Oil-cooled powertrain and electric vehicle

Abstract

An oil-cooled powertrain (10) and an electric vehicle (1). The oil-cooled powertrain (10) comprises a motor (12), a speed reducer (11), a heat exchanger (14), a filtering apparatus (19) and an oil pump (13). The motor (12) is used for driving wheels (40) of the electric vehicle (1) by means of the speed reducer (11). Cooling oil paths of the motor (12) comprise at least one rotor oil path (L3) and at least one stator oil path (L1, L1a, L1b). The filtering apparatus (19) is used for inputting a filtered cooling oil into the heat exchanger (14) for heat exchange. One or more rotor oil paths (L3) are used for receiving the heat-exchanged cooling oil from the heat exchanger (14). One or more stator oil paths (L1, L1a, L1b) are used for receiving the heat-exchanged cooling oil from the heat exchanger (14) and for receiving the filtered cooling liquid from the filtering apparatus (19) by means of a valve (150).

Description

Oil-cooled powertrain and electric vehicles

[0001] This application claims priority to Chinese Patent Application No. 202410703005.4, filed on May 31, 2024, entitled "Oil-cooled Powertrain and Electric Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of electric vehicle technology, and in particular to an oil-cooled powertrain and an electric vehicle. Background Technology

[0003] Low-temperature range is a crucial performance characteristic of electric vehicles. At low temperatures, the high viscosity of the oil leads to significant churning and drag losses in the electric drive system, resulting in low transmission efficiency and impacting the vehicle's power and fuel economy. Therefore, it is necessary to improve the low-temperature efficiency of the electric drive system to enhance the vehicle's range. While heating the oil separately to reduce viscosity can be achieved, this approach has limitations in heating power and requires a separate power supply and control system, resulting in a complex structure. Summary of the Invention

[0004] This application provides an oil-cooled powertrain and an electric vehicle.

[0005] In a first aspect, embodiments of this application provide an oil-cooled powertrain, comprising a motor, a reducer, a heat exchanger, a filter, and an oil pump. The motor drives the wheels of an electric vehicle via the reducer. The motor's cooling oil circuit includes at least one rotor oil circuit and at least one stator oil circuit. The filter is used to input filtered cooling oil into the heat exchanger for heat exchange. Specifically, one or more rotor oil circuits are used to receive cooled oil from the heat exchanger. One or more stator oil circuits are used to receive cooled oil from the heat exchanger and to receive filtered cooling oil from the filter through a valve.

[0006] In this embodiment, one or more stator oil circuits are used to receive cooling oil after heat exchange from the heat exchanger, enabling the motor stator to be cooled by low-temperature cooling oil and preventing motor failure due to overheating. One or more stator oil circuits are used to receive filtered cooling oil from a filter device through valves. The flow resistance of the cooling oil flowing through the valves is lower than that flowing through the heat exchanger. Part of the oil flows from the valves into one or more stator oil circuits without passing through the heat exchanger, reducing the workload of the oil pump and its power consumption. This allows the cooling oil to quickly increase its temperature at low temperatures, reducing oil churning losses in the reducer, and thus improving the low-temperature reliability and low-temperature driving capability of the oil-cooled powertrain. The low flow resistance of the filtered cooling oil received from the filter device through the valves allows this portion of cooling oil to quickly pass through the stator oil circuits to cool the stator, ensuring normal motor operation. This allows the oil-cooled powertrain to improve motor performance and increase its range without increasing oil pump power consumption.

[0007] In one embodiment, a valve includes a normally closed solenoid valve, which is configured to connect a filter device and one or more stator oil circuits in response to an ambient temperature or cooling oil temperature being less than or equal to a preset temperature value. A normally closed solenoid valve is configured to disconnect the filter device and one or more stator oil circuits in response to an ambient temperature or cooling oil temperature being greater than another preset temperature value.

[0008] In this embodiment, the normally closed solenoid valve is used to connect the filter device and one or more stator oil circuits in response to an ambient temperature or cooling oil temperature being less than or equal to a preset temperature value. When the ambient temperature or cooling oil temperature is low, the viscosity of the cooling oil is high. The cooling oil flowing from the filter device flows directly into one or more stator oil circuits through the valve, which allows the low-temperature cooling oil to be heated more quickly by the heat generated by the motor, thus helping to rapidly increase the cooling oil temperature, reduce the cooling oil viscosity, and consequently reduce the power consumption of the oil pump. The structure inside the heat exchanger results in a large flow resistance for the cooling oil. The cooling oil flowing from the filter device into the heat exchanger is diverted by the valve, allowing less cooling oil to flow through the heat exchanger, which also helps to reduce system oil resistance and reduce wear on the oil pump.

[0009] In this embodiment, the normally closed solenoid valve is used to shut off the connection between the filter device and one or more stator oil circuits in response to the ambient temperature or cooling oil temperature exceeding another preset temperature value. When the cooling oil temperature is high, the motor operating temperature is also high. To reduce the risk of motor failure due to overheating, more cooling oil flowing into one or more stator oil circuits is allowed to pass through the heat exchanger for cooling, which helps to cool the motor stator in a timely manner and ensures the normal operation of the motor.

[0010] In this embodiment, the normally closed solenoid valve can flexibly distribute the amount of cooling oil according to the ambient temperature or the cooling oil temperature, which is beneficial to improving the cooling effect of the oil-cooled powertrain and reducing the overall power consumption with the lower power consumption of the oil pump.

[0011] In one embodiment, the oil-cooled powertrain further includes multiple electrical components. A motor shaft in a motor is used to drive an input shaft in a reducer. A differential in the reducer is used to drive a wheel via a drive shaft. The housing of the oil-cooled powertrain includes a motor housing, a reducer housing, two shaft holes, and a receiving groove. A motor housing is fixedly connected to a reducer housing and surrounds a shaft hole. One shaft hole is used for a motor shaft or an input shaft to pass through, and the other shaft hole is used for a drive shaft to pass through. The two walls of the receiving groove are respectively portions of a motor housing and a reducer housing. The receiving groove is used to accommodate multiple electrical components. The opening of the receiving groove faces away from the other shaft hole. The bottom of the receiving groove includes an oil hole and a first internal flow channel. The opening of the oil hole faces away from the other shaft hole, and the first internal flow channel communicates with the oil hole and an internal flow channel of the reducer housing or a motor housing.

[0012] In this embodiment, the motor housing surrounds a shaft hole. One shaft hole is used for the passage of a motor shaft or an input shaft, which is used for a drive connection with the input shaft to transmit the kinetic energy of the motor to the gear set of the reducer. The other shaft hole is used for the passage of a drive shaft, which is used to transmit the kinetic energy, which has been reduced in speed by the reducer, to the wheels to drive the electric vehicle.

[0013] In this embodiment, a portion of the motor housing and the reducer housing are reused as two walls of the receiving groove, making the oil-cooled powertrain housing more integrated, compact, and stronger. This helps reduce the volume of the oil-cooled powertrain housing and improve its overall structural strength. Furthermore, utilizing a portion of the reducer housing containing the other shaft hole of the drive shaft as a wall of the receiving groove fully utilizes the gap space between the reducer housing and the motor housing, resulting in a more integrated and compact oil-cooled powertrain housing.

[0014] In this embodiment, the receiving slot is used to accommodate multiple electrical components, so that the oil-cooled powertrain can make full use of a portion of the space of the motor housing and the reducer housing to accommodate multiple electrical components without the need for additional housing to accommodate electrical components. This is beneficial to improving the integration of the oil-cooled powertrain and reducing the overall volume of the oil-cooled powertrain.

[0015] In this embodiment of the application, the groove opening of the receiving groove faces away from the other shaft hole, and the opening of the oil hole faces away from the other shaft hole. That is, the groove opening of the receiving groove faces the same direction as the opening of the oil hole, which makes it convenient to process the oil hole from the groove opening of the receiving groove, simplifies the processing process, and also facilitates the arrangement of the oil hole in the receiving groove.

[0016] In this embodiment, the bottom of the receiving groove includes an oil hole. Utilizing the bottom of the receiving groove to form the oil hole fully utilizes the space of the receiving groove, resulting in a more compact layout. Forming the oil hole at the bottom of the receiving groove, compared to opening it in the motor housing or reducer housing, reduces the number of openings on the outside of the motor housing or reducer housing, ensuring the structural strength of the motor housing or reducer housing. The oil hole also requires a sealing component or valve. When the opening is on the outside of the motor housing or reducer housing, the sealing component or valve is exposed, making it susceptible to wear or impact from external objects, causing it to loosen and leak. In this application, the oil hole is located within the receiving groove, and the sealing component or valve is protected by the groove wall, reducing the risk of loosening and oil leakage.

[0017] In this embodiment of the application, the bottom of the receiving tank includes a first internal flow channel, which forms the bottom of the receiving tank. No external piping is required, which can save structural components and make the receiving tank more integrated. Compared with using external piping, it can reduce the risk of oil leakage at the connection.

[0018] In this embodiment, a portion of the motor housing and reducer housing is reused as the wall of the receiving groove, resulting in a higher degree of integration between the groove wall and bottom and the motor housing and reducer housing, and a closer distance between the bottom of the receiving groove and the inner cavity of the motor housing or reducer housing. Furthermore, oil holes and a first internal flow channel are formed at the bottom of the receiving groove, shortening the flow path between the oil holes and the first internal flow channel and the internal flow channel of the motor housing or reducer housing. This reduces the volume of the oil-cooled powertrain and improves its integration while also shortening the internal oil flow path of the oil-cooled powertrain.

[0019] In one embodiment, the depth of a groove along the opening of an oil hole toward a receiving groove is greater than or equal to the distance between another shaft hole and the bottom of a receiving groove.

[0020] In this embodiment, the depth of the receiving groove along the opening of the oil hole is greater than or equal to the distance between the bottom of the receiving groove and the other shaft hole. This makes the distance between the bottom of the receiving groove and the other shaft hole shorter, allowing most of the axial bottom wall of the reducer housing on the other shaft hole side to serve as the groove wall of the receiving groove. This is beneficial for the receiving groove to make full use of the reducer housing as the groove wall, making full use of the gap between the reducer housing and the motor housing. This is beneficial for improving the integration of the oil-cooled powertrain, reducing the overall volume of the oil-cooled powertrain, and also for making the receiving groove deeper, so that the receiving groove has more space to accommodate electrical components.

[0021] In one embodiment, the bottom of a receiving tank includes a second internal flow channel for connecting an oil hole and an internal flow channel of a reducer housing, and a first internal flow channel for connecting an oil hole and an internal flow channel of a motor housing.

[0022] In this embodiment, the bottom of the receiving tank includes a first internal flow channel and a second internal flow channel. The second internal flow channel is used to connect the internal flow channel of the reducer housing and the oil hole, and the first internal flow channel is used to connect the internal flow channel of the motor housing and the oil hole. This allows the cooling oil in the internal flow channel of the reducer housing to be transported to the oil hole through the second internal flow channel and quickly transported to the internal flow channel of the motor housing through the first internal flow channel. This enables the motor to heat the cooling oil more quickly when driving at low temperatures, which helps to reduce the viscosity of the cooling oil, reduce the system oil resistance, reduce the oil churning loss of the reducer, improve the low-temperature driving efficiency of the oil-cooled powertrain, and improve the low-temperature driving range of the entire vehicle.

[0023] In this embodiment, the bottom of the receiving tank integrates a first internal flow channel and a second internal flow channel, so that the first internal flow channel and the second internal flow channel are connected only through the oil hole. This is beneficial to simplify the arrangement of the internal cooling flow channels of the oil-cooled powertrain housing, and also to allow the cooling oil in the second internal flow channel to flow into the motor through the first internal flow channel via a shorter path, so that the cooling oil can heat up more quickly at low temperatures.

[0024] In this embodiment, the first internal flow channel and the second internal flow channel are located at the bottom of the receiving tank, so that the cooling oil from the internal flow channel of the reducer housing flows through the second internal flow channel and the second internal flow channel to the internal flow channel of the motor housing, and flows through the bottom of the receiving tank. The receiving tank is used to accommodate multiple electrical components, which is beneficial for the cooling oil to cool down the multiple electrical components.

[0025] In one embodiment, an oil orifice is used to receive a valve, the valve being used to electrically connect at least one electrical component and to control the connection or disconnection between the oil orifice and a first internal flow channel.

[0026] In this embodiment, the oil hole is used to accommodate a valve. The oil hole is located at the bottom of the receiving groove, that is, the valve is located inside the receiving groove. This facilitates the electrical connection between the valve and the electrical components inside the receiving groove, eliminating the need for external wiring to the oil-cooled powertrain housing. This helps to shorten the wiring length of the control valve, simplify the wiring layout, save materials, and reduce costs.

[0027] In this embodiment, the valve is used to electrically connect at least electrical components and to control the connection or disconnection between the oil hole and the first internal flow channel. When starting the electric vehicle in low winter temperatures, the valve opens, connecting the oil hole to the first internal flow channel. Cooling oil from the internal flow channel of the reducer housing flows rapidly from the first internal flow channel into the internal flow channel of the motor housing, causing the heat generated by the motor to quickly heat up the cooling oil, reducing the viscosity of the cooling oil. This is beneficial to improving the working efficiency of the oil pump, delivering the cooling oil to various components of the oil-cooled powertrain in a short time, increasing the service life of the gear set and shaft system of the reducer, effectively improving the oil churning ability of the reducer, reducing oil churning losses, improving low-temperature driving efficiency, and improving the low-temperature range of the entire vehicle.

[0028] In one embodiment, the bottom of a receiving groove further includes an oil hole protrusion, which faces the opening of an oil hole away from another shaft hole protrusion, and the oil hole extends through the oil hole protrusion.

[0029] In this embodiment, the bottom of the receiving tank also includes an oil hole protrusion. The oil hole passes through the oil hole protrusion along the opening direction of the oil hole. Since part of the bottom of the receiving tank for oil delivery needs to form an oil hole, a first internal flow channel, or a second internal flow channel, the bottom of the receiving tank needs to be thicker to form these holes or flow channels. By opening the oil hole on the oil hole protrusion, the oil hole, the first internal flow channel, or the second internal flow channel for conveying cooling oil can be opened on the oil hole protrusion, making the thickness of the bottom of the receiving tank, excluding the oil hole and flow channel, thinner. This is beneficial for increasing the space of the receiving tank and for facilitating the arrangement of electrical components within the receiving tank.

[0030] In the embodiments of this application, along the opening direction of one oil hole, the oil hole protrusion is away from the other shaft hole protrusion. Compared with the oil hole protrusion facing the other shaft hole protrusion, the bottom of the receiving groove can be arranged closer to the position of the other shaft hole without affecting the formation of the other shaft hole. This is beneficial to increasing the groove depth of the receiving groove and increasing the receiving space of the receiving groove.

[0031] In one embodiment, the bottom of a receiving groove further includes a recess for accommodating at least one electrical component. The recess is recessed toward another shaft hole along the opening direction of an oil hole, and an oil hole protrusion is fixed to the bottom of the recess. Along the radial direction of a motor housing, a motor housing, a recess, and another shaft hole are arranged sequentially.

[0032] In this embodiment of the application, the bottom of the receiving groove also includes a groove for accommodating at least one electrical component. The groove is beneficial to increasing the accommodating space of the receiving groove, making it easier to arrange the electrical component in the groove, and providing more space for the installation and fixing of the electrical component.

[0033] In this embodiment, when the oil hole protrusion is formed on the bottom of the receiving groove, the bottom of the groove needs to have a large thickness. Along the opening direction of the oil hole, the groove is recessed towards the other shaft hole. The oil hole protrusion is fixed to the bottom of the groove, and the groove is arranged radially between the motor housing and the other shaft hole. The groove makes full use of the space between the other shaft hole and the motor housing along the radial direction of the motor housing, so that the oil hole protrusion that requires a large thickness can be formed in the groove without occupying the part of the bottom of the receiving groove corresponding to the other shaft hole. This allows the part of the bottom of the receiving groove corresponding to the other shaft hole to be made as thin as possible, thereby increasing the space inside the receiving groove.

[0034] In one embodiment, the bottom of a receiving tank further includes a connecting section for connecting an oil hole protrusion and a motor housing, and a first internal flow channel for connecting an oil hole and an internal flow channel of the motor housing, the first internal flow channel extending through the connecting section along its length.

[0035] In this embodiment of the application, the bottom of the receiving groove further includes a connecting section, which is used to connect the oil hole protrusion and the motor housing. The connecting section forms a first internal flow channel, which allows the first internal flow channel to connect the internal flow channel of the motor housing and the oil hole.

[0036] In this embodiment, the first internal flow channel extends through the connecting segment along its length, allowing the bottom portion of the receiving groove outside the connecting segment to be thinner, thereby increasing the internal space of the receiving groove. The connecting segment is used to deliver cooling oil to the internal flow channel of the motor housing. The shorter length of the connecting segment facilitates the rapid delivery of cooling oil to the motor, enabling the motor to heat the cooling oil more quickly during low-temperature driving. This rapid temperature rise of the cooling oil helps reduce the viscosity of the cooling oil, decreases system oil resistance, reduces oil churning losses in the reducer, improves the low-temperature driving efficiency of the oil-cooled powertrain, and enhances the overall vehicle's low-temperature range.

[0037] In one embodiment, the bottom of a receiving groove further includes two coolant holes and two heat dissipation protrusions. The receiving groove is also used to accommodate a radiator for cooling at least one electrical component. The two coolant holes are used to connect the radiator to an external coolant flow channel. The two heat dissipation protrusions face away from the other shaft hole protrusion along the opening direction of one of the oil holes. The two coolant holes respectively penetrate the two heat dissipation protrusions, and the opening directions of the two coolant holes face away from the other shaft hole.

[0038] In this embodiment, the receiving tank also houses a radiator, which cools at least one electrical component, thus ensuring the normal operation of the electrical component within the receiving tank. Two coolant holes connect the radiator to an external coolant channel. Coolant in the external coolant channel enters the radiator within the receiving tank through one of the two coolant holes. The coolant flows within the radiator, cooling the at least one electrical component within the receiving tank. Subsequently, the coolant flows out of the radiator and the receiving tank from the other coolant hole, flows into the external coolant channel, and returns to the vehicle's cooling system.

[0039] In this embodiment, along the opening direction of the oil hole, the two heat dissipation protrusions are away from the other shaft hole protrusion, so that the arrangement of the two heat dissipation protrusions does not affect the formation of the other shaft hole. This is beneficial for the bottom of the receiving groove to be closer to the other shaft hole, which is beneficial for increasing the receiving space of the receiving groove and facilitating the layout of electrical components in the receiving groove.

[0040] In this embodiment, along the opening direction of the oil hole, the two coolant holes pass through the two heat dissipation protrusions respectively. The opening direction of the two coolant holes is away from the other shaft hole. The two coolant holes are opened in the two heat dissipation protrusions, so that the bottom of the receiving tank where the two coolant holes and the other part of the heat dissipation protrusions are arranged can be made thin. Compared with making the bottom of the receiving tank thick, it is beneficial to increase the receiving space of the receiving tank, and also to save materials and reduce costs.

[0041] In one embodiment, the bottom of a receiving tank further includes two coolant connection sections facing the opening of an oil hole, with the two coolant connection sections facing away from the other shaft hole protrusion. Each coolant connection section includes a coolant flow channel extending through the coolant connection section along its length. Each coolant flow channel is used to connect a coolant hole and an external coolant flow channel.

[0042] In this embodiment, along the opening direction of the oil hole, two coolant connection sections protrude away from the other shaft hole protrusion. Each coolant connection section includes a coolant flow channel, and the bottom of the portion forming the receiving groove for the coolant flow channel needs to be relatively thick. The fact that the two coolant connection sections protrude away from the other shaft hole allows the bottom of the remaining portion of the receiving groove to be made thinner, which is beneficial for increasing the receiving space of the receiving groove. Furthermore, the fact that the two coolant connection sections protrude away from the other shaft hole along the opening direction of one oil hole also ensures that the arrangement of the two coolant connection sections does not affect the formation of the other shaft hole, and that the bottom of the receiving groove is positioned closer to the other shaft hole, further increasing the receiving space of the receiving groove.

[0043] In this embodiment, along the length of the coolant connection section, a coolant channel extends through the coolant connection section. Each coolant channel connects a coolant hole and an external coolant channel, allowing coolant in the external coolant channel to be input into a receiving tank via the coolant connection section for cooling the electrical components within the tank. Alternatively, coolant in the external coolant channel can flow through the coolant channel and coolant hole into the radiator, or coolant in the radiator can flow out through the coolant hole and coolant channel into the external coolant channel.

[0044] In one embodiment, the housing of the oil-cooled powertrain further includes an oil pump slot. Along the axial direction of the oil-cooled powertrain, the opening of one oil pump slot faces away from the inner cavity of a reducer housing. The oil pump slot is used to receive cooling oil within the inner cavity of the reducer housing, and it is also used to connect to an oil hole through an internal flow channel of the reducer housing. The oil pump slot, another shaft hole, and a receiving slot are arranged sequentially along the opening direction of the oil hole. The distance between the oil pump slot and the other shaft hole is greater than the distance between the bottom of the receiving slot and the other shaft hole.

[0045] In this embodiment, the housing of the oil-cooled powertrain further includes an oil pump slot, which houses the oil pump. The oil pump provides power to the cooling oil. The slot opening of the oil pump slot is axially away from the inner cavity of the reducer housing, which facilitates the arrangement of the oil pump slot away from the inner cavity of the reducer housing and ensures smooth installation. The oil pump slot connects to the inner cavity of the reducer housing to receive cooling oil. It also connects to an oil hole at the bottom of the slot via an internal flow channel in the reducer housing. The oil pump slot receives cooling oil from the inner cavity of the reducer housing, which is then pumped into the internal flow channel of the reducer housing. The oil pump then delivers the cooling oil to the oil hole, which in turn delivers it to both the internal flow channels of the reducer housing and the internal flow channels of the motor housing.

[0046] In this embodiment, the oil pump groove, the other shaft hole, and the receiving groove are arranged in sequence along the opening direction of the oil hole, so that the space on both sides of the other shaft hole along the opening direction of the oil hole is fully utilized, making the structure compact and conducive to the orderly arrangement of the oil-cooled powertrain.

[0047] In this embodiment, the distance between the oil pump slot and the other shaft hole is greater than the distance between the bottom of the receiving slot and the other shaft hole. That is, the bottom of the receiving slot is arranged closer to the other shaft hole, which is beneficial to increasing the receiving space of the receiving slot. The larger distance between the oil pump slot and the other shaft hole is beneficial to arranging the oil pump slot at the lowest position of the reducer housing, which is beneficial to the oil pump slot's oil suction.

[0048] In one embodiment, the wall of an oil orifice includes two communicating oil orifices, and the bottom of a receiving tank includes a third internal flow channel. One communicating oil orifice is used to connect to a heat exchanger via the third internal flow channel, and the heat exchanger is used to connect to an internal flow channel of a motor housing. The other communicating oil orifice is used to connect to an internal flow channel of the motor housing via a first internal flow channel. The diameter of one communicating oil orifice is larger than the diameter of the other communicating oil orifice.

[0049] In this embodiment, a connecting oil hole is used to connect to a heat exchanger through a third internal flow channel. The heat exchanger is used to connect to the internal flow channel of the motor housing. This facilitates the flow of high-temperature cooling oil from the oil hole, the connecting oil hole, the third internal flow channel, and the internal flow channel of the reducer housing into the heat exchanger. In the heat exchanger, the oil exchanges heat with the coolant. The cooled oil is then transported to the motor through the internal flow channel of the reducer housing and the internal flow channel of the motor housing to cool the motor, thereby reducing the risk of motor overheating.

[0050] In this embodiment, another connecting oil hole is used to connect to the internal flow channel of the motor housing through the first internal flow channel. This facilitates the direct flow of cooling oil from the oil hole, the other connecting oil hole, and the first internal flow channel into the internal flow channel of the motor housing at low temperatures. This allows the cooling oil to be cooled without passing through a heat exchanger, which is beneficial for the rapid delivery of cooling oil to the motor. It also helps the motor to quickly heat up the cooling oil, reduces the viscosity of the cooling oil, and improves the working efficiency of the oil pump. This allows the cooling oil to be delivered to various components of the oil-cooled powertrain in a short time, extending the service life of the gear set and shaft system of the reducer. It also effectively improves the oil churning ability of the reducer, reduces oil churning losses, improves low-temperature drive efficiency, and enhances the low-temperature driving range of the entire vehicle.

[0051] In this embodiment, the diameter of one connecting oil hole is larger than that of the other connecting oil hole. The other connecting oil hole is connected to a first internal flow channel, which extends through the connecting section. The length of the connecting section is relatively short, so even if the diameter of the other connecting oil hole is small, the cooling oil can still be quickly transported through the first internal flow channel to the internal flow channel of the motor housing. One connecting oil hole connects to a heat exchanger through a third internal flow channel. The heat exchanger has structures such as heat dissipation fins and multiple sub-cooling oil flow channels. The flow resistance of the cooling oil flowing through the heat exchanger is relatively high. The larger diameter of the connecting oil hole helps to reduce the flow resistance of the cooling oil. In this embodiment, the larger diameter of one connecting oil hole ensures the flow capacity of both connecting oil holes and also ensures the structural strength of the bottom of the receiving tank, preventing both connecting oil holes from having excessively large diameters that would affect the structural strength.

[0052] In one embodiment, the housing of the oil-cooled powertrain includes a connecting plate fixed to the outer peripheral wall of a motor housing and the axial bottom wall of a reducer housing. The connecting plate, together with the motor housing and the reducer housing, forms a receiving groove. The connecting plate includes a bottom plate and two side plates, the two side plates forming the other two groove walls of the receiving groove, and the bottom plate forming the bottom of the receiving groove.

[0053] In this embodiment, the housing of the oil-cooled powertrain includes a connecting plate, which is fixed to the outer peripheral wall of the motor housing and the axial bottom wall of the reducer housing. The connecting plate is used to enclose the motor housing and the reducer housing to form a receiving groove. By forming the receiving groove by the connecting plate enclosing a portion of the motor housing and a portion of the reducer housing, the receiving groove is fully utilized by the outer peripheral wall of the motor housing and the axial bottom wall of the reducer housing. This is beneficial for making full use of the space between the motor housing and the reducer housing along the radial direction of the oil-cooled powertrain, reducing the volume of the oil-cooled powertrain, and facilitating the miniaturization of the oil-cooled powertrain layout.

[0054] In one embodiment, the length of one base plate along the axial direction of the oil-cooled powertrain is greater than the length of another base plate along the radial direction of the oil-cooled powertrain. The length of one base plate along the radial direction of the oil-cooled powertrain is greater than the inner diameter of another shaft hole. Along the arrangement direction of one connecting plate and another shaft hole, the lengths of the two side plates are greater than the distance between one base plate and the other shaft hole.

[0055] In this embodiment, the length of the base plate along the axial direction of the oil-cooled powertrain is greater than the length of the base plate along the radial direction of the oil-cooled powertrain. The larger length of the base plate along the axial direction of the oil-cooled powertrain is beneficial to making full use of the axial length of the motor housing to form a receiving groove, so that the receiving groove has a larger receiving space.

[0056] In this embodiment, the length of one base plate along the radial direction of the oil-cooled powertrain is greater than the inner diameter of the other shaft hole, which is beneficial to make full use of the length of the axial bottom wall of the reducer housing along the radial direction of the oil-cooled powertrain to form a receiving groove, so that the receiving groove has a larger receiving space.

[0057] In this embodiment, along the arrangement direction of the connecting plate and the other shaft hole, the length of the two side plates is greater than the distance between the bottom plate and the other shaft hole. The smaller distance between the bottom plate and the other shaft hole, meaning the bottom plate is positioned closer to the other shaft hole, facilitates a greater groove depth in the receiving groove along the arrangement direction of the connecting plate and the other shaft hole, thus increasing the receiving space of the receiving groove. The larger length of the two side plates also contributes to a greater groove depth in the receiving groove, further increasing its receiving space. It should be noted that the opening of the oil hole faces the same direction as the arrangement direction of the connecting plate and the other shaft hole.

[0058] In one embodiment, a reducer housing includes a heat exchanger mounting surface for fixing a heat exchanger. A motor housing and a reducer housing each include an axial isolation protrusion and a radial isolation protrusion, respectively protruding from the outer peripheral walls of the motor housing and the reducer housing. The axial and radial isolation protrusions are used to form a groove with two side plates to accommodate a receiving slot. Along the axial direction of the oil-cooled powertrain, a heat exchanger mounting surface and an axial isolation protrusion are spaced apart; along the radial direction of the oil-cooled powertrain, a heat exchanger mounting surface and a radial isolation protrusion are also spaced apart.

[0059] In this embodiment, the heat exchanger mounting surface is used to fix the heat exchanger, and the heat exchanger is used to cool and lower the temperature of the high-temperature cooling oil, and to cool and lubricate the reducer and motor.

[0060] In this embodiment, the motor housing and the reducer housing respectively include an axial isolation protrusion and a radial isolation protrusion. The axial isolation protrusion and the radial isolation protrusion protrude from the outer peripheral wall of the motor housing and the outer peripheral wall of the reducer housing, respectively. The axial isolation protrusion and the radial isolation protrusion are used to form a groove for a receiving groove with the two side plates. The axial isolation protrusion and the radial isolation protrusion make it possible to form a receiving groove by using a portion of the reducer housing and a portion of the motor housing. It is also beneficial for the receiving groove to make full use of the space of the axial bottom wall of the reducer housing and a portion of the outer peripheral wall of the motor housing, which is beneficial for reducing the volume of the oil-cooled powertrain.

[0061] In the embodiments of this application, the mounting surface of the heat exchanger along the axial direction of the oil-cooled powertrain and the axial isolation protrusion are arranged at intervals, and the mounting surface of the heat exchanger along the radial direction of the oil-cooled powertrain and the radial isolation protrusion are arranged at intervals. This is beneficial for the receiving groove to make fuller use of the space of the reducer housing along the axial direction of the oil-cooled powertrain, and is beneficial for increasing the receiving space of the receiving groove.

[0062] Secondly, this application provides an electric vehicle, which includes a frame, a cooling system, and an oil-cooled powertrain as described in the first aspect. The frame is used to fix the oil-cooled powertrain and the cooling system, and the cooling system is used to cool the cooling oil flowing through the interior of a heat exchanger in the oil-cooled powertrain.

[0063] The oil-cooled powertrain provided in this application embodiment adjusts the amount of cooling oil flowing from the filter to the stator oil circuit and then into the stator oil circuit after passing through the heat exchanger in real time according to the operating conditions by setting valves. This keeps the cooling oil at a low viscosity, reduces the power consumption of the oil pump, and also reduces the oil churning loss of the reducer. This improves the low-temperature drive and low-temperature range of the oil-cooled powertrain and enhances the overall vehicle performance. Attached Figure Description

[0064] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0065] Figure 1 is a schematic diagram of the structure of the electric vehicle provided in an embodiment of this application;

[0066] Figure 2 is a schematic diagram of the structure of the oil-cooled powertrain provided in an embodiment of this application;

[0067] Figure 3 is a schematic diagram of the cooling oil circuit of the oil-cooled powertrain provided in the embodiment of this application;

[0068] Figure 4 is a schematic diagram of the housing structure of the oil-cooled powertrain provided in the embodiment of this application;

[0069] Figure 5 is another structural schematic diagram of the housing of the oil-cooled powertrain provided in the embodiment of this application;

[0070] Figure 6 is another structural schematic diagram of the housing of the oil-cooled powertrain provided in the embodiment of this application;

[0071] Figure 7 is a partial enlarged view of the M1 portion of the housing of the oil-cooled powertrain in Figure 6;

[0072] Figure 8 is a schematic diagram of the structure of the receiving groove of the oil-cooled powertrain provided in the embodiment of this application;

[0073] Figure 9 is an exploded view of the oil-cooled powertrain provided in the embodiment of this application;

[0074] Figure 10 is another structural schematic diagram of the housing of the oil-cooled powertrain provided in the embodiment of this application;

[0075] Figure 11 is another structural schematic diagram of the housing of the oil-cooled powertrain provided in the embodiment of this application;

[0076] Figure 12 is another structural schematic diagram of the housing of the oil-cooled powertrain provided in the embodiment of this application. Detailed Implementation

[0077] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0078] To improve the low-temperature start-up and low-temperature range performance of oil-cooled powertrains, this application provides an oil-cooled powertrain including a motor, a reducer, a heat exchanger, a filter, and an oil pump. The motor drives the wheels of an electric vehicle through the reducer. The motor's cooling oil circuit includes at least one rotor oil circuit and at least one stator oil circuit. The filter is used to input filtered cooling oil into the heat exchanger for heat exchange. One or more rotor oil circuits receive the cooled oil from the heat exchanger. One or more stator oil circuits receive the cooled oil from the heat exchanger and receive filtered cooling oil from the filter through a valve. By setting a valve to adjust the amount of cooling oil flowing from the filter to the stator oil circuit and then into the stator oil circuit after passing through the heat exchanger in real time according to operating conditions, the cooling oil viscosity is maintained at a low level, reducing oil pump power consumption and reducing oil churning losses in the reducer, thereby improving the low-temperature drive and low-temperature range capabilities of the oil-cooled powertrain.

[0079] Please refer to Figure 1, which is a structural schematic diagram of the electric vehicle 1 provided in an embodiment of this application. In this embodiment, the electric vehicle 1 includes an oil-cooled powertrain 10, a frame 20, a battery pack 30, and wheels 40. The oil-cooled powertrain 10 and the battery pack 30 are fixed to the frame 20. The oil-cooled powertrain 10 receives power from the battery pack 30 and drives the wheels 40. In this embodiment, the battery pack 30 can also be referred to as a power battery. In this embodiment, the electric vehicle 1 refers to a wheeled device driven or towed by a power unit.

[0080] The oil-cooled powertrain 10 provided in the embodiments of this application will be described in detail below.

[0081] Please refer to Figures 2, 3, 4 and 5. Figure 2 is a structural schematic diagram of the oil-cooled powertrain 10 provided in the embodiment of this application. Figure 3 is a schematic diagram of the cooling oil circuit of the oil-cooled powertrain provided in the embodiment of this application. Figure 4 is a structural schematic diagram of the housing 101 of the oil-cooled powertrain 10 provided in the embodiment of this application. Figure 5 is another structural schematic diagram of the housing 101 of the oil-cooled powertrain 10 provided in the embodiment of this application.

[0082] In one embodiment, the oil-cooled powertrain 10 includes a reducer 11, a motor 12, and a power supply unit 15. In this embodiment, the oil-cooled powertrain 10 uses cooling oil or coolant to cool the motor 12 and lubricate the reducer 11. In this embodiment, the motor 12 includes a stator, a rotor, and a motor shaft. The reducer 11 includes an input shaft, an intermediate shaft, a drive shaft, and multiple gears. As shown in Figures 2 and 4, the motor shaft 104 is drive-connected to the input shaft 102 of the reducer 11. The input shaft 102 is driven by a gear train in the reducer 11 to reduce the power output from the motor shaft 104. The drive shaft 103 of the reducer 11 is used to transmit the power of the motor 12 to the wheels 40.

[0083] The power supply unit 15 receives DC power from the battery pack 30 and outputs AC power to the motor 12. The stator of the motor 12 receives the AC power output from the power supply unit 15 and drives the rotor and motor shaft 104 of the motor 12 to rotate. The rotation of the motor shaft 104 drives the input shaft 102 to rotate. The electrical components within the housing of the power supply unit 15 include at least one of the following: a motor controller, an on-board charging device, a power distribution device, and a vehicle controller.

[0084] In one embodiment, the oil-cooled powertrain 10 further includes an oil pump 13 and a heat exchanger 14, as shown in FIG. 5. The oil pump 13 is used to deliver cooling oil from the oil pan 108 at the bottom of the reducer housing 300 to the inner cavity of the reducer housing 300 and the motor housing 200 for cooling and lubrication of the reducer 11 and the motor 12. The heat exchanger 14 is used to cool the cooling oil flowing through it, thereby cooling the reducer 11 and the motor 12. The oil pan refers to the part at the bottom of the reducer housing 300 used to contain the cooling oil. It should be noted that the structure of the heat exchanger 14 and the motor 12 is not shown in FIG. 4; the reference numerals 14 and 12 are used to indicate the location of the heat exchanger 14 and the motor 12 and do not represent the actual structure. In FIG. 5, the oil pump 13, input shaft 102, and motor shaft 104 are schematic positions and do not represent the actual structure.

[0085] In one embodiment, an oil-cooled powertrain 10 includes a motor 12, a reducer 11, a heat exchanger 14, a filter 19, and an oil pump 13. The motor 12 drives the wheels 40 of an electric vehicle via the reducer 11. The cooling oil circuit of the motor 12 includes at least one rotor oil circuit L3 and at least one stator oil circuit L1. The filter 19 is used to input filtered cooling oil into the heat exchanger 14 for heat exchange. As shown in FIG3, one or more rotor oil circuits L3 are used to receive the cooled oil after heat exchange from the heat exchanger 14. One or more stator oil circuits L1 are used to receive the cooled oil after heat exchange from the heat exchanger 14 and to receive the filtered cooling oil from the filter 19 through a valve 150.

[0086] In this embodiment, the heat exchanger 14 outputs cooling oil to cool the motor 12, and the filter 19 filters impurities from the cooling oil pumped in by the oil pump 13, improving the cleanliness of the cooling oil and ensuring high-quality cooling and lubrication of the motor 12, thereby ensuring stable operation of the motor 12. In one embodiment, the cooling oil output by the filter 19 is also used to lubricate the gear set of the reducer 11, enabling the reducer 11 to operate normally.

[0087] In one embodiment, one or more rotor oil passages L3 are used to receive cooling oil after heat exchange from heat exchanger 14. The cooling oil output from heat exchanger 14 can flow into the rotor of motor 12 through the internal flow channel of motor shaft 104 of motor 12, thereby cooling the rotor of motor 12. The internal flow channel of motor shaft 104 constitutes a rotor oil passage L3.

[0088] In this embodiment, one or more stator oil passages L1a are used to receive cooled oil after heat exchange from heat exchanger 14, so that the stator of motor 12 can be cooled by low-temperature cooling oil, avoiding motor 12 failure due to overheating. One or more stator oil passages L1b are used to receive filtered cooling oil from filter device 19 through valve 150. The flow resistance of cooling oil flowing through valve 150 is smaller than that of cooling oil flowing through heat exchanger 14. Some oil flows from valve 150 into one or more stator oil passages L1b without passing through heat exchanger 14, which can reduce the working load of oil pump 13 and help reduce the power consumption of oil pump 13.

[0089] In one embodiment, the filtration device 19 is a fine filter 17. In another embodiment, the fine filter 17 is used to connect the outlet of the oil pump 13 and the inlet of the heat exchanger 14. In yet another embodiment, the fine filter 17 is also used to connect the outlet of the oil pump 13 and the inlet of a stator oil passage L1b.

[0090] In one embodiment, the oil-cooled powertrain 10 further includes a coarse filter. In one embodiment, the coarse filter filters impurities from the cooling oil before feeding the filtered cooling oil into the oil pump 13. In another embodiment, the coarse filter filters impurities from the cooling oil output by the oil pump 13 before feeding the filtered cooling oil into the fine filter 17. In this embodiment, the particle size of the impurities filtered by the coarse filter is larger than that filtered by the fine filter 17, and the fine filter 17 can filter the cooling oil filtered by the coarse filter a second time.

[0091] In one embodiment, the cooling oil for the rotor and stator of the cooling motor 12, as well as the oil flowing into the reducer 11, flows into the oil pan 108 at the bottom of the reducer housing 300 through the oil return channels 106 and 107.

[0092] In one embodiment, valve 150 includes a normally closed solenoid valve. As shown in FIG3, a normally closed solenoid valve is used to open the connection between the filter device 19 and one or more stator oil passages L1b in response to an ambient temperature or cooling oil temperature being less than or equal to a preset temperature value. A normally closed solenoid valve is used to close the connection between the filter device 19 and one or more stator oil passages L1b in response to an ambient temperature or cooling oil temperature being greater than another preset temperature value.

[0093] In this embodiment, a normally closed solenoid valve is used to connect the filter device 19 and one or more stator oil circuits L1b in response to an ambient temperature or cooling oil temperature being less than or equal to a preset temperature value. When the ambient temperature or cooling oil temperature is low, the viscosity of the cooling oil is high. The cooling oil flowing out of the filter device 19 flows directly into one or more stator oil circuits L1b through the valve 150, which allows the low-temperature cooling oil to be heated more quickly by the heat generated by the motor 12, which is beneficial for rapidly increasing the cooling oil temperature, reducing the cooling oil viscosity, and thus reducing the power consumption of the oil pump 13. The structure inside the heat exchanger 14 results in a large flow resistance for the cooling oil. The cooling oil flowing into the heat exchanger 14 from the filter device 19 is diverted by the valve 150, so that less cooling oil flows through the heat exchanger 14, which also helps to reduce the system oil resistance and reduce the wear on the oil pump 13.

[0094] In this embodiment, the normally closed solenoid valve is used to shut off the connection between the filter device 19 and one or more stator oil circuits L1b in response to the ambient temperature or cooling oil temperature exceeding another preset temperature value. When the cooling oil temperature is high, the operating temperature of the motor 12 is also high. To reduce the risk of motor 12 malfunctioning due to overheating, more cooling oil flowing into one or more stator oil circuits L1b is allowed to pass through the heat exchanger 14 for cooling, which helps to cool the stator of the motor 12 in a timely manner and ensures the normal operation of the motor 12.

[0095] In this embodiment, the normally closed solenoid valve can flexibly distribute the amount of cooling oil according to the ambient temperature or the cooling oil temperature, which is beneficial for the oil pump 13 to improve the cooling effect of the oil-cooled powertrain 10 and reduce the overall power consumption with lower power consumption.

[0096] In one embodiment, when starting the electric vehicle 1 in low winter temperatures, as shown in Figure 3, valve 150 opens, guiding the cooling oil through filter device 19 and one or more stator oil circuits L1b. The cooling oil from filter device 19 quickly flows into one or more stator oil circuits L1b, causing motor 12 to quickly heat the cooling oil, reducing the viscosity of the cooling oil. This is beneficial to improving the working efficiency of oil pump 13, delivering the cooling oil to various components of oil-cooled powertrain 10 in a short time, extending the service life of gear set and shaft system of reducer 11, effectively improving the oil churning ability of reducer 11, reducing oil churning loss, improving low-temperature driving efficiency, and enhancing the overall vehicle's low-temperature range.

[0097] In one embodiment, during low-temperature and normal operation of the electric vehicle 1, as shown in Figure 3, valve 150 is open, allowing the coolant to pass through filter device 19 and one or more stator oil circuits L1b. Motor 12 rapidly heats the cooling oil, reducing its viscosity. When motor 12 reaches a higher temperature, valve 150 closes, and the cooling oil flows through heat exchanger 14, exchanging heat with the coolant within to achieve cooling and lubrication. This, in turn, cools and lubricates the reducer 11 and motor 12. The opening and closing of valve 150 dynamically adjusts the cooling oil temperature.

[0098] In one embodiment, the motor 12 is in an active short-circuit condition and a stator high-temperature condition, that is, the cooling oil is at a high temperature. As shown in Figure 3, the valve 150 is continuously opened and closed, and the cooling oil flowing out of the filter device 19 is intermittently input into one or more stator oil circuits L1b to improve the cooling capacity of the cooling oil for the motor 12 in a short time.

[0099] In one embodiment, the oil-cooled powertrain 10 further includes multiple electrical components. In this application example, the multiple electrical components include at least one of a motor controller, an on-board charging device, a power distribution device, and a vehicle controller. One receiving slot 100 is a receiving slot for the power supply device 15. In this application embodiment, the opening of the receiving slot 100 for the power supply device 15 can form an electrical component receiving cavity after being covered by a cover plate.

[0100] As shown in Figures 2 and 5, a motor shaft 104 in the motor 12 is used to drive an input shaft 102 in the reducer 11, and a differential 16 in the reducer 11 is used to drive a wheel 40 through a drive shaft 103.

[0101] In one embodiment, the housing 101 of the oil-cooled powertrain 10 includes a motor housing 200, a reducer housing 300, two shaft holes 410 and 420, and a receiving groove 100. The motor housing 200 is fixedly connected to the reducer housing 300 and surrounds one shaft hole 410 for passing through a motor shaft 104 or an input shaft 102, and the other shaft hole 420 for passing through a drive shaft 103.

[0102] The motor housing 200 is used to house the rotor and stator of the motor 12, and the reducer housing 300 is used to house the gear train, input shaft, intermediate shaft, and differential 16 of the reducer 11. As shown in Figure 4, the motor housing 200 is fixedly connected to the reducer housing 300. The motor housing 200 is cylindrical, and one opening of the motor housing 200 is opposite to one opening of the reducer housing 300 along the axial direction O of the oil-cooled powertrain.

[0103] In this embodiment of the application, as shown in Figures 2 and 5, the motor housing 200 surrounds the shaft hole 410, which is used for the passage of the motor shaft 104 or the input shaft 102. The motor shaft 104 is used for a transmission connection with the input shaft 102 to transmit the kinetic energy of the motor 12 to the gear set of the reducer 11. The shaft hole 420 is used for the passage of the drive shaft 103, which is used to transmit the kinetic energy reduced by the reducer 11 to the wheels 40, driving the electric vehicle 1.

[0104] As shown in Figure 4, the two walls 110a of the receiving groove 100 are parts of the motor housing 200 and the reducer housing 300, respectively. The receiving groove 100 is used to accommodate multiple electrical components. As shown in Figure 5, the opening 120 of the receiving groove 100 faces away from the shaft hole 420. The bottom 130 of the receiving groove 100 includes an oil hole 131 and an internal flow channel. The opening of the oil hole 131 faces away from the shaft hole 420. The internal flow channel of the bottom 130 is used to connect the oil hole 131 and the internal flow channel 220 of the reducer housing 300 or the motor housing 200. In this embodiment, the internal flow channel of the bottom 130 includes a first internal flow channel 133, which is used to connect the oil hole 131 and the internal flow channel 220 of the motor housing 200.

[0105] In this embodiment, as shown in FIG4, a portion of the motor housing 200 and the reducer housing 300 are reused as two groove walls 110a of the receiving groove 100. This makes the housing 101 of the oil-cooled powertrain 10 more integrated, compact, and stronger, which helps to reduce the volume of the housing 101 of the oil-cooled powertrain 10 and improve the overall structural strength. Furthermore, by utilizing the portion of the reducer housing 300 where the shaft hole 420 of the drive shaft 103 is located as the groove wall 110a of the receiving groove 100, the gap space between the reducer housing 300 and the motor housing 200 is fully utilized, making the oil-cooled powertrain housing 101 more integrated and compact.

[0106] In this embodiment, the receiving slot 100 is used to accommodate multiple electrical components, so that the oil-cooled powertrain 10 can make full use of the space of a portion of the motor housing 200 and the reducer housing 300 to accommodate multiple electrical components without the need for additional housings to accommodate electrical components. This is beneficial to improving the integration of the oil-cooled powertrain 10 and reducing the overall volume of the oil-cooled powertrain 10.

[0107] In this embodiment of the application, the groove opening 120 of the receiving groove 100 faces away from the shaft hole 420, and the opening of the oil hole 131 faces away from the shaft hole 420. That is, the groove opening 120 of the receiving groove 100 faces the same direction as the opening of the oil hole 131, which makes it convenient to process the oil hole 131 from the groove opening 120 of the receiving groove 100, simplifies the processing process, and also facilitates the arrangement of the oil hole 131 in the receiving groove 100.

[0108] In this embodiment, the bottom 130 of the receiving groove 100 includes an oil hole 131. Utilizing the bottom of the receiving groove 100 to form the oil hole 131 fully utilizes the space of the receiving groove 100, making the layout within the receiving groove 100 more compact. Forming the oil hole 131 at the bottom 130 of the receiving groove 100, compared to opening the oil hole 131 in the motor housing 200 or the reducer housing 300, reduces the number of openings on the outside of the motor housing 200 or the reducer housing 300, ensuring the structural strength of the motor housing 200 or the reducer housing 300. The oil hole 131 also needs to be sealed with a plug or valve. When an opening is made on the outside of the motor housing 200 or the reducer housing 300, the plug or valve is exposed, making it susceptible to wear or impact from external objects, causing the oil hole 131 to leak. In this application, the oil hole 131 is opened in the receiving groove 100. The sealing part or valve of the oil hole 131 is protected by the groove wall and cover plate of the receiving groove 100, which can reduce the risk of oil leakage due to loosening of the sealing part or valve.

[0109] In this embodiment, the bottom 130 of the receiving tank 100 includes a first internal flow channel 133. The first internal flow channel 133 forms the bottom 130 of the receiving tank 100, eliminating the need for external piping, saving structural components, and increasing the integration of the receiving tank 100. Compared to using external piping, it reduces the risk of oil leakage at the connection points. In this embodiment, the integration of the oil hole 131 and the first internal flow channel 133 in the bottom 130 of the receiving tank 100 further reduces the risk of cooling oil leaking into the receiving tank 100 during flow.

[0110] In this embodiment of the application, as shown in FIG4, the first internal flow channel 133 is used to connect the oil hole 131 and the internal flow channel 220 of the motor housing 200, and the cooling oil is transported to the internal flow channel 220 of the motor housing 200 through the first internal flow channel 133.

[0111] In this embodiment, a portion of the motor housing 200 and the reducer housing 300 is reused as the wall of the receiving groove 100, resulting in a higher degree of integration between the groove wall and bottom 130 of the receiving groove 100 and the motor housing 200 and the reducer housing 300, and a closer distance between the bottom of the receiving groove 100 and the inner cavity of the motor housing 200 or the reducer housing 300. Furthermore, an oil hole 131 and a first internal flow channel 133 are formed at the bottom of the receiving groove 100, shortening the flow path between the oil hole 131 and the first internal flow channel 133 and the internal flow channel of the motor housing 200 or the reducer housing 300. This reduces the volume of the oil-cooled powertrain 10 and increases its integration while also shortening the internal oil flow path of the oil-cooled powertrain 10.

[0112] In one embodiment, the internal flow channel of the bottom of the tank 130 is used to connect the oil hole 131 and the internal flow channel of the reducer housing 300, and the cooling oil in the internal flow channel of the reducer housing can be transported to the oil hole 131 through the internal flow channel of the bottom of the tank 130.

[0113] In one embodiment, the groove depth along the opening of the oil hole 131 toward the Z receiving groove 100 is greater than or equal to the distance between the shaft hole 420 and the bottom 130 of the receiving groove 100.

[0114] In this embodiment of the application, as shown in FIG5, the opening direction of the oil hole 131 is denoted as Z, the groove depth of the receiving groove 100 along the opening direction Z of the oil hole 131 is denoted as L1, and the distance between the shaft hole 420 and the bottom 130 of the receiving groove 100 is denoted as L2. L1≥L2 makes the distance between the bottom 130 of the receiving groove 100 and the shaft hole 420 shorter, so that most of the axial bottom wall 340 of the reducer housing 300 on the side of the shaft hole 420 can be used as the groove wall of the receiving groove 100. This is beneficial for the receiving groove 100 to make full use of the reducer housing 300 as the groove wall, and to make full use of the gap between the reducer housing 300 and the motor housing 200. This is beneficial for improving the integration of the oil-cooled power assembly 10, reducing the overall volume of the oil-cooled power assembly 10, and also for making the groove depth of the receiving groove 100 larger, so that the receiving groove 100 has more space to accommodate electrical components.

[0115] Figure 6 is another structural schematic diagram of the housing 101 of the oil-cooled powertrain 10 provided in the embodiment of this application, and Figure 7 is a partial enlarged view of the M1 portion of the housing 101 of the oil-cooled powertrain 10 in Figure 6.

[0116] In one embodiment, the bottom 130 of the receiving groove 100 includes a second internal flow channel 134. As shown in Figures 5-7, the second internal flow channel 134 is used to connect the oil hole 131 and the internal flow channel 330 of the reducer housing 300, and the first internal flow channel 133 is used to connect the oil hole 131 and the internal flow channel 220 of the motor housing 200.

[0117] In this embodiment, the bottom 130 of the receiving tank 100 includes a first internal flow channel 133 and a second internal flow channel 134. The second internal flow channel 134 connects the oil hole 131 and the internal flow channel 330 of the reducer housing 300, and the first internal flow channel 133 connects the oil hole 131 and the internal flow channel 220 of the motor housing 200. This allows the cooling oil in the internal flow channel 330 of the reducer housing 300 to be transported to the oil hole 131 through the second internal flow channel 134, and then quickly transported to the internal flow channel 220 of the motor housing 200 through the first internal flow channel 133. This enables the motor 12 to heat the cooling oil more quickly during low-temperature driving, resulting in rapid temperature rise of the cooling oil. This helps to reduce the viscosity of the cooling oil, reduce system oil resistance, reduce the oil churning loss of the reducer 11, improve the low-temperature driving efficiency of the oil-cooled powertrain 10, and enhance the low-temperature driving range of the entire vehicle.

[0118] In this embodiment, the bottom 130 of the receiving groove 100 integrates the first internal flow channel 133 and the second internal flow channel 134, so that the first internal flow channel 133 and the second internal flow channel 134 are connected only through the oil hole 131. This is beneficial to simplify the arrangement of the internal cooling flow channels of the oil-cooled powertrain housing 101, and also to allow the cooling oil in the second internal flow channel 134 to flow into the motor 12 through the first internal flow channel 133 via a shorter path, so that the cooling oil can be heated up more quickly at low temperatures.

[0119] In this embodiment, the first internal flow channel 133 and the second internal flow channel 134 are located at the bottom 130 of the receiving tank 100, so that the cooling oil from the internal flow channel 330 of the reducer housing 300 flows through the bottom 130 of the receiving tank 100 during the process of being transported to the internal flow channel 220 of the motor housing 200 through the second internal flow channel 134. The receiving tank 100 is used to accommodate multiple electrical components, thereby facilitating the cooling oil to cool down the multiple electrical components.

[0120] In one embodiment, the oil hole 131 can be formed by die casting. The first internal flow channel 133 can be formed by machining. In one embodiment, when the oil hole 131 and the second internal flow channel 134 are coaxial, the oil hole 131 and the second internal flow channel 134 can be formed by integral die casting, thereby improving the structural strength of the housing 101 of the oil-cooled powertrain 10.

[0121] Figure 8 is a schematic diagram of the structure of the receiving groove 100 of the oil-cooled powertrain 10 provided in the embodiment of this application.

[0122] In one embodiment, as shown in Figures 7 and 8, the oil hole 131 is used to receive a valve 150, which is used to electrically connect at least one electrical component and to control the connection or disconnection between the oil hole 131 and the first internal flow channel 133.

[0123] In this embodiment, the oil hole 131 is used to accommodate the valve 150. The oil hole 131 is located at the bottom 130 of the receiving groove 100, that is, the valve 150 is located inside the receiving groove 100. This facilitates electrical connection between the valve 150 and the electrical components inside the receiving groove 100, eliminating the need for external wiring to the oil-cooled powertrain housing 101. This helps to shorten the wiring length of the control valve 150, simplify the wiring layout, and also save materials and reduce costs. In this embodiment, the valve 150 is an electronic valve.

[0124] In this embodiment, valve 150 is used to electrically connect at least one electrical component and to control the connection or disconnection between oil hole 131 and first internal flow channel 133. When starting electric vehicle 1 in low winter temperatures, valve 150 is opened, connecting oil hole 131 with first internal flow channel 133. Cooling oil from internal flow channel 330 of reducer housing 300 flows rapidly from first internal flow channel 133 into internal flow channel 220 of motor housing 200, causing the heat generated by motor 12 to quickly heat up the cooling oil, reduce the viscosity of the cooling oil, improve the working efficiency of oil pump 13, and deliver cooling oil to various components of oil-cooled powertrain 10 in a short time, improve the service life of gear set and shaft system of reducer 11, effectively improve the oil churning ability of reducer 11, reduce oil churning loss, improve low-temperature driving efficiency, and improve the low-temperature range of the whole vehicle.

[0125] In one embodiment, as shown in Figures 4 and 8, during low-temperature and normal operation of the electric vehicle 1, valve 150 is open, and oil hole 131 connects with the first internal flow channel 133, allowing motor 12 to rapidly heat the cooling oil and reduce its viscosity. When motor 12 reaches a higher temperature, valve 150 closes, and the cooling oil flows through heat exchanger 14, exchanging heat with the coolant within it to achieve cooling and thus cooling and lubrication of reducer 11 and motor 12. The opening and closing of valve 150 dynamically adjusts the cooling oil temperature.

[0126] In one embodiment, as shown in Figures 4 and 8, when the motor 12 is in an active short-circuit condition and a stator high-temperature condition, that is, when the cooling oil is at a high temperature, the valve 150 is continuously opened and closed, and the cooling oil in the internal flow channel 330 of the reducer housing 300 is intermittently input into the internal flow channel 220 of the motor housing 200 through the first internal flow channel 133 to improve the short-term cooling capacity.

[0127] In one embodiment, as shown in Figures 4 and 8, the control line outlet of valve 150 is located within the power supply unit 15, which optimizes the wiring layout and reduces the number of sealing connectors. Valve 150 is a one-way valve, which has good sealing performance, thus simplifying the sealing architecture design of valve 150 within the oil-cooled powertrain 10.

[0128] In one embodiment, as shown in Figures 4 and 7, the bottom 130 of the receiving groove 100 further includes an oil hole protrusion 132. As shown in Figure 5, along the Z-direction of the opening of the oil hole 131, the oil hole protrusion 132 protrudes away from the shaft hole 420, and the oil hole 131 penetrates through the oil hole protrusion 132.

[0129] In this embodiment, the bottom 130 of the receiving tank 100 also includes an oil hole protrusion 132. The oil hole 131 extends through the oil hole protrusion 132 along the Z-direction of its opening. Since a portion of the bottom of the receiving tank 100 for oil delivery needs to form an oil hole 131, a first internal flow channel 133, or a second internal flow channel 134, the portion of the bottom of the receiving tank 100 needs to be thicker to form these holes or flow channels. By opening the oil hole 131 on the oil hole protrusion 132, the oil hole 131, the first internal flow channel 133, or the second internal flow channel 134 for conveying cooling oil can be opened on the oil hole protrusion 132. This makes the thickness of the portion of the bottom 130 of the receiving tank 100 other than the oil hole and flow channel thinner, which is beneficial for increasing the space of the receiving tank 100 and for facilitating the arrangement of electrical components within the receiving tank 100.

[0130] In this embodiment of the application, as shown in Figures 4 and 5, along the Z-direction of the opening of the oil hole 131, the oil hole protrusion 132 protrudes away from the shaft hole 420. Compared to the oil hole protrusion 132 protruding towards the shaft hole 420, this allows the bottom 130 of the receiving groove 100 to be arranged closer to the shaft hole 420 without affecting the formation of the shaft hole 420. This is beneficial for extending the groove depth of the receiving groove 100 and increasing the receiving space of the receiving groove 100.

[0131] In one embodiment, as shown in Figures 4 and 5, the bottom 130 of the receiving groove 100 further includes a recess 140 for accommodating at least one electrical component. The recess 140 is recessed towards the shaft hole 420 along the Z-direction of the opening of the oil hole 131, as shown in Figure 7, with the oil hole protrusion 132 fixed to the bottom 141 of the recess 140. As shown in Figure 5, the motor housing 200, the recess 140, and the shaft hole 420 are arranged sequentially along the radial direction R of the motor housing 200.

[0132] In this embodiment of the application, the bottom 130 of the receiving groove 100 further includes a recess 140. The recess 140 is used to receive at least one electrical component. The recess 140 helps to increase the receiving space of the receiving groove 100, making it easier to arrange the electrical component in the recess 140 and providing more space for the installation and fixing of the electrical component.

[0133] In this embodiment, when the oil hole protrusion 132 is formed in the bottom 130 of the receiving groove 100, this part of the bottom needs to have a large thickness. Along the opening of the oil hole 131, the groove 140 is recessed towards the shaft hole 420. The oil hole protrusion 132 is fixed to the bottom 141 of the groove 140, and the groove 140 is arranged along the radial R of the motor housing 200 between the motor housing 200 and the shaft hole 420. The groove 140 makes full use of the space between the shaft hole 420 and the motor housing 200 along the radial R of the motor housing 200, so that the oil hole protrusion 132, which requires a large thickness, can be formed in the groove 140 without occupying the part of the bottom 130 of the receiving groove 100 corresponding to the shaft hole 420. This allows the part of the bottom 130 of the receiving groove 100 corresponding to the shaft hole 420 to be made as thin as possible, thereby increasing the internal space of the receiving groove 100.

[0134] In one embodiment, referring to Figures 5 and 7, the motor housing 200, the oil hole 131, and the shaft hole 420 are arranged sequentially along the radial direction R of the motor housing 200.

[0135] In this embodiment, the oil hole 131 is oriented Z along the opening of the oil hole 131 and passes through the oil hole protrusion 132. The oil hole protrusion 132 is fixed to the bottom 141 of the groove 140. Along the radial direction R of the motor housing 200, the motor housing 200, the oil hole 131 and the shaft hole 420 are arranged in sequence, so that the distance between the oil hole 131 and the motor housing 200 is closer, so that the oil hole 131 can quickly deliver cooling oil to the internal flow channel of the motor housing 200.

[0136] In one embodiment, as shown in Figures 4 and 7, the bottom 130 of the receiving groove 100 further includes a connecting section 136, which is used to connect the oil hole protrusion 132 and the motor housing 200. The first internal flow channel 133 is used to connect the oil hole 131 and the internal flow channel 220 of the motor housing 200. The first internal flow channel 133 extends through the connecting section 136 along its length.

[0137] In this embodiment of the application, the bottom 130 of the receiving groove 100 further includes a connecting section 136. The connecting section 136 is used to connect the oil hole protrusion 132 and the motor housing 200, and forms a first internal flow channel 133 through the connecting section 136, so that the first internal flow channel 133 can connect the oil hole 131 and the internal flow channel 220 of the motor housing 200.

[0138] In this embodiment, the first internal flow channel 133 extends through the connecting segment 136 along its length, allowing the bottom 130 portion of the receiving groove 100 outside the connecting segment 136 to be thinner, thereby increasing the internal space of the receiving groove 100. The connecting segment 136 is used to deliver cooling oil to the internal flow channel 220 of the motor housing 200. As shown in Figure 7, the shorter length of the connecting segment 136 facilitates the rapid delivery of cooling oil to the motor 12 through the connecting segment 136, enabling the motor 12 to heat the cooling oil more quickly during low-temperature driving, thus reducing the viscosity of the cooling oil, decreasing system oil resistance, reducing the oil churning loss of the reducer 11, improving the low-temperature driving efficiency of the oil-cooled powertrain 10, and enhancing the overall vehicle's low-temperature range.

[0139] Figure 9 is an exploded view of the oil-cooled powertrain 10 provided in an embodiment of this application.

[0140] In one embodiment, the bottom 130 of the receiving groove 100 further includes two coolant holes 137 and two heat dissipation protrusions 138. Referring to Figures 4 and 9, the receiving groove 100 is also used to receive a radiator 18 for cooling at least one electrical component. Referring to Figure 5, along the Z-direction of the opening of the oil hole 131, the two heat dissipation protrusions 138 protrude away from the shaft hole 420, and the two coolant holes 137 respectively penetrate the two heat dissipation protrusions 138, with their openings facing away from the shaft hole 420. The two coolant holes 137 are used to connect to the radiator 18. External coolant enters or exits the radiator 18 through the two coolant holes 137.

[0141] In this embodiment, the receiving tank 100 is also used to receive a radiator 18, which is used to cool at least one electrical component, thus ensuring the normal operation of the electrical component within the receiving tank 100. Two coolant holes 137 connect the radiator 18 and an external coolant flow channel. Coolant in the external coolant flow channel enters the radiator 18 within the receiving tank 100 through coolant hole 137a of the two coolant holes 137. The coolant flows within the radiator 18 to cool and lower the temperature of at least one electrical component within the receiving tank 100. Subsequently, the coolant flows out of the radiator 18 and the receiving tank 100 through coolant hole 137b of the two coolant holes 137, flows into the external coolant flow channel, and returns to the vehicle cooling system.

[0142] In this embodiment, the electrical components include a power module for converting direct current to alternating current, and a heat sink 18 for cooling the power module. The shape of the heat sink 18 in Figure 9 is for illustrative purposes only and does not represent a specific structure; the specific structure of the heat sink 18 can be designed as needed.

[0143] In this embodiment, along the opening of the oil hole 131 facing Z, the two heat dissipation protrusions 138 are opposite to the shaft hole 420 protrusion, so that the arrangement of the two heat dissipation protrusions 138 does not affect the formation of the shaft hole 420, which is beneficial for the bottom 130 of the receiving groove 100 to be closer to the shaft hole 420, which is beneficial for increasing the receiving space of the receiving groove 100 and facilitating the layout of electrical components in the receiving groove 100.

[0144] In this embodiment, along the Z-direction of the opening of the oil hole 131, two coolant holes 137 respectively penetrate two heat dissipation protrusions 138. The openings of the two coolant holes 137 face away from the shaft hole 420. By opening the two coolant holes 137 in the two heat dissipation protrusions 138, the bottom 130 of the receiving groove 100, where the two coolant holes 137 and the other part of the heat dissipation protrusions 138 are arranged, can be made thin. Compared with making the bottom 130 of the receiving groove 100 thick, it is beneficial to increase the receiving space of the receiving groove 100, and also to save materials and reduce costs.

[0145] The coolant includes water, methanol, ethanol, ethylene glycol, glycerol, or other liquid media, used to cool the hot cooling oil during vehicle operation. For example, water is used as the coolant. The cooling oil includes ethylene glycol-based coolant, synthetic oil, and mineral oil, etc. For example, ethylene glycol-based coolant is used.

[0146] In one embodiment, as shown in Figures 4 and 9, the bottom 130 of the receiving tank 100 includes two coolant connection sections 160. Referring to Figure 5, the two coolant connection sections 160 protrude away from the shaft hole 420 along the Z-direction of the opening of the oil hole 131. Each coolant connection section 160 includes a coolant flow channel 161. Along the length of each coolant connection section 160, the coolant flow channel 161 extends through the coolant connection section 160, and each coolant flow channel 161 connects a coolant hole 137 to an external coolant flow channel.

[0147] In this embodiment, along the Z-direction of the opening of the oil hole 131, two coolant connection sections 160 protrude away from the shaft hole 420. Each coolant connection section 160 includes a coolant flow channel 161. The bottom of the receiving groove 100 forming the coolant flow channel 161 needs to be relatively thick. The fact that the two coolant connection sections 160 protrude away from the shaft hole 420 allows the bottom of the other part of the receiving groove 100 to be made thinner, which is beneficial to increasing the receiving space of the receiving groove 100. In addition, the fact that the two coolant connection sections 160 protrude away from the shaft hole 420 along the Z-direction of the opening of the oil hole 131 also helps that the arrangement of the two coolant connection sections 160 does not affect the formation of the shaft hole 420, and helps that the bottom 130 of the receiving groove 100 is arranged closer to the shaft hole 420, which is beneficial to increasing the receiving space of the receiving groove 100.

[0148] In this embodiment, along the length of the coolant connection section 160, a coolant channel 161 extends through the coolant connection section 160. Each coolant channel 161 connects a coolant hole 137 to an external coolant channel, allowing coolant in the external coolant channel to be input into the receiving tank 100 through the coolant connection section 160 for cooling the electrical components within the receiving tank 100. The coolant in the external coolant channel can flow through the coolant channel 161 and through the coolant hole 137a into the radiator 18, or the coolant in the radiator 18 can flow out through the coolant hole 137b and the coolant channel 161 into the external coolant channel.

[0149] In one embodiment, as shown in FIG4, along the radial direction R1 of the oil-cooled powertrain, the distance between the two coolant holes 137 and the motor housing 200 is greater than the distance between the oil hole 131 and the motor housing 200.

[0150] In this embodiment, as shown in FIG4, along the radial direction R1 of the oil-cooled powertrain, the distance between the two coolant holes 137 and the motor housing 200 is denoted as L3, and the distance between the oil hole 131 and the motor housing 200 is denoted as L4, where L3 > L4. Referring to FIG9, the inlet hole 181 and outlet hole 182 on the outside of the tank wall of the receiving tank 100, which connects the two coolant holes 137, can be formed on the side of the receiving tank 100 away from the motor housing 200. This facilitates the arrangement of the two coolant connection sections 160 connected to the two coolant holes 137 on the side of the receiving tank 100 away from the motor housing 200, shortens the arrangement length of the two coolant connection sections 160, and facilitates their arrangement. It also facilitates the connection of the inlet hole 181 and outlet hole 182 on the outside of the tank wall of the receiving tank 100 to the external coolant flow channel pipes, and makes fuller use of the space within the receiving tank 100 to accommodate electrical components.

[0151] In one embodiment, as shown in Figures 4 and 8, the bottom 130 of the receiving groove 100 includes at least one fifth protrusion 139, and a plurality of electrical components include a circuit board 105. The at least one fifth protrusion 139 is used to fix the circuit board 105. Referring to Figure 5, along the Z-direction of the opening of the oil hole 131, at least one fifth protrusion 139 protrudes away from the shaft hole 420, and the height of each fifth protrusion 139 is higher than the height of the oil hole protrusion 132.

[0152] In this embodiment, at least one fifth protrusion 139 is used to fix the circuit board 105, facing Z along the opening of the oil hole 131. The height of each fifth protrusion 139 is higher than the height of the oil hole protrusion 132, so that the valve 150 can be arranged below the circuit board 105 along the opening of the oil hole 131, as shown in FIG8, which is beneficial to the integrated arrangement of the receiving groove 100. It also allows the valve 150 to be electrically connected to the circuit board 105 directly from below, which can shorten the electrical connection path, not occupy additional space for wiring, and simplify the wiring layout of electrical components in the receiving groove 100.

[0153] In one embodiment, the housing 101 of the oil-cooled powertrain 10 includes an oil pump groove 310, as shown in FIG. 5. Along the axial direction of the oil-cooled powertrain, the groove opening 311 of the oil pump groove 310 faces away from the inner cavity of the reducer housing 300. The oil pump groove 310 is used to receive cooling oil through the inner cavity of the reducer housing 300, and is also used to connect to an oil hole 131 through an internal flow channel 330a of the reducer housing 300. The oil pump groove 310, shaft hole 420, and receiving groove 100 are arranged sequentially along the Z-direction of the opening of the oil hole 131. The distance between the oil pump groove 310 and the shaft hole 420 is greater than the distance between the bottom 130 of the receiving groove 100 and the shaft hole 420.

[0154] In this embodiment, the oil pump slot 310 of the housing 101 of the oil-cooled powertrain 10 is used to accommodate the oil pump 13, which is used to provide power for the cooling oil. The slot opening 311 of the oil pump slot 310 is away from the inner cavity of the reducer housing 300 along the axial direction of the oil-cooled powertrain, which is conducive to arranging the oil pump 13 in the direction away from the inner cavity of the reducer housing 300, and facilitates the smooth installation process of the oil pump 13. Referring to Figures 7 and 10, the oil pump slot 310 is used to receive cooling oil through the inner cavity of the reducer housing 300. The oil pump slot 310 is also used to connect to the oil hole 131 through the internal flow channel 330a of the reducer housing 300. The cooling oil received from the inner cavity of the reducer housing 300 by the oil pump 13 is output to the internal flow channel 330a of the reducer housing 300, and then transported to the oil hole 131 through the internal flow channel 330a. The cooling oil is then transported to an internal flow channel 330b of the reducer housing 300 and the internal flow channel 220 of the motor housing 200 through the oil hole 131.

[0155] In this embodiment, the oil pump groove 310, shaft hole 420 and receiving groove 100 are arranged in sequence along the opening of the oil hole 131 facing Z, so that the space on both sides of the shaft hole 420 along the opening of the oil hole 131 facing Z is fully utilized, making the structure compact and conducive to the orderly arrangement of the oil-cooled power assembly 10.

[0156] In this embodiment, the distance between the oil pump groove 310 and the shaft hole 420 is denoted as L5, and the distance between the bottom 130 of the receiving groove 100 and the shaft hole 420 is L2. L5 > L2, meaning that the bottom 130 of the receiving groove 100 is arranged close to the shaft hole 420, which is beneficial to increasing the receiving space of the receiving groove 100. A larger L5 is beneficial to arranging the oil pump groove 310 at the lowest position of the reducer housing 300, which is beneficial to the oil pump groove 310 sucking oil.

[0157] In one embodiment, the housing 101 of the oil-cooled powertrain 10 includes a fine filter groove 320. Referring to Figures 5 and 7, the groove opening 321 of the fine filter groove 320 faces away from the inner cavity of the reducer housing 300 along the axial direction of the oil-cooled powertrain. An internal flow channel 330a of the reducer housing 300 connects the oil pump groove 310, the fine filter groove 320, and a second internal flow channel 134 of the receiving groove 100. The fine filter groove 320, the shaft hole 420, and the receiving groove 100 are arranged sequentially along the Z-direction of the opening of the oil hole 131. The distance between the fine filter groove 320 and the shaft hole 420 is greater than the distance between the bottom 130 of the receiving groove 100 and the shaft hole 420. The distance between the fine filter groove 320 and the shaft hole 420 is less than the distance between the oil pump groove 310 and the shaft hole 420.

[0158] In this embodiment, the housing 101 of the oil-cooled powertrain 10 includes a fine filter groove 320. The fine filter groove 320 accommodates a fine filter 17, which filters impurities in the cooling oil to obtain purer cooling oil, meeting the operating requirements of the motor 12. The groove opening 321 of the fine filter groove 320 is positioned away from the inner cavity of the reducer housing 300 along the axial direction of the oil-cooled powertrain. This arrangement of the fine filter 17 from the direction away from the inner cavity of the reducer housing 300 facilitates smooth installation of the fine filter 17. It should be noted that the fine filter 17 in Figure 5 is only a schematic representation and does not represent the actual structure.

[0159] In this embodiment, the internal flow channel 330a of the reducer housing 300 is used to connect the oil pump tank 310, the fine filter tank 320, and the second internal flow channel 134 of the receiving tank 100. Cooling oil flows from the inner cavity of the reducer housing 300 into the oil pump tank 310, is pumped into the fine filter tank 320 by the hydraulic pressure provided by the oil pump 13, is filtered and impurities removed by the fine filter 17, and then flows into the internal flow channel 330a of the reducer housing 300 and is delivered to the second internal flow channel 134 of the receiving tank 100. The second internal flow channel 134 is used to connect the oil hole 131 and the internal flow channel 330b of the reducer housing 300, thereby delivering the cooling oil to the internal flow channel 330b of the reducer housing 300 or the internal flow channel 220 of the motor housing 200.

[0160] In this embodiment, along the opening of the oil hole 131 facing Z, the fine filter groove 320, the shaft hole 420 and the receiving groove 100 are arranged in sequence, so that the space on both sides of the shaft hole 420 along the opening of the oil hole 131 facing Z is fully utilized, making the structure compact and conducive to the orderly arrangement of the oil-cooled power assembly 10.

[0161] In this embodiment, the distance between the fine filter tank 320 and the shaft hole 420 is denoted as L6, and the distance between the bottom 130 of the receiving tank 100 and the shaft hole 420 is L2. L6 > L2, that is, the bottom 130 of the receiving tank 100 is arranged close to the shaft hole 420, which is beneficial to increasing the receiving space of the receiving tank 100.

[0162] In this embodiment, the distance between the fine filter groove 320 and the shaft hole 420 is L6, and the distance between the oil pump groove 310 and the shaft hole 420 is L5, where L6 < L5. This makes full use of the space of the reducer housing 300, resulting in a more reasonable layout.

[0163] Figure 10 is another structural schematic diagram of the housing 101 of the oil-cooled powertrain 10 provided in the embodiment of this application; Figure 11 is another structural schematic diagram of the housing 101 of the oil-cooled powertrain 10 provided in the embodiment of this application; Figure 12 is another structural schematic diagram of the housing 101 of the oil-cooled powertrain 10 provided in the embodiment of this application.

[0164] As shown in Figure 7, the wall of the oil hole 131 includes two connecting oil holes 131a and 131b. The bottom 130 of the receiving tank 100 includes a third internal flow channel 135. Referring to Figure 4, one connecting oil hole 131a is used to connect to the heat exchanger 14 through the third internal flow channel 135, and the heat exchanger 14 is used to connect to the internal flow channel 220b of the motor housing 200. The other connecting oil hole 131b is used to connect to the internal flow channel 220a of the motor housing 200 through the first internal flow channel 133. As shown in Figure 7, the diameter of the connecting oil hole 131a is larger than the diameter of the connecting oil hole 131b.

[0165] In one embodiment, the heat exchanger 14 is used to connect to the internal flow channel 220b of the motor housing 200, which is a stator oil passage L1a for receiving cooled oil after heat exchange from the heat exchanger 14. The internal flow channel 220a of the motor housing 200 is also a stator oil passage L1b for receiving filtered cooled oil from the filter device 19 through the valve 150.

[0166] In one embodiment, the internal flow channel 220b of the motor housing 200 is part of a stator oil passage L1a, used to supply cooling oil to the stator oil passage L1a. In another embodiment, the internal flow channel 220a of the motor housing 200 is part of a stator oil passage L1b, used to supply cooling oil to the stator oil passage L1b.

[0167] In this embodiment, the connecting oil hole 131a is used to connect to the heat exchanger 14 through the third internal flow channel 135. The heat exchanger 14 is used to connect to the internal flow channel 220b of the motor housing 200, which facilitates the flow of high-temperature cooling oil from the oil hole 131, the connecting oil hole 131a, the third internal flow channel 135, and the internal flow channel 330b of the reducer housing 300 into the heat exchanger 14. As shown in Figure 10, heat exchange occurs between the cooling oil and the coolant in the heat exchanger 14. The cooled cooling oil is then transported to the motor 12 through the internal flow channel 330c of the reducer housing 300 and the internal flow channel 220b of the motor housing 200 to cool the motor 12, thus reducing the risk of overheating of the motor 12. The reference numeral 14 shown in Figure 10 indicates the location of the heat exchanger 14.

[0168] In this embodiment, the connecting oil hole 131b is used to connect to the internal flow channel 220a of the motor housing 200 through the first internal flow channel 133. This facilitates the direct flow of cooling oil from the oil hole 131, the connecting oil hole 131b, and the first internal flow channel 133 into the internal flow channel 220a of the motor housing 200 at low temperatures. This allows the cooling oil to be cooled without passing through the heat exchanger 14, which is beneficial for the rapid delivery of cooling oil to the motor 12. This also helps the motor 12 to quickly heat up the cooling oil, reduce the viscosity of the cooling oil, improve the working efficiency of the oil pump 13, and deliver the cooling oil to various components of the oil-cooled powertrain 10 in a short time. This also extends the service life of the gear set and shaft system of the reducer 11, effectively improves the oil churning ability of the reducer 11, reduces oil churning losses, improves low-temperature drive efficiency, and enhances the low-temperature driving range of the entire vehicle.

[0169] In this embodiment, the diameter of the connecting oil hole 131a is larger than that of the connecting oil hole 131b. The connecting oil hole 131b is connected to the first internal flow channel 133, which extends through the connecting section 136. As shown in Figure 7, the length of the connecting section 136 is relatively small. Even with the small diameter of the connecting oil hole 131b, the cooling oil can still be quickly transported through the first internal flow channel 133 to the internal flow channel 220a of the motor housing 200. The connecting oil hole 131a is connected to the heat exchanger 14 through the third internal flow channel 135. The heat exchanger 14 has structures such as heat dissipation fins and multiple sub-cooling oil flow channels. The flow resistance of the cooling oil flowing through the heat exchanger 14 is relatively large. The larger diameter of the connecting oil hole 131a helps to reduce the flow resistance of the cooling oil. In this embodiment, the diameter of the connecting oil hole 131a is larger than that of the connecting oil hole 131b, which ensures the flow capacity of the connecting oil holes 131a and 131b, and also ensures the structural strength of the bottom 130 of the receiving tank 100, thus avoiding the structural strength being affected by the excessively large diameters of the two connecting oil holes 131a and 131b.

[0170] As shown in Figure 11, the inner peripheral wall of the motor housing 200 includes two stator outlet holes 211 and 212. A connecting oil hole 131a connects to a heat exchanger 14 via a third internal flow channel 135 and an internal flow channel 330b of the reducer housing 300. The heat exchanger 14 connects to the stator outlet hole 211 via an internal flow channel 330c of the reducer housing 300 and an internal flow channel 220b of the motor housing 200. The connecting oil hole 131b connects to the stator outlet hole 212 via a first internal flow channel 133 of the bottom 130 of the receiving tank 100 and an internal flow channel 220a of the motor housing 200. The diameter of the stator outlet hole 211 is larger than the diameter of the stator outlet hole 212.

[0171] In this embodiment, the inner peripheral wall of the motor housing 200 includes two stator liquid outlet holes 211 and 212, which are used to spray oil onto the stator of the motor 12. The connecting oil hole 131a is used to connect to the heat exchanger 14 through the third internal flow channel 135 and the internal flow channel 330b of the reducer housing 300. The heat exchanger 14 is connected to one stator liquid outlet hole 211 through the internal flow channel 330c of the reducer housing 300 and the internal flow channel 220b of the motor housing 200, which is beneficial for… Under high temperature conditions, the cooling oil flows into the heat exchanger 14 through the oil hole 131, the connecting oil hole 131a, the third internal flow channel 135, and the internal flow channel 330b of the reducer housing 300. In the heat exchanger 14, it exchanges heat with the coolant. The cooled oil then passes through the internal flow channel 330c of the reducer housing 300 and the internal flow channel 220b of the motor housing 200, and is delivered to the motor 12 through the stator outlet hole 211 to cool the motor 12, which helps to reduce the risk of overheating of the motor 12.

[0172] In this embodiment, the connecting oil hole 131b is used to connect to another stator outlet hole 212 through the first internal flow channel 133 of the bottom 130 of the receiving tank 100 and an internal flow channel 220b of the motor housing 200. This facilitates the flow of cooling oil from the oil hole 131, the connecting oil hole 131b, and the first internal flow channel 133 into the internal flow channel 220b of the motor housing 200 at low temperatures, and then spraying it onto the motor 12 through the stator outlet hole 212. This allows the cooling oil to be cooled without passing through the heat exchanger 14, which is beneficial for the rapid delivery of cooling oil to the motor 12. It also helps to improve the rapid heating of the cooling oil by the motor 12, reduce the viscosity of the cooling oil, improve the working efficiency of the oil pump 13, and deliver the cooling oil to various components of the oil-cooled powertrain 10 in a short time. This also extends the service life of the gear set and shaft system of the reducer 11, effectively improves the oil churning ability of the reducer 11, reduces oil churning losses, improves low-temperature drive efficiency, and enhances the low-temperature driving range of the entire vehicle.

[0173] In this embodiment, the diameter of the stator outlet hole 211 is larger than that of the stator outlet hole 212. The connecting oil hole 131b is used to connect the stator outlet hole 212 through the first internal flow channel 133 of the bottom 130 of the receiving tank 100 and the internal flow channel 220b of the motor housing 200. As can be seen from Figures 7 and 11, the length of the first internal flow channel 133 is relatively small, and the diameter of the stator outlet hole 212 is also relatively small. This allows the cooling oil to be quickly output from the first internal flow channel 133 and the internal flow channel 220a of the motor housing 200 to the motor 12, which is beneficial for the rapid heating of the cooling oil. The larger diameter of the stator outlet hole 211 allows the cooling oil cooled by the heat exchanger 14 to be sprayed onto the motor 12 over a larger area, increasing the cooling area and facilitating the cooling and temperature reduction of the motor 12.

[0174] In one embodiment, as shown in Figures 4 and 11, along the axial direction O of the oil-cooled powertrain, the distance between the opening of the oil hole 131 and the axial bottom wall 340 of the reducer housing 300 is less than the distance between the stator outlet hole 212 and the axial bottom wall 340 of the reducer housing 300. Along the axial direction O of the oil-cooled powertrain, the distance between the stator outlet hole 211 and the axial bottom wall 340 of the reducer housing 300 is greater than the distance between the stator outlet hole 212 and the axial bottom wall 340 of the reducer housing 300.

[0175] In this embodiment, the distance between the opening of the oil hole 131 and the axial bottom wall 340 of the reducer housing 300 is denoted as L7, and the distance between the stator outlet hole 212 and the axial bottom wall 340 of the reducer housing 300 is denoted as L8. L7 < L8. A smaller L7 is beneficial for the oil hole 131 to be arranged closer to the axial bottom wall 340 of the reducer housing 300, which is beneficial for the integrated integration of the oil hole 131 and the internal flow channel 330a of the reducer housing 300. It is also beneficial for shortening the path of the oil hole 131 into the internal flow channel 330b of the reducer housing 300 through the third internal flow channel 135. It is also beneficial for the third internal flow channel 135 to be arranged closer to the axial bottom wall 340 of the reducer housing 300, which is beneficial for increasing the accommodating space of the receiving groove 100. A larger L8 is beneficial for the stator outlet hole 212 to be closer to the motor 12, and for the cooling oil to be delivered to the motor 12 more quickly through the first internal flow channel 133 and the internal flow channel 220b of the motor housing 200.

[0176] In this embodiment, the distance between the stator outlet hole 212 and the axial bottom wall 340 of the reducer housing 300 is L8, and the distance between the stator outlet hole 211 and the axial bottom wall 340 of the reducer housing 300 is L9. L9 > L8. The larger L9 is beneficial for the stator outlet hole 211 to be arranged closer to the middle part of the stator of the motor 12, which is beneficial for the cooling oil after being cooled by the heat exchanger 14 to have a larger spray area when sprayed onto the motor 12, and is beneficial for the cooling oil to cool down the motor 12. The smaller L8 size allows the stator outlet hole 212 to be positioned closer to the oil hole 131, facilitating a shorter path for the cooling oil in the oil hole 131 to flow from the first internal flow channel 133 to the stator outlet hole 212. This also allows the low-temperature cooling oil to reach the motor 12 more quickly, enabling the motor 12 to heat the cooling oil more rapidly during low-temperature driving. This reduces the viscosity of the cooling oil, decreases system oil resistance, reduces oil churning losses in the reducer 11, improves the low-temperature driving efficiency of the oil-cooled powertrain 10, and enhances the vehicle's low-temperature range.

[0177] It should be noted that the stator liquid outlet holes 211 and 212 in Figure 4 are only schematic locations. For the specific locations, please refer to the illustration of stator liquid outlet holes 211 and 212 in Figure 11.

[0178] In one embodiment, the distance between the opening of the oil hole 131 and the opening of the oil hole 131 is greater than the distance between the opening of the oil hole 131b and the opening of the oil hole 131.

[0179] In this embodiment, as shown in FIG12, the distance between the opening of the oil hole 131 and the opening of the connecting oil hole 131a is greater than the distance between the opening of the connecting oil hole 131b and the opening of the connecting oil hole 131. The larger distance between the opening of the connecting oil hole 131a and the opening of the connecting oil hole 131 is beneficial to directly process the third internal flow channel 135 from the reducer housing 300 to connect with the connecting oil hole 131a, without affecting the formation of the oil hole 131. The smaller distance between the opening of the connecting oil hole 131b and the opening of the connecting oil hole 131 is beneficial to the cooling oil in the connecting oil hole 131b and the first internal flow channel 133 being sprayed onto the motor 12 from a higher position along the opening of the oil hole 131 towards Z. This is beneficial to the low-temperature cooling oil contacting the motor 12 faster and more frequently, and is beneficial to the temperature rise of the low-temperature cooling oil.

[0180] In one embodiment, the housing 101 of the oil-cooled powertrain 10 includes a connecting plate 170, as shown in FIG4. The connecting plate 170 is fixed to the outer peripheral wall of the motor housing 200 and the axial bottom wall 340 of the reducer housing 300. The connecting plate 170 is used to form a receiving groove 100 with the motor housing 200 and the reducer housing 300. The connecting plate 170 includes a bottom plate 171 and two side plates 172 and 173. The two side plates 172 and 173 are the other two groove walls 110b of the receiving groove 100, and the bottom plate 171 is the bottom 130 of the receiving groove 100.

[0181] In this embodiment, the connecting plate 170 of the housing 101 of the oil-cooled powertrain 10 is fixed to the outer peripheral wall of the motor housing 200 and the axial bottom wall 340 of the reducer housing 300. The connecting plate 170 is used to enclose the motor housing 200 and the reducer housing 300 to form a receiving groove 100. By forming the receiving groove 100 by the connecting plate 170 enclosing a portion of the motor housing 200 and a portion of the reducer housing 300, the receiving groove 100 is fully utilized by the outer peripheral wall of the motor housing 200 and the axial bottom wall 340 of the reducer housing 300. This is beneficial to making full use of the space between the motor housing 200 and the reducer housing 300 along the radial direction R1 of the oil-cooled powertrain, which is beneficial to reducing the volume of the oil-cooled powertrain 10 and the miniaturized layout of the oil-cooled powertrain 10.

[0182] In one embodiment, the length of the base plate 171 along the axial direction O of the oil-cooled powertrain is greater than the length of the base plate 171 along the radial direction R1 of the oil-cooled powertrain. The length of the base plate 171 along the radial direction R1 of the oil-cooled powertrain is greater than the inner diameter of the shaft hole 420. As shown in FIG5, along the arrangement direction of the connecting plate 170 and the shaft hole 420, the lengths of the two side plates 172 and 173 are greater than the distance between the base plate 171 and the shaft hole 420.

[0183] In this embodiment of the application, as shown in FIG4, the length of the base plate 171 along the axial direction O of the oil-cooled powertrain is denoted as L10, and the length of the base plate 171 along the radial direction R1 of the oil-cooled powertrain is denoted as L11. L10 > L11, and L10 is larger, which is beneficial to make full use of the axial length of the motor housing 200 to form the receiving groove 100, so that the receiving groove 100 has a larger receiving space.

[0184] In this embodiment of the application, as shown in FIG5, the length of the bottom plate 171 along the radial R1 of the oil-cooled powertrain is L11, and the inner diameter of the shaft hole 420 is denoted as L12. L11 > L12, which is beneficial to make full use of the axial bottom wall 340 of the reducer housing 300 along the length of the radial R1 of the oil-cooled powertrain to form a receiving groove 100, so that the receiving groove 100 has a larger receiving space.

[0185] In this embodiment, along the arrangement direction Z of the connecting plate 170 and the shaft hole 420, the lengths of the two side plates 172 and 173 are denoted as L13, and the distance between the bottom plate 171 and the shaft hole 420 is denoted as L14. L13 > L14, meaning a smaller L14 allows the bottom plate 171 to be arranged closer to the shaft hole 420, which is beneficial for the receiving groove 100 to have a greater depth along the arrangement direction Z of the connecting plate 170 and the shaft hole 420, thus increasing the receiving space of the receiving groove 100. A larger L13 also benefits the receiving groove 100 to have a greater depth, further increasing its receiving space. It should be noted that the opening direction Z of the oil hole 131 is the same as the arrangement direction Z of the connecting plate 170 and the shaft hole 420.

[0186] In one embodiment, one side plate 172 along the axial direction O of the oil-cooled powertrain is opposite to the reducer housing 300, and another side plate 173 along the radial direction R1 of the oil-cooled powertrain is opposite to the motor housing 200. The length of the side plate 173 along the axial direction O of the oil-cooled powertrain is greater than the length of the side plate 172 along the radial direction R1 of the oil-cooled powertrain.

[0187] In this embodiment of the application, as shown in FIG4, the length of the side plate 173 along the axial direction O of the oil-cooled powertrain is greater than the length of the side plate 172 along the radial direction R1 of the oil-cooled powertrain. This is beneficial for the side plate 173, which is opposite to the motor housing 200 along the radial direction R1 of the oil-cooled powertrain, to have a larger length, so that the receiving groove 100 has a larger receiving space.

[0188] In one embodiment, the reducer housing 300 includes a heat exchanger mounting surface 350. As shown in FIG4, the heat exchanger mounting surface 350 is used to fix the heat exchanger 14. The motor housing 200 and the reducer housing 300 each include an axial isolation protrusion 240 and a radial isolation protrusion 360, as shown in FIG4. The axial isolation protrusion 240 and the radial isolation protrusion 360 protrude from the outer peripheral walls of the motor housing 200 and the reducer housing 300, respectively. The axial isolation protrusion 240 and the radial isolation protrusion 360 are used to form a slot 120 of the receiving groove 100 with the two side plates 172 and 173. The heat exchanger mounting surface 350 and the axial isolation protrusion 240 are spaced apart along the axial direction of the oil-cooled powertrain, and the heat exchanger mounting surface 350 and the radial isolation protrusion 360 are spaced apart along the radial direction of the oil-cooled powertrain.

[0189] In this embodiment, the heat exchanger mounting surface 350 is used to fix the heat exchanger 14, which is used to cool and lower the temperature of the high-temperature cooling oil, and to cool and lubricate the reducer 11 and the motor 12.

[0190] In this embodiment, the motor housing 200 and the reducer housing 300 each include an axial isolation protrusion 240 and a radial isolation protrusion 360. The axial isolation protrusion 240 and the radial isolation protrusion 360 protrude from the outer peripheral walls of the motor housing 200 and the reducer housing 300, respectively. The axial isolation protrusion 240 and the radial isolation protrusion 360 are used to enclose the slot 120 of the receiving groove 100 with the two side plates 172 and 173. The axial isolation protrusion 240 and the radial isolation protrusion 360 make it possible to utilize a portion of the reducer housing 300 and a portion of the motor housing 200 to form the receiving groove 100, and this facilitates full utilization of the space of the axial bottom wall 340 of the reducer housing 300 and a portion of the outer peripheral wall of the motor housing 200, thus reducing the volume of the oil-cooled powertrain 10.

[0191] In this embodiment, the heat exchanger mounting surface 350 along the axial direction O of the oil-cooled powertrain and the axial isolation protrusion 240 are arranged at intervals, and the heat exchanger mounting surface 350 along the radial direction R1 of the oil-cooled powertrain and the radial isolation protrusion 360 are arranged at intervals. This is beneficial for the receiving groove 100 to make fuller use of the space of the reducer housing 300 along the axial direction O of the oil-cooled powertrain, and to increase the receiving space of the receiving groove 100.

[0192] In one embodiment, the heat exchanger mounting surface 350 includes a heat exchanger oil inlet 351 and a heat exchanger oil outlet 352. As shown in FIG10, the heat exchanger oil inlet 351 is used to input the cooling oil in the internal flow channel 330b of the reducer housing 300 into the heat exchanger 14, where heat exchange takes place and the cooling oil is cooled down. The oil then flows out from the heat exchanger oil outlet 352 into the internal flow channel 330c of the reducer housing 300, and then flows into the internal flow channel 220b of the motor housing 200 to cool down the motor 12.

[0193] The oil-cooled powertrain and electric vehicle provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and embodiments of this application. The description of the embodiments above is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in specific embodiments and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. An oil-cooled powertrain, characterized by, The oil-cooled power assembly comprises a motor, a reducer, a heat exchanger, a filter device and an oil pump, the motor is configured to drive wheels of an electric vehicle through the reducer, a cooling oil circuit of the motor comprises at least one rotor oil circuit and at least one stator oil circuit, the filter device is configured to input filtered cooling oil into the heat exchanger for heat exchange, wherein: one or more of the rotor oil circuits are configured to receive heat-exchanged cooling oil from the heat exchanger; one or more of the stator oil circuits are configured to receive heat-exchanged cooling oil from the heat exchanger and to receive filtered cooling oil from the filter device through a valve.

2. The oil-cooled power assembly of claim 1, wherein, The valve comprises a normally closed solenoid valve, the normally closed solenoid valve is configured to: connect the filter device and the one or more stator oil circuits in response to an ambient temperature or a cooling oil temperature being less than or equal to a preset temperature value; cut off the connection between the filter device and the one or more stator oil circuits in response to the ambient temperature or the cooling oil temperature being greater than another preset temperature value.

3. The oil-cooled power assembly of claim 1, wherein, The oil-cooled power assembly comprises a plurality of electrical components, a motor shaft of the motor is configured to be drivingly connected to an input shaft of the reducer, a differential of the reducer is configured to be drivingly connected to a drive shaft of a wheel, a housing of the oil-cooled power assembly comprises: a motor housing, a reducer housing and two shaft holes, the motor housing is fixedly connected to the reducer housing and surrounds one of the shaft holes, the one of the shaft holes is configured to pass through the motor shaft or the input shaft, the other of the shaft holes is configured to pass through the drive shaft; a receiving groove, two groove walls of the receiving groove are parts of the motor housing and the reducer housing respectively, the receiving groove is configured to accommodate the plurality of electrical components, an opening of the receiving groove is directed away from the other of the shaft holes, a groove bottom of the receiving groove comprises an oil hole and a first internal flow channel, an opening of the oil hole is directed away from the other of the shaft holes, the first internal flow channel is configured to connect the oil hole and an internal flow channel of the reducer housing or the motor housing.

4. The oil-cooled power assembly of claim 3, a groove depth of the receiving groove along the opening of the oil hole is greater than or equal to a distance between the other of the shaft holes and the groove bottom of the receiving groove.

5. The oil-cooled power assembly of claim 3, the groove bottom of the receiving groove comprises a second internal flow channel, the second internal flow channel is configured to connect the oil hole and the internal flow channel of the reducer housing and to connect the internal flow channel of the motor housing through the first internal flow channel.

6. The oil-cooled power assembly of claim 3, wherein The oil hole is configured to accommodate the valve, the valve is configured to be electrically connected to at least one of the electrical components and to control the connection or the cutoff between the oil hole and the first internal flow channel.

7. The oil-cooled power assembly of any of claims 3-6, wherein, The bottom of the accommodating groove further comprises an oil hole protrusion facing the opening of the oil hole, the oil hole protrusion is away from the other shaft hole protrusion, and the oil hole penetrates through the oil hole protrusion.

8. The oil-cooled power assembly of claim 7, wherein, The bottom of the accommodating groove further comprises a groove for accommodating at least one of the electrical components, wherein: The groove faces the other shaft hole recess along the opening of the oil hole, and the oil hole protrusion is fixed to the bottom of the groove; The one motor housing, the one groove, and the other shaft hole are arranged in sequence along the radial direction of the one motor housing.

9. The oil-cooled power assembly of claim 7, wherein, The bottom of the accommodating groove further comprises a communication section for connecting the oil hole protrusion and the one motor housing, the one first internal flow channel is used for connecting the oil hole and the internal flow channel of the one motor housing, and the one first internal flow channel penetrates through the communication section along the length direction of the communication section.

10. The oil-cooled power assembly of any of claims 3-6, 8-9, wherein, The bottom of the accommodating groove further comprises two cooling liquid holes and two heat dissipation protrusions, the one accommodating groove is further used for accommodating a heat sink, the heat sink is used for cooling at least one of the electrical components, and the two cooling liquid holes are used for connecting the heat sink and an external cooling liquid flow channel, wherein: The two heat dissipation protrusions are away from the other shaft hole protrusion along the opening direction of the oil hole, and the two cooling liquid holes penetrate through the two heat dissipation protrusions respectively, and the opening direction of the two cooling liquid holes is away from the other shaft hole.

11. The oil-cooled power assembly of any of claims 3-6, 8-9, wherein, The hole wall of the oil hole comprises two communication oil holes, and the bottom of the accommodating groove comprises a third internal flow channel, wherein: One of the communication oil holes is used for connecting the one heat exchanger through the one third internal flow channel, and the one heat exchanger is used for connecting the internal flow channel of the one motor housing; The other communication oil hole is used for connecting the internal flow channel of the one motor housing through the one first internal flow channel; The hole diameter of the one communication oil hole is greater than that of the other communication oil hole.

12. The oil-cooled power assembly of any of claims 3-6, 8-9, wherein, The shell of the oil-cooled power assembly comprises a connecting plate fixed to the outer peripheral wall of the one motor housing and the axial bottom wall of the one reducer housing, the connecting plate is used for enclosing the one motor housing and the one reducer housing to form the one accommodating groove, wherein: The one connecting plate comprises a bottom plate and two side plates, the two side plates are the other two groove walls of the one accommodating groove, and the one bottom plate is the groove bottom of the one accommodating groove.

13. The oil-cooled power assembly of claim 12, wherein, The length of the one bottom plate along the axial direction of the oil-cooled power assembly is greater than the length of the one bottom plate along the radial direction of the oil-cooled power assembly; The length of the one bottom plate along the radial direction of the oil-cooled power assembly is greater than the inner diameter of the other shaft hole; The length of the two side plates along the arrangement direction of the one connecting plate and the other shaft hole is greater than the distance between the one bottom plate and the other shaft hole.

14. The oil-cooled power assembly of claim 12, wherein, The one reducer housing comprises a heat exchanger mounting surface for fixing a heat exchanger, wherein: The one motor housing and the one reducer housing respectively comprise an axial isolation protrusion and a radial isolation protrusion, which are respectively protruded from the outer peripheral wall of the one motor housing and the outer peripheral wall of the one reducer housing, and are used to form a slot opening of the one accommodating slot together with the two side plates; The one heat exchanger mounting surface is arranged axially and radially apart from the one axial isolation protrusion and the one radial isolation protrusion.

15. An electric vehicle, characterized by The electric vehicle comprises a frame, a cooling system and the oil-cooled power assembly according to any one of claims 1-14, the frame is used to fix the oil-cooled power assembly and the cooling system, and the cooling system is used to cool the cooling oil flowing through the inside of the one heat exchanger of the oil-cooled power assembly.

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