the reducer accommodating chamber being used to accommodate the gear set and at least one rotating shaft of the reducer, wherein the rotating shaft comprises an axial flow channel, the axial flow channel penetrating the rotating shaft along the axial direction of the rotating shaft; An oil filling hole is used to connect the axial flow channel of the rotating shaft and the outside of the housing.

2. The powertrain according to claim 1, characterized in that: The housing of the power assembly also includes an oil hole and at least one oil discharge hole, wherein the oil hole is used to connect the axial flow channel of the rotating shaft and the motor accommodating cavity, and the at least one oil discharge hole is used to connect the motor accommodating cavity and the reducer accommodating cavity.

3. The powertrain according to claim 2, characterized in that: Along the circumference of the motor, the one oil hole and the at least one oil discharge hole are arranged at intervals around the motor axis, the distance between the one oil hole and the motor axis is smaller than the radius of the one motor accommodating cavity, and the distance between each of the oil discharge holes and the motor axis is smaller than the radius of the one motor accommodating cavity.

4. The powertrain according to claim 1, characterized in that: The housing of the power assembly includes a motor housing and a reducer end cover, and the motor housing and the reducer end cover are arranged adjacent to each other along the motor axis, wherein: The motor housing is used to fix the stator, accommodate the rotor and fix a bearing on one side of the at least one rotating shaft; The reducer end cover includes two side surfaces, which are opposite to each other along the axial direction of the motor. One of the side surfaces includes at least one first groove, and the at least one first groove is used to fix the bearing on the other side of the at least one rotating shaft. The oil filling hole passes through the bottom of one of the first grooves along the axial direction of the motor.

5. The powertrain according to claim 4, characterized in that: The at least one rotating shaft includes an input shaft, an intermediate shaft and an output shaft, the input shaft is used for transmission connection to the motor shaft of the motor, the intermediate shaft is used for transmission connection to the output shaft, and the first groove is used for fixing the bearing on the other side of the intermediate shaft.

6. The powertrain according to claim 5, characterized in that: A distance between the intermediate shaft and the input shaft in a radial direction of the motor is smaller than an outer radius of the stator.

7. The powertrain according to claim 5, characterized in that: The at least one first groove further includes another first groove, which is used to fix the bearing on the other side of the input shaft. The distance between the one first groove and the other first groove along the axial direction of the motor is smaller than the outer radius of the stator.

8. The powertrain according to claim 5, characterized in that: The motor housing includes a motor shaft hole, the motor shaft passes through the motor shaft hole to be transmission-connected to the input shaft, or the input shaft passes through the motor shaft hole to be transmission-connected to the motor shaft, wherein: A distance between the oil filling hole and the motor shaft hole along the radial direction of the motor is smaller than an outer radius of the stator.

9. The powertrain according to claim 4, characterized in that: The motor housing further includes an oil hole, which is used to connect the axial flow channel of the rotating shaft and the motor accommodating cavity.

10. The powertrain according to claim 9, characterized in that: The motor housing includes a second groove, which is used to fix a side bearing of the rotating shaft and to connect to the motor accommodating cavity through the oil hole. The minimum distance between the groove wall of the second groove and the axis of the motor along the radial direction of the motor is less than or equal to the outer radius of the stator.

11. The powertrain according to claim 10, characterized in that: The motor housing includes another second groove, which is used to fix the bearing of the motor shaft. The distance between the groove wall of one second groove and the other second groove along the radial direction of the motor is smaller than the outer radius of the stator.

12. The powertrain according to claim 9, characterized in that: The oil hole passes through the bottom of the second groove along the axis of the motor.

13. The powertrain according to claim 9, characterized in that: The diameter of the oil hole along the radial direction of the second groove is less than or equal to the radius of the second groove, and the length of the oil hole along the circumferential direction of the second groove is less than or equal to half the circumference of the second groove.

14. The powertrain according to claim 4, characterized in that: The motor housing further includes at least one oil discharge hole, and the at least one oil discharge hole is used to respectively communicate with the one motor accommodating cavity and the one reducer accommodating cavity.

15. The powertrain according to claim 14, characterized in that: Along the radial direction of the motor, a distance between each of the oil unloading holes and the motor axis is smaller than an outer diameter of the stator and larger than an outer diameter of the rotor.

16. The powertrain according to claim 14, characterized in that: The at least one oil unloading hole includes a plurality of oil unloading holes, and the plurality of oil unloading holes are arranged at intervals along the circumference of the motor. The aperture of one oil unloading hole along the circumference of the motor is larger than the aperture of another oil unloading hole.

17. The powertrain according to claim 4, characterized in that: The other side surface includes a first annular protrusion, which surrounds the oil filling hole. Along the radial direction of the motor, the minimum distance between the first annular protrusion and the axis of the motor is smaller than the outer diameter of the motor stator.

18. The powertrain according to claim 17, characterized in that: The reducer end cover includes an oil plug, and the other side surface includes a second annular protrusion and an oil plug, wherein the second annular protrusion surrounds the oil filling hole, wherein: The outer diameter of the second annular protrusion is smaller than the inner diameter of the first annular protrusion, and the inner diameter of the second annular protrusion is smaller than or equal to the inner diameter of the oil filling hole. One end of the oil plug is used to be embedded in the second annular protrusion or the one oil filling hole, and the outer diameter of the other end of the oil plug is larger than the inner diameter of the second annular protrusion. The length of the oil plug along the axial direction of the motor is less than or equal to the length of the oil filling hole.

19. The powertrain according to claim 17, wherein: The other side surface includes a plurality of strip reinforcement ribs, which are arranged at intervals along the circumference of the first annular protrusion. One end of each of the strip reinforcement ribs is used to connect to the outer wall of the first annular protrusion, and the other end of each of the strip reinforcement ribs extends along the first annular protrusion toward the outer edge of the reducer end cover.

20. A vehicle, characterized in that: It comprises wheels and a powertrain according to any one of claims 1 to 19, wherein the powertrain is fixed to the body of the vehicle and is used to drive the wheels.

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