Powertrain, and electric vehicle

Abstract

A powertrain (10) and an electric vehicle (1). Each housing (100) of the powertrain (10) comprises a motor slot (110) and a reducer slot (120); the housing (100) further comprises a plurality of internal flow channels (130) and a plurality of liquid outlets (140); the plurality of internal flow channels (130) comprise a first internal flow channel (131) and a second internal flow channel (132); and the plurality of liquid outlets (140) comprise first liquid outlets (141) and second liquid outlets (142). Each heat exchanger (14) in the powertrain (10) conveys a cooling liquid to the first liquid outlets (141) by means of the first internal flow channel (131), the first liquid outlets (141) are distributed on the inner side of a slot wall (112) of the motor slot (110), and the first liquid outlets (141) are used for outputting the cooling liquid to cool a stator of a drive motor (11). The heat exchanger (14) in the powertrain (10) conveys a cooling liquid to the second liquid outlets (142) by means of the second internal flow channel (132), the second liquid outlets (142) are distributed on the inner side of a slot wall (122) of the reducer slot (120), and the second liquid outlets (142) are used for outputting the cooling liquid to lubricate one or more bearings (1200) of a reducer (12). Therefore, the cooling liquid outputted from the heat exchanger (14) and conveyed to the second liquid outlets (142) by means of the second internal flow channel (132) can directly and quickly achieve active lubrication of the bearing (1200) of the reducer (12), thereby improving active lubrication efficiency of the bearing (1200) of the reducer (12).

Description

Powertrain and electric vehicles

[0001] This application claims priority to Chinese Patent Application No. 202411699631.7, filed on November 26, 2024, entitled "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 a powertrain and an electric vehicle. Background Technology

[0003] A powertrain typically includes a drive motor, a motor controller, and a reducer. To achieve cooling and lubrication of the powertrain, oil circuits are usually installed within it to cool the stator and rotor and lubricate the entire shaft system. Current powertrain designs often result in reducer bearings using passive oil-collecting lubrication structures or having a long path for the coolant to reach the bearings, leading to low active lubrication efficiency. Summary of the Invention

[0004] This application provides a powertrain and electric vehicle for improving the active lubrication efficiency of one or more bearings in a reducer.

[0005] In a first aspect, this application provides a powertrain. The powertrain housing includes a motor slot and a reducer slot. The slot openings of the motor slot and the reducer slot face away from each other along the axial direction of the powertrain. The motor slot is used to fix and accommodate the stator of the drive motor in the powertrain. The reducer slot is used to accommodate multiple bearings of the reducer in the powertrain. The housing also includes multiple internal flow channels and multiple coolant outlets. The multiple internal flow channels include a first internal flow channel and a second internal flow channel. The multiple coolant outlets include a first coolant outlet and a second coolant outlet. A heat exchanger in the powertrain supplies coolant to the first coolant outlet through the first internal flow channel. The first coolant outlet is located on the inner side of the slot wall of the motor slot and is used to output coolant to cool the stator of the drive motor. The heat exchanger in the powertrain supplies coolant to the second coolant outlet through the second internal flow channel. The second coolant outlet is located on the inner side of the slot wall of the reducer slot and is used to output coolant to lubricate one or more bearings of the reducer.

[0006] In this embodiment of the application, the heat exchanger in the powertrain delivers coolant to the first outlet through the first internal flow channel inside the housing. The first outlet is distributed on the inner side of the slot wall of the motor slot. The first outlet is used to output coolant to cool the stator of the drive motor, so that the coolant output by the heat exchanger can actively lubricate the drive motor, and also so that the cooled coolant in the heat exchanger can cool the stator of the drive motor.

[0007] In this embodiment, the heat exchanger in the powertrain delivers coolant to a second outlet via a second internal flow channel. The second outlet is located inside the reducer tank wall, allowing the coolant output from the heat exchanger to be directly delivered to one or more bearings in the reducer. This facilitates rapid delivery of the coolant to the reducer bearings, achieving effective active lubrication. Under low-temperature conditions, the heat exchanger can also heat the coolant, reducing its viscosity and enabling rapid delivery to the reducer bearings for lubrication. This reduces the bearing resistance and improves the powertrain's low-temperature drive efficiency.

[0008] In this embodiment, the heat exchanger actively delivers coolant to the second outlet located inside the reducer slot wall of the reducer slot via a second internal flow channel in the housing. This ensures that the second internal flow channel for delivering coolant and the actively lubricated bearings are located within the same housing. This shortens the coolant delivery path for actively lubricating one or more bearings in the reducer slot and increases the coolant flow rate, thereby improving the cooling effect on the bearings. Compared to passive oil collection lubrication of the bearings in the reducer slot via the internal flow channel within the reducer housing, this embodiment actively delivers oil to the bearings via the second internal flow channel within the same housing, thus improving the lubrication effect on the bearings.

[0009] In this embodiment, multiple internal flow channels and multiple outlets are formed within the housing. The first internal flow channel is used to deliver coolant to the stator of the drive motor for active cooling, and the second internal flow channel is used to deliver coolant to the bearings of the reducer for active lubrication. The first and second internal flow channels deliver coolant separately, allowing the coolant for actively cooling the stator of the drive motor and the coolant for actively lubricating the bearings of the reducer to be delivered independently. The second outlets are also distributed on the inner side of the reducer slot wall, so that the coolant output from the heat exchanger and delivered to the second outlet through the second internal flow channel can directly and quickly lubricate the bearings of the reducer slot. This is beneficial to increasing the flow rate of coolant for actively lubricating the reducer bearings and improving the efficiency of coolant for actively lubricating the reducer bearings.

[0010] In one embodiment, the distance between the coolant flowing through the heat exchanger and the second outlet is less than the distance between the coolant flowing through the heat exchanger and the first outlet. The orifice diameter of the second outlet is smaller than the orifice diameter of the first outlet.

[0011] In this embodiment, the distance between the coolant flowing through the heat exchanger and the second outlet is small, allowing the coolant output from the heat exchanger to be quickly and effectively lubricated from the second outlet, thus providing active lubrication to the reducer bearings. Conversely, the distance between the coolant flowing through the heat exchanger and the first outlet is larger, allowing the coolant exiting the heat exchanger to cool other components within the housing before reaching the first outlet, thereby improving the powertrain's cooling efficiency.

[0012] In this embodiment, the diameter of the second outlet is smaller than that of the first outlet. The distance between the heat exchanger and the second outlet is shorter, resulting in lower flow resistance. If the diameter of the second outlet is larger, the flow resistance will further decrease, causing more coolant to flow from the heat exchanger through the second internal channel to the second outlet. This would reduce the amount of coolant delivered through the first internal channel to the first outlet, which is detrimental to the cooling and lubrication of the drive motor. Conversely, a larger diameter for the first outlet allows for faster and more abundant output of coolant from the first internal channel to the stator of the drive motor for cooling and lubrication.

[0013] Therefore, by making the distance between the coolant flowing through the heat exchanger and the second outlet smaller than the distance between the coolant flowing through the heat exchanger and the first outlet, and by making the orifice diameter of the second outlet smaller than that of the first outlet, the cooling and lubrication effect of the reducer and drive motor in the powertrain can be improved.

[0014] In one embodiment, the housing further includes an oil pump slot and a heat exchanger mounting surface. The oil pump slot accommodates an oil pump and connects to a reducer slot. The opening of the oil pump slot faces away from the opening of the reducer slot along the axial direction of the powertrain. The heat exchanger mounting surface is used to fix the heat exchanger. The reducer slot wall includes an output shaft bearing slot for fixing the outer ring of the output shaft bearing. The oil pump slot and heat exchanger mounting surface are distributed on the outer side of the circumferential wall of the motor slot and the outer side of the axial bottom of the reducer slot. The oil pump slot and heat exchanger mounting surface are arranged radially along the powertrain on the same side of the line connecting the axis of the motor slot and the axis of the output shaft bearing slot.

[0015] In this embodiment, the oil pump slot is used to accommodate the oil pump and to connect to the reducer slot. The oil pump is used to provide power to the coolant in the housing. The oil pump slot is connected to the reducer slot, so that the coolant in the reducer slot can flow into the oil pump slot, and the oil pump can provide power to the coolant in the reducer slot and pump the coolant into multiple internal flow channels of the housing.

[0016] In this embodiment, the oil pump slot and the heat exchanger mounting surface are distributed on the outer side of the circumferential slot wall of the motor slot and the outer side of the axial slot bottom of the reducer slot. This allows the oil pump slot and the heat exchanger mounting surface to utilize the space between the outer side of the circumferential slot wall of the motor slot and the outer side of the axial slot bottom of the reducer slot, making the powertrain layout more compact and also helping to reduce the overall size of the powertrain.

[0017] In this embodiment, the oil pump slot and the heat exchanger mounting surface along the radial direction of the powertrain are arranged on the same side of the line connecting the axis of the motor slot and the axis of the output shaft bearing slot. This makes the distance between the oil pump in the oil pump slot and the heat exchanger mounted on the heat exchanger mounting surface relatively close, allowing the oil pump slot to quickly deliver coolant to the heat exchanger for heat exchange. In addition, the close distance between the oil pump and the heat exchanger gives the coolant output by the heat exchanger greater power, thereby enabling the heat exchanger to deliver coolant with a faster flow rate to the second internal flow channel, so as to achieve rapid and effective active lubrication of the bearing in the reducer slot.

[0018] In one embodiment, the distance between the heat exchanger mounting surface and the output shaft bearing groove is less than the distance between the oil pump groove and the output shaft bearing groove, and the distance between the heat exchanger mounting surface and the motor groove is greater than the distance between the oil pump groove and the motor groove.

[0019] In this embodiment, the distance between the heat exchanger mounting surface and the output shaft bearing groove is smaller than the distance between the oil pump groove and the output shaft bearing groove, and the distance between the heat exchanger mounting surface and the motor groove is larger than the distance between the oil pump groove and the motor groove. This makes the heat exchanger mounting surface closer to the output shaft bearing groove than the oil pump groove. This is beneficial for the heat exchanger mounting surface to be closer to the second internal flow channel and the second liquid outlet in the groove wall of the reducer groove, shortening the distance between the heat exchanger and the second liquid outlet. This allows the coolant output from the heat exchanger to be output to the second liquid outlet more quickly, so as to lubricate the bearing housed in the reducer groove.

[0020] In one embodiment, the heat exchanger mounting surface is parallel to the axial direction of the powertrain, and the distance between the heat exchanger mounting surface and the oil pump slot along the radial direction of the oil pump slot is less than the slot width of the oil pump slot.

[0021] In this embodiment, the heat exchanger mounting surface is parallel to the axial direction of the powertrain and parallel to the axial direction of the oil pump slot. This allows the inlet of the heat exchanger mounted on the heat exchanger mounting surface to be connected to the oil pump slot radially without the need for a long pipe. This facilitates the oil pump to provide the heat exchanger with coolant at a higher flow rate. The coolant output from the heat exchanger is then transported more quickly through the second internal flow channel to the second outlet, improving the active lubrication effect of the bearings in the reducer slot.

[0022] In this embodiment, the distance between the radial heat exchanger mounting surface and the oil pump groove is less than the groove width of the oil pump groove, which makes the heat exchanger more compact in layout while being able to quickly deliver coolant to the bearing of the reducer, thus reducing the overall volume of the powertrain.

[0023] In one embodiment, the heat exchanger mounting surface may also be parallel to a direction that deviates slightly from the axial direction of the powertrain.

[0024] In one embodiment, the heat exchanger mounting surface includes two heat exchange holes. One heat exchange hole connects the oil pump slot and the inlet of the heat exchanger, and the other heat exchange hole connects the outlet of the heat exchanger, a first liquid outlet, and a second liquid outlet. The slot opening of the oil pump slot, the heat exchange hole, the other heat exchange hole, and the slot opening of the reducer slot are arranged sequentially along the axial direction of the powertrain.

[0025] In this embodiment, one heat exchange hole connects the oil pump tank and the inlet of the heat exchanger, allowing coolant in the oil pump tank to flow into the heat exchanger through the heat exchange hole and the inlet, where heat exchange occurs. Another heat exchange hole connects the outlet of the heat exchanger, a first liquid outlet, and a second liquid outlet, allowing the coolant after heat exchange to flow out of the heat exchanger through the outlet, then through the other heat exchange hole and the first internal flow channel into the first liquid outlet to cool and lubricate the stator of the drive motor. Additionally, the coolant after heat exchange can flow through the heat exchanger outlet, the other heat exchange hole, and the second internal flow channel into the second liquid outlet to lubricate the bearings of the reducer.

[0026] In this embodiment, the slot opening of the oil pump slot, a heat exchange hole, and another heat exchange hole along the axial direction of the powertrain, and the slot opening of the reducer slot are arranged in sequence, so that the path between the outlet of the heat exchanger connected to the other heat exchange hole and the second liquid outlet on the inner side of the reducer slot wall is shorter. By bringing the other heat exchange hole closer to the reducer slot, the distance between the heat exchanger and the second liquid outlet is shortened or the length of the second internal flow channel is shortened, so that the other heat exchange hole can directly deliver coolant to the second liquid outlet of the reducer slot, thereby quickly and actively lubricating the bearings of the reducer near the housing.

[0027] In one embodiment, the two heat exchange holes open towards the gap between the outer side of the circumferential wall of the motor slot and the outer side of the axial bottom of the reducer slot. This allows the heat exchanger to be arranged within the gap between the outer side of the circumferential wall of the motor slot and the outer side of the axial bottom of the reducer slot, making full use of space and resulting in a more compact powertrain layout.

[0028] In one embodiment, the housing further includes a recessed groove along the axial direction of the powertrain, extending from the outer wall of the axial groove bottom of the reducer groove toward the inner cavity of the reducer groove. A radial recessed groove along the powertrain and a heat exchanger mounting surface are arranged on the same side of the line connecting the axis of the motor groove and the axis of the output shaft bearing groove. A portion of the heat exchanger mounting surface along the axial direction of the powertrain extends into the recessed groove, and another heat exchange hole is distributed within the recessed groove.

[0029] In this embodiment, the axial clearance groove of the powertrain is recessed from the outer wall of the axial groove bottom of the reducer groove toward the inner cavity of the reducer groove. The radial clearance groove of the powertrain and the heat exchanger mounting surface are arranged on the same side of the line connecting the axis of the motor groove and the axis of the output shaft bearing groove, so that the clearance groove can make full use of the space below the reducer groove to accommodate the output wheel of the reducer.

[0030] In this embodiment, the heat exchanger mounting surface extends into the recessed groove along the axial direction of the powertrain, allowing the heat exchanger to be installed and fixed using the space of the recessed groove, thus preventing the heat exchanger from occupying excessive space in the axial direction of the powertrain. Another heat exchange hole is distributed within the recessed groove, enabling the formation of a second internal flow channel connecting the other heat exchange hole directly within the reducer groove wall. This shortens the distance between the heat exchanger outlet and the second liquid outlet, or shortens the length of the second internal flow channel, allowing the heat exchanger to directly deliver coolant to the second liquid outlet, quickly providing active lubrication to the reducer bearings.

[0031] In one embodiment, the clearance slot includes two openings: one opening is axially away from the reducer slot along the powertrain axis, and the other opening is axially away from the motor slot along the alignment direction of the motor slot axis and the output shaft bearing slot axis.

[0032] In this embodiment, one opening is axially away from the reducer slot along the powertrain, allowing the heat exchanger mounting surface to extend axially into the clearance slot, thus enabling the heat exchanger to fully utilize the axial space of the clearance slot for mounting in the housing. Another opening is axially away from the motor slot along the alignment of the motor slot's axis and the output shaft bearing slot's axis, allowing another heat exchange hole to be formed by drafting along the alignment of the motor slot's axis and the output shaft bearing slot's axis to connect to the second liquid outlet. Alternatively, multiple fixing holes for securing the heat exchanger can be formed by drafting, simplifying the manufacturing process while fully utilizing space.

[0033] In one embodiment, the reducer slot wall further includes an intermediate shaft bearing slot for fixing the outer ring of the intermediate shaft bearing. The housing also includes a connecting hole for accommodating a sealing element, connecting to another heat exchange hole, and connecting to a second liquid outlet via a second internal flow channel. The opening of the connecting hole faces the alignment direction intersecting the axes of the motor slot and the output shaft bearing slot. The radial connecting hole, the other heat exchange hole, and the output shaft bearing slot are arranged sequentially along the powertrain. The extension line of the connecting hole's axis and the second internal flow channel are arranged between the intermediate shaft bearing slot and the output shaft bearing slot.

[0034] In this embodiment, the housing further includes a connecting hole for connecting to another heat exchange hole and for connecting to a second liquid outlet through a second internal flow channel. The connecting hole is integrally die-cast into the housing, simplifying operation and allowing the coolant inside the heat exchanger to communicate with the second internal flow channel through the other heat exchange hole and the connecting hole. The connecting hole accommodates a sealing element, preventing coolant leakage from the housing through the connecting hole.

[0035] In this embodiment, the opening of the connecting hole faces the arrangement direction intersecting the axis of the motor slot and the axis of the output shaft bearing slot, so that the second internal flow channel communicating with the connecting hole can also be opened and arranged between the axis of the motor slot and the axis of the output shaft bearing slot.

[0036] In this embodiment, the radial connecting hole, another heat exchange hole, and the output shaft bearing groove of the powertrain are arranged in sequence, which makes it convenient for the connecting hole to be directly formed from the outer side of the bottom of the housing away from the output shaft bearing groove along the axial direction of the connecting hole, simplifying the operation.

[0037] In this embodiment, the extension line of the axis of the connecting hole and the second internal flow channel are arranged between the intermediate shaft bearing groove and the output shaft bearing groove, so that the coolant output from the heat exchanger can be transported to the second outlet through another heat exchange hole and the second internal flow channel with a shorter path and faster, thereby achieving effective active lubrication of the bearings in the intermediate shaft bearing groove and the output shaft bearing groove.

[0038] In one embodiment, the housing further includes a filter mounting slot for accommodating a filter. The filter mounting slot and the heat exchanger mounting surface are arranged radially along the powertrain on the same side of the line connecting the axis of the motor slot and the axis of the output shaft bearing slot. The first internal flow channel includes a first section for connecting another heat exchange hole to the filter mounting slot. The first section is arranged between the other heat exchange hole and the filter mounting slot along the axial direction of the other heat exchange hole, and the axial direction of the first section is the same as the axial direction of the other heat exchange hole. The filter mounting slot, the connecting hole, and the other heat exchange hole are arranged sequentially along the axial direction of the other heat exchange hole.

[0039] In this embodiment, the filter mounting groove is used to accommodate the filter, which is used to filter the coolant that is transported from the heat exchanger through the first section to the filter to obtain a coolant with higher cleanliness. The coolant is then transported through the first internal flow channel (excluding the first section) to the first outlet for cooling and lubrication of the stator of the drive motor. This can meet the high cleanliness requirements of the drive motor for the coolant and reduce the damage of impurities in the coolant to the stator of the drive motor.

[0040] In this embodiment, the radial filter mounting slot and the heat exchanger mounting surface of the powertrain are arranged on the same side of the line connecting the axis of the motor slot and the axis of the output shaft bearing slot, so that the filter mounting slot and the heat exchanger are arranged closer together. The first internal flow channel includes a first section, which is used to connect another heat exchange hole and the filter mounting slot. Reusing the first section of the first internal flow channel opened by another heat exchange hole to connect the filter mounting slot can not only simplify the shell structure design, but also make the coolant in the heat exchanger flow into the filter mounting slot more quickly from the other heat exchange hole and the first section, and filter and remove impurities in the filter.

[0041] In this embodiment, along the axial direction of the other heat exchange hole, the first segment is arranged between the other heat exchange hole and the filter mounting groove. The axial direction of the first segment is the same as the axial direction of the other heat exchange hole, so that the first segment and the other heat exchange hole can be molded together, simplifying the operation.

[0042] In this embodiment, the filter mounting groove, the connecting hole, and the other heat exchange hole are arranged sequentially along the axial direction of the other heat exchange hole, so that the coolant flowing into the housing from the other heat exchange hole can be directly diverted through the connecting hole to the first outlet and the second outlet respectively, thereby cooling and lubricating the drive motor and the reducer respectively, realizing the parallel flow of coolant, reducing the system flow resistance of coolant, improving the cooling and lubrication efficiency of coolant, and also reducing the workload of oil pump.

[0043] In one embodiment, the plurality of outlets further includes a third outlet, in which the heat exchanger in the powertrain delivers coolant to the third outlet through a first internal flow channel. The third outlet is located on the inner side of the tank wall of the reducer slot and is used to output coolant to cool the input shaft bearing of the reducer.

[0044] In this embodiment, the heat exchanger in the powertrain delivers coolant to the third outlet through the first internal flow channel. The third outlet is located on the inner side of the reducer slot wall and is used to output coolant to cool the input shaft bearings distributed in the reducer slot. This allows a portion of the coolant output from the heat exchanger to flow from the first internal flow channel to the first outlet for cooling and lubrication of the stator of the drive motor, while simultaneously flowing from the third outlet into the reducer slot for lubrication of the input shaft bearings. This further improves the active lubrication efficiency of the coolant on the bearings in the reducer slot.

[0045] In one embodiment, the inner wall of the reducer slot includes an output shaft bearing slot and an intermediate shaft bearing slot, and the plurality of liquid outlets include two second liquid outlets, which are respectively distributed on the slot wall of the output shaft bearing slot and the slot wall of the intermediate shaft bearing slot.

[0046] In this embodiment, the plurality of liquid outlets includes two second liquid outlets, which are respectively distributed on the wall of the output shaft bearing groove and the wall of the intermediate shaft bearing groove. This allows the coolant output from the heat exchanger to flow through the second internal flow channel to the two second liquid outlets and be delivered to the output shaft bearing groove and the intermediate shaft bearing groove, respectively. The output shaft bearing groove is used to accommodate the output shaft bearing, and the intermediate shaft bearing groove is used to accommodate the intermediate shaft bearing, so that the coolant can provide rapid and effective active lubrication to the output shaft bearing and the intermediate shaft bearing.

[0047] In one embodiment, the powertrain further includes a reducer housing, which encloses a reducer slot to form a reducer cavity, which accommodates the gear shaft assembly of the reducer. The first internal flow channel includes a first section and a second section. The first section of the first internal flow channel is used to deliver coolant supplied by the heat exchanger through the internal flow channel of the reducer housing and the second section of the first internal flow channel to a first outlet in the housing.

[0048] In this embodiment, the first section of the first internal flow channel is used to deliver the coolant supplied by the heat exchanger through the internal flow channel of the reducer housing and the second section of the first internal flow channel to the first outlet in the housing, so that the coolant output from the outlet of the heat exchanger flows sequentially through another heat exchange hole, a connecting hole, the first section of the first internal flow channel, the internal flow channel of the reducer housing, the second section of the first internal flow channel, and flows into the first outlet for cooling and lubrication of the stator of the drive motor.

[0049] In one embodiment, when the housing includes a filter mounting groove, the first internal flow channel further includes a third section, which is used to connect the filter mounting groove and the internal flow channel of the reducer housing. The coolant output from the heat exchanger passes through the first section, the third section, the internal flow channel of the reducer housing, and the second section in sequence to reach the first outlet.

[0050] In one embodiment, the reducer housing includes a reducer housing inlet and a reducer housing outlet. The housing includes a housing outlet and a housing inlet, which are respectively used to connect the reducer housing inlet and the reducer housing outlet. The reducer housing inlet and the reducer housing outlet are connected through an internal flow channel of the reducer housing. The housing outlet is connected to a heat exchanger through a first section of the first internal flow channel, and the housing inlet is connected to a first outlet through a second section of the first internal flow channel.

[0051] In this embodiment, the coolant inlet and outlet of the reducer housing are used to connect the coolant outlet and inlet of the housing, respectively, so that the coolant flowing out from the coolant outlet can flow into the internal flow channel of the reducer housing through the coolant inlet, and the coolant in the internal flow channel of the reducer housing can flow into the coolant inlet of the housing through the coolant outlet.

[0052] In this embodiment, the coolant outlet of the housing is connected to the heat exchanger through the first section of the first internal flow channel, allowing the coolant output from the heat exchanger to flow through the first section of the first internal flow channel to the housing outlet and then out of the housing. The coolant inlet of the housing is connected to the first outlet through the second section of the first internal flow channel, allowing the coolant in the internal flow channel of the reducer housing to flow into the housing through the housing inlet and then out through the second section of the first internal flow channel to the first outlet. The coolant output from the heat exchanger flows sequentially through the first section, the housing outlet, the reducer housing inlet, the internal flow channel of the reducer housing, the reducer housing outlet, the housing inlet, and the second section, finally flowing into the first outlet to cool and lubricate the stator of the drive motor.

[0053] In one embodiment, the powertrain includes two heat exchangers and two housings. The reducer housing includes two sides, each side enclosing a reducer groove forming a reducer cavity. The internal flow channels of the reducer housing include two internal flow channels of the reducer housing. Each side includes a reducer housing inlet and a reducer housing outlet, which are connected through an internal flow channel of the reducer housing. Along the axial direction of the powertrain, the openings of the reducer housing inlets on the two sides face opposite directions, and the openings of the reducer housing outlets on the two sides face opposite directions. Along the axial direction of the powertrain, the openings of the housing outlets of the two housings face opposite directions, and the openings of the housing inlets of the two housings face opposite directions.

[0054] In this embodiment, along the axial direction of the powertrain, the openings of the coolant inlets on the two sides of the reducer housing face away from each other, allowing the coolant inlets on the two sides to receive coolant from the coolant outlets of the two housings respectively. The openings of the coolant outlets on the two sides of the reducer housing face away from each other, allowing the coolant outlets on the two sides to output coolant from the internal flow channels of the two reducer housings to the coolant inlets of the two housings respectively.

[0055] In this embodiment, along the axial direction of the powertrain, the openings of the coolant outlets of the two housings face each other, allowing the coolant output from the coolant outlets of the two housings to be delivered more smoothly and quickly to the internal flow channels of the reducer housing. The openings of the coolant inlets of the two housings also face each other, allowing the coolant inlets of the two housings to receive coolant output from the coolant outlets of the reducer housings on both sides more smoothly and quickly.

[0056] In this embodiment, the two heat exchangers operate independently, allowing the dual-motor powertrain to be cooled and lubricated using a separate oil pump and heat exchanger. This unifies the material handling within the powertrain, enables decoupling control, and simplifies the layout. Furthermore, the cooling and lubrication oil paths for the two drive motors and two reducers on either side of the reducer housing within the powertrain are independent, preventing oil accumulation on one side, facilitating multi-angle operation of the entire machine, and effectively preventing dry suction of the oil pump.

[0057] In one embodiment, the two sides of the reducer housing are isolated from the two reducer cavities formed by the reducer slots of the two housings, so that the coolant stored in the two reducer cavities will not flow to each other. This allows the cooling and lubrication system of the powertrain with dual motors to form two relatively independent systems, which is more conducive to decoupling control of the cooling and lubrication operation of the powertrain.

[0058] Secondly, this application provides an electric vehicle, which includes a frame, a power battery, and a powertrain as described in the first aspect. The frame is used to fix the power battery and the powertrain. The power battery is used to electrically connect to the drive motor of the powertrain. The drive motor is used to drive the wheels through a reducer.

[0059] In the powertrain of this embodiment, multiple internal flow channels and multiple coolant outlets are formed within the housing. The first internal flow channel delivers coolant to the stator of the drive motor for active cooling, while the second internal flow channel delivers coolant to the bearings of the reducer for active lubrication. The first and second internal flow channels deliver coolant independently, allowing for independent delivery of coolant for actively cooling the drive motor stator and for actively lubricating the reducer bearings. Furthermore, the second coolant outlets are located on the inner wall of the reducer slot, enabling the coolant output from the heat exchanger and delivered through the second internal flow channel to the second outlet to directly and quickly lubricate the reducer bearings. This improves the flow rate of coolant actively lubricating the reducer bearings and enhances the efficiency of the coolant's active lubrication. Ultimately, this improves the active lubrication efficiency of the powertrain and optimizes overall vehicle performance. Attached Figure Description

[0060] 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.

[0061] Figure 1 is a schematic diagram of an electric vehicle provided in an embodiment of this application;

[0062] Figure 2 is a schematic diagram of a powertrain provided in an embodiment of this application;

[0063] Figure 3 is a schematic diagram of a powertrain provided in an embodiment of this application;

[0064] Figure 4 is a schematic diagram of a housing provided in an embodiment of this application;

[0065] Figure 5 is another schematic diagram of the housing provided in an embodiment of this application;

[0066] Figure 6 is another schematic diagram of the housing provided in an embodiment of this application;

[0067] Figure 7 is a partial enlarged view of part M1 of the shell in Figure 6;

[0068] Figure 8 is another schematic diagram of the housing provided in an embodiment of this application;

[0069] Figure 9 is another schematic diagram of the housing provided in an embodiment of this application;

[0070] Figure 10 is another schematic diagram of the housing provided in an embodiment of this application;

[0071] Figure 11 is a partial enlarged view of the M2 part of the shell in Figure 6;

[0072] Figure 12 is a schematic diagram of a reducer housing provided in an embodiment of this application;

[0073] Figure 13 is a schematic diagram of a motor end cover provided in an embodiment of this application;

[0074] Figure 14 is a partial enlarged view of the M3 part of the motor end cover in Figure 13;

[0075] Figure 15 is another schematic diagram of the motor end cover provided in an embodiment of this application;

[0076] Figure 16 is a schematic diagram of the coolant flow path of the powertrain provided in the embodiment of this application;

[0077] Figure 17 is a schematic diagram of a powertrain provided in another embodiment of this application. Detailed Implementation

[0078] 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.

[0079] This application provides a powertrain housing including a motor slot and a reducer slot. The openings of the motor slot and the reducer slot face away from each other along the axial direction of the powertrain. The motor slot is used to fix and accommodate the stator of the drive motor in the powertrain, and the reducer slot is used to accommodate multiple bearings of the reducer in the powertrain. The housing also includes multiple internal flow channels and multiple coolant outlets. The multiple internal flow channels include a first internal flow channel and a second internal flow channel, and the multiple coolant outlets include a first coolant outlet and a second coolant outlet. A heat exchanger in the powertrain supplies coolant to the first coolant outlet through the first internal flow channel. The first coolant outlet is located on the inner side of the slot wall of the motor slot and is used to output coolant to cool the stator of the drive motor. The heat exchanger in the powertrain supplies coolant to the second coolant outlet through the second internal flow channel. The second coolant outlet is located on the inner side of the slot wall of the reducer slot and is used to output coolant to lubricate one or more bearings of the reducer.

[0080] This application forms multiple internal flow channels and multiple outlets within the housing. The first internal flow channel is used to deliver coolant to the stator of the drive motor for active cooling, and the second internal flow channel is used to deliver coolant to the bearings of the reducer for active lubrication. The first and second internal flow channels deliver coolant independently, allowing the coolant for active cooling of the drive motor stator and the coolant for active lubrication of the reducer bearings to be delivered independently. Furthermore, the second outlets are distributed on the inner wall of the reducer slot, so that the coolant output from the heat exchanger and delivered to the second outlet through the second internal flow channel can directly and quickly lubricate the reducer bearings, which is beneficial to increasing the flow rate of coolant for active lubrication of the reducer bearings and improving the efficiency of active lubrication of the reducer bearings by the coolant.

[0081] Figure 1 is a schematic diagram of an electric vehicle 1 provided in an embodiment of this application. As shown in Figure 1, the electric vehicle 1 includes a powertrain 10, a frame 20, a power battery 30, and wheels 40. The powertrain 10 and the power battery 30 are fixed to the frame 20. The powertrain 10 receives power from the power battery 30 and drives the wheels 40. In this embodiment, the power battery 30 may also be referred to as a battery pack. In this embodiment, the electric vehicle 1 refers to a wheeled device driven or towed by a power unit.

[0082] Figure 2 is a schematic diagram of a powertrain 10 provided in an embodiment of this application. As shown in Figure 2, the powertrain 10 includes a drive motor 11, a reducer 12, and a motor controller 13. In one embodiment, the powertrain 10 includes a drive motor 11 and a reducer 12.

[0083] In this embodiment, the motor controller 13 receives DC power from the power battery 30 and outputs AC power to the drive motor 11. The stator of the drive motor 11 receives the AC power to drive the rotor and motor shaft to rotate. The drive motor 11 is used to drive the reducer 12. The reducer 12 is used to drive the wheels 40 of the electric vehicle 1.

[0084] In this embodiment, the reducer 12 includes an input shaft, an intermediate shaft, an output shaft, and multiple bearings 1200. The input shaft, intermediate shaft, and output shaft are rotatably connected to the inner wall of the reducer cavity 210 via the bearings 1200. The motor shaft of the drive motor 11 is used to drively connect to the input shaft of the reducer 12. The input shaft of the reducer 12 is driven to the output shaft of the reducer 12 via the intermediate shaft and a gear fixed to the intermediate shaft. The drive motor 11 converts the electrical energy provided by the motor controller 13 into kinetic energy and transmits the kinetic energy to the input shaft of the reducer 12. The input shaft of the reducer 12 transmits the power to the internal gears of the reducer 12, and the output shaft of the reducer 12 transmits the power of the drive motor 11 to the wheel 40.

[0085] In one embodiment, the powertrain 10 also includes a heat exchanger (not shown). The drive motor 11 and the reducer 12 generate a lot of heat when they are working. When the temperature is too high or too low, it will affect the working effect of the drive motor 11 and the reducer 12. In this embodiment, the heat exchanger is used to exchange heat with the cooling oil in the housing 100 of the powertrain 10 in order to cool and lubricate the drive motor 11 and the reducer 12.

[0086] In the powertrain, the coolant that lubricates the multiple bearings of the reducer is mostly passively collected or needs to be transported through the internal flow channel of the reducer end cover or through a long path such as an oil guide pipe. This results in a small flow rate of coolant to lubricate the reducer bearings or a long path for the coolant to reach the reducer bearings, thus reducing the active lubrication efficiency of the coolant on the reducer bearings.

[0087] In this embodiment, multiple internal flow channels and multiple outlets are formed within the housing. The first internal flow channel is used to deliver coolant to the stator of the drive motor for active cooling, and the second internal flow channel is used to deliver coolant to the bearings of the reducer for active lubrication. The first and second internal flow channels deliver coolant separately, allowing the coolant for active cooling of the drive motor stator and the coolant for active lubrication of the reducer bearings to be delivered independently. The second outlets are also distributed on the inner side of the reducer slot wall, so that the coolant output from the heat exchanger and delivered to the second outlet via the second internal flow channel can directly and quickly lubricate the reducer bearings, which is beneficial to increasing the flow rate of coolant for active lubrication of the reducer bearings and improving the efficiency of coolant active lubrication of the reducer bearings.

[0088] The powertrain 10 provided in the embodiments of this application will be described in detail below.

[0089] Figure 3 is a schematic diagram of a powertrain 10 provided in an embodiment of this application. Figure 4 is a schematic diagram of a housing 100 provided in an embodiment of this application. Figure 5 is another schematic diagram of a housing 100 provided in an embodiment of this application. Figure 6 is another schematic diagram of a housing 100 provided in an embodiment of this application. Figure 7 is a partial enlarged view of the M1 portion of the housing 100 in Figure 6.

[0090] In one embodiment, as shown in FIG3, the powertrain 10 includes a drive motor 11, a reducer 12, a heat exchanger 14, an oil pump 15, and a filter 16. The powertrain 10 includes a housing 100, a motor end cover 190, and a reducer housing 200. The housing 100 includes a motor slot 110 and a reducer slot 120. As shown in FIG4 and FIG5, the slot opening 111 of the motor slot 110 faces opposite directions to the slot opening 121 of the reducer slot 120 along the axial direction O of the powertrain 10. The motor slot 110 is used to fix and accommodate the stator of the drive motor 11 in the powertrain 10. The reducer slot 120 is used to accommodate multiple bearings 1200 and gear shaft assemblies of the reducer 12 in the powertrain 10. The gear shaft assembly includes an input shaft, an intermediate shaft, an output shaft, and gears fixed thereto. The motor end cover 190 is used to enclose the motor slot 110 to form a motor cavity 115, and the reducer housing 200 is used to enclose the reducer slot 120 to form a reducer cavity 210. Oil pump 15 drives the coolant in reducer chamber 210 into heat exchanger 14. Heat exchanger 14 exchanges heat with the coolant. When the temperature of drive motor 11 is high or the ambient temperature is high, heat exchanger 14 cools the coolant. The cooled coolant cools the drive motor 11 and lubricates the bearings 1200 or gear shaft assembly of reducer 12. When the ambient temperature is low, heat exchanger 14 also heats the coolant, reducing its viscosity and facilitating lubrication of the bearings 1200 and gear shaft assembly of reducer 14. Filter 16 filters the coolant to prevent impurities in the coolant from entering the air gap between the stator and rotor of the drive motor and affecting the reliability and performance of drive motor 11.

[0091] In one embodiment, as shown in Figures 4 to 7, the housing 100 further includes multiple internal flow channels 130 and multiple liquid outlets 140. The multiple internal flow channels 130 include a first internal flow channel 131 and a second internal flow channel 132, and the multiple liquid outlets 140 include a first liquid outlet 141 and a second liquid outlet 142. The heat exchanger 14 in the powertrain 10 supplies coolant to the first liquid outlet 141 through the first internal flow channel 131. As shown in Figure 4, the first liquid outlet 141 is located inside the wall 112 of the motor slot 110 and is used to output coolant to cool the stator of the drive motor 11. As shown in Figures 5 to 7, the heat exchanger 14 in the powertrain 10 delivers coolant to the second outlet 142 through the second internal flow channel 132. The second outlet 142 is located inside the tank wall 122 of the reducer tank 120. The second outlet 142 is used to output coolant to lubricate one or more bearings 1200 of the reducer 12 in the reducer tank 120.

[0092] In this embodiment of the application, the heat exchanger 14 in the powertrain 10 delivers coolant to the first outlet 141 through the first internal flow channel 131 in the housing 100. The first outlet 141 is distributed inside the groove wall 112 of the motor groove 110. The first outlet 141 is used to output coolant to cool the stator of the drive motor 11, so that the coolant output by the heat exchanger 14 can actively lubricate the drive motor 11, and also so that the cooled coolant in the heat exchanger 14 can cool the stator of the drive motor 11.

[0093] In this embodiment, the heat exchanger 14 in the powertrain 10 delivers coolant to the second outlet 142 through the second internal flow channel 132. The second outlet 142 is located inside the tank wall 122 of the reducer tank 120, allowing the coolant output from the heat exchanger 14 to be directly output to one or more bearings 1200 of the reducer 12 via the second outlet 142. This enables the coolant output from the heat exchanger 14 to be quickly delivered to the bearings of the reducer 12, achieving effective active lubrication of the bearings of the reducer 12. Under low-temperature conditions, the heat exchanger 14 can also heat the coolant, reducing its viscosity and allowing it to be quickly delivered to the bearings 1200 of the reducer 12 for lubrication. This reduces the working resistance of the bearings 1200 of the reducer 12, achieving effective lubrication of the bearings 1200 of the reducer 12, thereby improving the low-temperature drive efficiency of the powertrain 10.

[0094] In this embodiment, the heat exchanger 14 actively supplies coolant to the second outlet 142 located inside the tank wall 122 of the reducer tank 120 within the housing 100 via the second internal flow channel 132 of the housing 100. This ensures that the second internal flow channel 132 supplying the coolant and the actively lubricated bearings 1200 are located within the same housing 100. This shortens the coolant supply path for one or more bearings 1200 in the reducer tank 120 and increases the flow rate of the coolant, thereby improving the cooling effect on the bearings 1200. Compared to passive oil collection lubrication of the bearings 1200 in the reducer tank 120 via the internal flow channel 220 within the reducer housing 200, this embodiment actively supplies oil to the bearings 1200 via the second internal flow channel 132 within the same housing 100, thus improving the lubrication effect on the bearings 1200.

[0095] In this embodiment, by forming multiple internal flow channels 130 and multiple outlets 140 within the housing 100, the first internal flow channel 131 is used to deliver coolant to the stator of the drive motor 11 for active cooling, and the second internal flow channel 132 is used to deliver coolant to the bearings of the reducer 12 for active lubrication. The first internal flow channel 131 and the second internal flow channel 132 deliver coolant separately, so that the coolant for actively cooling the stator of the drive motor 11 and the coolant for actively lubricating the bearings 1200 of the reducer 12 can be delivered independently. The second outlets 142 are distributed inside the tank wall 122 of the reducer tank 120, so that the coolant output from the heat exchanger 14 and delivered to the second outlet 142 via the second internal flow channel 132 can directly and quickly actively lubricate the bearings 1200 of the reducer tank 120, which is beneficial to increasing the flow rate of coolant actively lubricating the bearings 1200 of the reducer 12 and improving the active lubrication efficiency of coolant on the bearings 1200 of the reducer 12.

[0096] Figure 8 is another schematic diagram of the housing 100 provided in an embodiment of this application.

[0097] In one embodiment, as shown in Figures 4 to 8, the distance between the coolant flowing through heat exchanger 14 and the second outlet 142 is less than the distance between the coolant flowing through heat exchanger 14 and the first outlet 141. The orifice diameter of the second outlet 142 is smaller than the orifice diameter of the first outlet 141.

[0098] In this embodiment, the distance between the coolant flowing through the heat exchanger 14 and the second outlet 142 is small, allowing the coolant output from the heat exchanger 14 to be quickly and effectively lubricated from the bearings of the reducer 12 via the second outlet 142. Conversely, the distance between the coolant flowing through the heat exchanger 14 and the first outlet 141 is large, allowing the coolant from the heat exchanger 14 to cool other components within the housing 100 before reaching the first outlet 141, thereby improving the cooling efficiency of the powertrain 10.

[0099] In this embodiment, as shown in Figures 4 and 7, the aperture of the second outlet 142 is smaller than that of the first outlet 141. The distance between the heat exchanger 14 and the second outlet 142 is shorter, resulting in lower flow resistance. If the aperture of the second outlet 142 is larger, the flow resistance will further decrease, causing more coolant output from the heat exchanger 14 to flow from the second internal flow channel 132 to the second outlet 142. This results in a smaller amount of coolant being delivered to the first outlet 141 via the first internal flow channel 131, which is detrimental to the cooling and lubrication of the drive motor 11. Conversely, a larger aperture for the first outlet 141 allows for faster and more abundant output of coolant from the first internal flow channel 131 to the stator of the drive motor 11 for cooling and lubrication.

[0100] Therefore, by making the distance between the coolant flowing through the heat exchanger 14 and the second outlet 142 smaller than the distance between the coolant flowing through the heat exchanger 14 and the first outlet 141, and by making the orifice diameter of the second outlet 142 smaller than the orifice diameter of the first outlet 141, the cooling and lubrication effect of the reducer 12 and the drive motor 11 in the powertrain 10 can be improved.

[0101] In Figure 8, the first liquid outlet 141 is only a schematic location of the first liquid outlet 141 and does not represent the specific structure. The actual structure of the first liquid outlet 141 is shown in Figure 4.

[0102] Figure 9 is another schematic diagram of the housing 100 provided in an embodiment of this application.

[0103] In one embodiment, as shown in FIG4, the housing 100 further includes an oil pump groove 150 and a heat exchanger mounting surface 160. The oil pump groove 150 is used to accommodate an oil pump 15 and to connect to a reducer groove 120. The groove opening 151 of the oil pump groove 150 faces away from the groove opening 121 of the reducer groove 120 along the axial direction O of the powertrain 10. The heat exchanger mounting surface 160 is used to fix the heat exchanger 14. As shown in FIG6, the groove wall 122 of the reducer groove 120 includes an output shaft bearing groove 1121, which is used to fix the outer ring of the output shaft bearing 1201 among a plurality of bearings 1200. As shown in FIG4, the oil pump groove 150 and the heat exchanger mounting surface 160 are distributed outside the circumferential groove wall 113 of the motor groove 110 and outside the axial groove bottom 123 of the reducer groove 120. As shown in Figure 9, the radial R oil pump groove 150 and the heat exchanger mounting surface 160 of the powertrain 10 are arranged on the same side of the line connecting the axis of the motor groove 110 and the axis of the output shaft bearing groove 1121.

[0104] In this embodiment, the oil pump slot 150 is used to accommodate the oil pump 15 and to connect to the reducer slot 120. The oil pump 15 is used to provide power to the coolant in the housing 100. The oil pump slot 150 is connected to the reducer slot 120, so that the coolant in the reducer slot 120 can flow into the oil pump slot 150, and the oil pump 15 can provide power to the coolant in the reducer slot 120 and pump the coolant into the multiple internal flow channels 130 of the housing 100.

[0105] In this embodiment, the oil pump slot 150 and the heat exchanger mounting surface 160 are distributed on the outer side of the circumferential slot wall 113 of the motor slot 110 and the outer side of the axial slot bottom 123 of the reducer slot 120. This allows the oil pump slot 150 and the heat exchanger mounting surface 160 to utilize the space between the outer side of the circumferential slot wall 113 of the motor slot 110 and the outer side of the axial slot bottom 123 of the reducer slot 120, making the layout of the powertrain 10 more compact and also helping to reduce the overall size of the powertrain 10.

[0106] In this embodiment of the application, as shown in FIG4, the line connecting the axis of the motor slot 110 and the axis of the output shaft bearing slot 1121 is denoted as A1. The oil pump slot 150 and the heat exchanger mounting surface 160 are arranged on the same side of the line connecting the axis of the motor slot 110 and the axis of the output shaft bearing slot 1121 along the radial direction R of the powertrain 10. This makes the distance between the oil pump 15 in the oil pump slot 150 and the heat exchanger 14 mounted on the heat exchanger mounting surface 160 relatively close, so that the oil pump slot 150 can quickly deliver coolant to the heat exchanger 14 for heat exchange. In addition, the close distance between the oil pump 15 and the heat exchanger 14 makes the coolant output by the heat exchanger 14 have greater power, thereby enabling the heat exchanger 14 to deliver coolant with a faster flow rate to the second internal flow channel 132, so as to achieve rapid and effective active lubrication of the bearing 1200 of the reducer slot 120.

[0107] In Figure 6, the output shaft bearing 1201 is only a schematic location of the output shaft bearing 1201 and does not represent the specific structure.

[0108] In one embodiment, as shown in FIG9, the axial groove bottom 123 of the reducer groove 120 further includes a return hole 1231. The return hole 1231 penetrates the axial groove bottom 123 of the reducer groove 120 and the groove bottom of the oil pump groove 150. The return hole 1231 is used to connect the reducer groove 120 and the oil pump groove 150. The coolant in the reducer groove 120 flows into the oil pump groove 150 through the return hole 1231, so that the coolant in the powertrain 10 can circulate and improve the utilization efficiency of the coolant.

[0109] In one embodiment, as shown in Figures 4 and 9, the distance between the heat exchanger mounting surface 160 and the output shaft bearing groove 1121 is less than the distance between the oil pump groove 150 and the output shaft bearing groove 1121, and the distance between the heat exchanger mounting surface 160 and the motor groove 110 is greater than the distance between the oil pump groove 150 and the motor groove 110.

[0110] In this embodiment of the application, as shown in Figures 4, 6, and 9, the distance between the heat exchanger mounting surface 160 and the output shaft bearing groove 1121 is denoted as L1, the distance between the oil pump groove 150 and the output shaft bearing groove 1121 is denoted as L2, the distance between the heat exchanger mounting surface 160 and the motor groove 110 is denoted as L3, and the distance between the oil pump groove 150 and the motor groove 110 is denoted as L4, where L1 < L2 and L3 > L4. This makes the heat exchanger mounting surface 160 closer to the output shaft bearing groove 1121 than the oil pump groove 150. This facilitates bringing the heat exchanger mounting surface 160 closer to the second internal flow channel 132 and the second liquid outlet 142 within the groove wall 122 of the reducer groove 120, shortening the distance between the heat exchanger 14 and the second liquid outlet 142. This allows the coolant output from the heat exchanger 14 to be output to the second liquid outlet 142 more quickly, lubricating the bearing 1200 housed in the reducer groove 120.

[0111] In one embodiment, as shown in FIG5, the heat exchanger mounting surface 160 is parallel to the axial direction O of the powertrain 10. As shown in FIG9, the distance between the heat exchanger mounting surface 160 and the oil pump groove 150 along the radial direction R1 of the oil pump groove 150 is less than the groove width of the oil pump groove 150.

[0112] In this embodiment of the application, as shown in FIG5, the heat exchanger mounting surface 160 is parallel to the axial direction O of the powertrain 10 and parallel to the axial direction of the oil pump groove 150, so that the inlet of the heat exchanger 14 mounted on the heat exchanger mounting surface 160 and the oil pump groove 150 can be connected along the radial direction R1 of the oil pump groove 150 without the need for a long pipe. This is beneficial for the oil pump 15 to provide the heat exchanger 14 with coolant at a higher flow rate. The coolant output from the heat exchanger 14 is delivered to the second outlet 142 more quickly through the second internal flow channel 132, thereby improving the active lubrication effect of the bearing 1200 in the reducer groove 120.

[0113] In this embodiment of the application, as shown in FIG9, the distance between the heat exchanger mounting surface 160 and the oil pump groove 150 along the radial R1 of the oil pump groove 150 is denoted as L5, and the groove width of the oil pump groove 150 is denoted as L6. L5 < L6, which makes the heat exchanger 14 more compact in layout while being able to quickly deliver coolant to the bearing of the reducer 12, and reduces the overall volume of the powertrain 10.

[0114] In one embodiment, the heat exchanger mounting surface 160 may also be parallel to a direction that deviates slightly from the axial direction of the powertrain 10.

[0115] In one embodiment, as shown in Figures 4 and 5, the heat exchanger mounting surface 160 includes two heat exchange holes 161 and 162. One heat exchange hole 161 connects the oil pump slot 150 and the inlet of the heat exchanger 14, and the other heat exchange hole 162 connects the outlet of the heat exchanger 14, the first liquid outlet 141, and the second liquid outlet 142. The slots 151, 161, and 162 of the oil pump slot 150 and the slot 121 of the reducer slot 120 are arranged sequentially along the axial direction of the powertrain 10.

[0116] In this embodiment, the heat exchange hole 161 connects the oil pump tank 150 and the inlet of the heat exchanger 14, allowing the coolant in the oil pump tank 150 to flow into the heat exchanger 14 through the heat exchange hole 161 and the inlet of the heat exchanger 14, where heat exchange occurs. The heat exchange hole 162 connects the outlet of the heat exchanger 14, the first liquid outlet 141, and the second liquid outlet 142, allowing the coolant after heat exchange in the heat exchanger 14 to flow out of the heat exchanger 14 through the outlet, and through the heat exchange hole 162 and the first internal flow channel 131 into the first liquid outlet 141 to cool and lubricate the stator of the drive motor 11. It also allows the coolant after heat exchange in the heat exchanger 14 to flow through the outlet of the heat exchanger 14, the heat exchange hole 162, and the second internal flow channel 132 into the second liquid outlet 142 to lubricate the bearings of the reducer 12.

[0117] In this embodiment, the slot 151, heat exchange hole 161, and heat exchange hole 162 of the oil pump slot 150 and the slot 121 of the reducer slot 120 are arranged sequentially along the axial direction of the powertrain 10, so that the path between the outlet of the heat exchanger 14 communicating with the heat exchange hole 162 and the second liquid outlet 142 inside the slot wall 122 of the reducer slot 120 is shorter. By bringing the heat exchange hole 162 closer to the reducer slot 120, the distance between the heat exchanger 14 and the second liquid outlet 142 is shortened or the length of the second internal flow channel 132 is shortened, so that the heat exchange hole 162 can directly deliver coolant to the second liquid outlet 142 of the reducer slot 120, thereby quickly and actively lubricating the bearing of the reducer 12 near the housing 100.

[0118] In one embodiment, as shown in Figures 4 and 5, the two heat exchange holes 161 and 162 open towards the gap between the outer side of the circumferential groove wall 113 of the motor slot 110 and the outer side of the axial groove bottom 123 of the reducer slot 120. This allows the heat exchanger 14 to be arranged in the gap between the outer side of the circumferential groove wall 113 of the motor slot 110 and the outer side of the axial groove bottom 123 of the reducer slot 120, making full use of space and making the layout of the powertrain 10 more compact.

[0119] In one embodiment, as shown in FIG4, the housing 100 further includes a plurality of fixing holes 101 for fixing the heat exchanger 14. Along the axial direction O of the powertrain 10, the plurality of fixing holes 101 are arranged on both sides of the heat exchange holes 161 and 162, so that the heat exchanger 14 is more stable when installed on the heat exchanger mounting surface 160, thereby improving the reliability of the powertrain 10.

[0120] Figure 10 is another schematic diagram of the housing 100 provided in an embodiment of this application.

[0121] In one embodiment, as shown in Figures 4 and 10, the housing 100 further includes a recessed groove 170. Along the axial direction of the powertrain 10, the recessed groove 170 is recessed from the outer wall of the axial groove bottom 123 of the reducer groove 120 toward the inner cavity of the reducer groove 120. As shown in Figure 9, along the radial direction of the powertrain 10, the recessed groove 170 and the heat exchanger mounting surface 160 are arranged on the same side of the line A1 connecting the axis of the motor groove 110 and the axis of the output shaft bearing groove 1121. As shown in Figures 4 and 5, a portion of the heat exchanger mounting surface 160 extends into the recessed groove 170 along the axial direction of the powertrain 10, and heat exchange holes 162 are distributed within the recessed groove 170.

[0122] In this embodiment, the axial O-shaped relief groove 170 of the powertrain 10 is recessed from the outer wall of the axial groove bottom 123 of the reducer groove 120 toward the inner cavity of the reducer groove 120. The radial R-shaped relief groove 170 of the powertrain 10 and the heat exchanger mounting surface 160 are arranged on the same side of the line A1 connecting the axis of the motor groove 110 and the axis of the output shaft bearing groove 1121, so that the relief groove 170 can make full use of the space below the reducer groove 120 to accommodate the output wheel of the reducer 12.

[0123] In this embodiment, as shown in Figures 3 and 4, the heat exchanger mounting surface 160 extends into the recessed groove 170 along the axial direction O of the powertrain 10. This allows the heat exchanger 14 to be installed and fixed using the space of the recessed groove 170, ensuring that the heat exchanger 14 does not excessively occupy the space of the powertrain 10 along the axial direction O. Heat exchange holes 162 are distributed within the recessed groove 170, enabling the formation of a second internal flow channel 132 connecting the heat exchange holes 162 directly within the wall of the reducer groove 120. This shortens the distance between the outlet of the heat exchanger 14 and the second liquid outlet 142, or shortens the length of the second internal flow channel 132, allowing the heat exchanger 14 to directly deliver coolant to the second liquid outlet 142, quickly providing active lubrication to the bearings of the reducer 12.

[0124] In one embodiment, as shown in Figures 4, 5 and 10, the clearance groove 170 includes two openings 171 and 172. One opening 171 is away from the slot 121 of the reducer groove 120 along the axial direction O of the powertrain 10, and the other opening 172 is away from the motor groove 110 along the arrangement direction of the axis of the motor groove 110 and the axis of the output shaft bearing groove 1121.

[0125] In this embodiment, an opening 171 is positioned away from the slot 121 of the reducer slot 120 along the axial direction O of the powertrain 10, allowing the heat exchanger mounting surface 160 to extend into the recessed slot 170 along the axial direction O of the powertrain 10. This allows the heat exchanger 14 to be installed in the housing 100 by fully utilizing the axial space of the recessed slot 170. Another opening 172 is positioned away from the motor slot 110 along the alignment direction of the axis of the motor slot 110 and the axis of the output shaft bearing slot 1121. This allows the heat exchange hole 162 to be formed by drafting along the alignment direction of the axis of the motor slot 110 and the axis of the output shaft bearing slot 1121 to connect to the second liquid outlet 142. Alternatively, multiple fixing holes 101 for fixing the heat exchanger 14 can be formed by drafting, which simplifies the manufacturing process while making full use of the space.

[0126] In one embodiment, as shown in FIG6, the groove wall 122 of the reducer groove 120 further includes an intermediate shaft bearing groove 1122, which is used to fix the outer ring of the intermediate shaft bearing 1202 among the plurality of bearings 1200. As shown in FIG4 and FIG5, the housing 100 also includes a connecting hole 102, which is used to accommodate a sealing member 103, connect to the heat exchange hole 162, and connect to the second liquid outlet 142 through the second internal flow channel 132. The opening of the connecting hole 102 faces the arrangement direction intersecting the axis of the motor groove 110 and the axis of the output shaft bearing groove 1121. The connecting hole 102, the heat exchange hole 162, and the output shaft bearing groove 1121 are arranged sequentially along the radial direction R of the powertrain 10. As shown in FIG4 and FIG6, the extension line of the axis of the connecting hole 102 and the second internal flow channel 132 are arranged between the intermediate shaft bearing groove 1122 and the output shaft bearing groove 1121.

[0127] In this embodiment, the housing 100 further includes a connecting hole 102, which connects to the heat exchange hole 162 and to the second liquid outlet 142 via the second internal flow channel 132. The connecting hole 102 is integrally die-cast into the housing 100, simplifying operation and allowing the coolant in the heat exchanger 14 to communicate with the second internal flow channel 132 through the heat exchange hole 162 and the connecting hole 102. The connecting hole 102 accommodates a sealing member 103, preventing the coolant in the housing 100 from leaking out through the connecting hole 102.

[0128] In this embodiment, the opening of the connecting hole 102 is oriented towards the arrangement direction intersecting the axis of the motor slot 110 and the axis of the output shaft bearing slot 1121, so that the second internal flow channel 132 communicating with the connecting hole 102 is also opened and arranged between the axis of the motor slot 110 and the axis of the output shaft bearing slot 1121.

[0129] In this embodiment, the radial R connecting hole 102, heat exchange hole 162 and output shaft bearing groove 1121 of the powertrain 10 are arranged in sequence, which makes it convenient for the connecting hole 102 to be directly formed from the outer side of the bottom of the housing 100 away from the output shaft bearing groove 1121 along the axial direction of the connecting hole 102, simplifying the operation.

[0130] In this embodiment, the extension line of the axis of the connecting hole 102 and the second internal flow channel 132 are arranged between the intermediate shaft bearing groove 1122 and the output shaft bearing groove 1121, so that the coolant output from the heat exchanger 14 can be transported from the heat exchange hole 162 and the second internal flow channel 132 to the second outlet 142 more quickly and via a shorter path, thereby achieving effective active lubrication of the bearings 1200 in the intermediate shaft bearing groove 1122 and the output shaft bearing groove 1121.

[0131] In one embodiment, as shown in FIG9, the housing 100 further includes a filter mounting groove 180 for accommodating a filter 16. The filter mounting groove 180 and the heat exchanger mounting surface 160 are arranged along the radial direction R of the powertrain 10 on the same side of the line A1 connecting the axis of the motor slot 110 and the axis of the output shaft bearing slot 1121, as shown in FIG5. The first internal flow channel 131 includes a first segment 131a for connecting the heat exchange hole 162 and the filter mounting groove 180. The first segment 131a is arranged between the heat exchange hole 162 and the filter mounting groove 180 along the axial direction of the heat exchange hole 162, and the axial direction of the first segment 131a is the same as the axial direction O1 of the heat exchange hole 162. The filter mounting groove 180, the connecting hole 102, and the heat exchange hole 162 are arranged sequentially along the axial direction O1 of the heat exchange hole 162.

[0132] In this embodiment, the filter mounting groove 180 is used to accommodate the filter 16. The filter 16 is used to filter the coolant that is transported from the heat exchanger 14 to the filter 16 through the first section 131a to obtain a coolant with higher cleanliness. The coolant is then transported to the first outlet 141 through the first internal flow channel 131 excluding the first section 131a to cool and lubricate the stator of the drive motor 11. This can meet the high cleanliness requirements of the coolant for the drive motor 11 and reduce the damage of impurities in the coolant to the stator of the drive motor 11.

[0133] In this embodiment, the filter mounting groove 180 and the heat exchanger mounting surface 160 along the radial R of the powertrain 10 are arranged on the same side of the line A1 connecting the axis of the motor slot 110 and the axis of the output shaft bearing slot 1121, so that the filter mounting groove 180 and the heat exchanger 14 are arranged closer together. The first internal flow channel 131 includes a first section 131a, which is used to connect the heat exchange hole 162 and the filter mounting groove 180. The first section 131a of the first internal flow channel 131 opened by the heat exchange hole 162 to connect the filter mounting groove 180 not only simplifies the structural design of the housing 100, but also allows the coolant in the heat exchanger 14 to flow into the filter mounting groove 180 more quickly from the heat exchange hole 162 and the first section 131a, and to be filtered and removed from impurities in the filter 16.

[0134] In this embodiment of the application, along the axial direction O1 of the heat exchange hole 162, the first segment 131a is arranged between the heat exchange hole 162 and the filter mounting groove 180. The axial direction of the first segment 131a is the same as the axial direction of the heat exchange hole 162, so that the first segment 131a and the heat exchange hole 162 can be molded together, simplifying the operation.

[0135] In this embodiment, the filter mounting groove 180, the connecting hole 102, and the heat exchange hole 162 are arranged sequentially along the axial direction O1 of the heat exchange hole 162, so that the coolant flowing into the housing 100 from the heat exchange hole 162 can be directly diverted through the connecting hole 102 to the first outlet 141 and the second outlet 142 respectively, and then to the drive motor 11 and the reducer 12 for cooling and lubrication respectively, realizing the parallel flow of coolant, reducing the system flow resistance of coolant, improving the cooling and lubrication efficiency of coolant, and also reducing the workload of oil pump 15.

[0136] In Figure 9, filter 16 is only a schematic location of filter 16 and does not represent the actual structure.

[0137] Figure 11 is a partial enlarged view of the M2 portion of the housing 100 in Figure 6.

[0138] In one embodiment, as shown in FIG11, the plurality of liquid outlets 140 further includes a third liquid outlet 143. As shown in FIG6, FIG8 and FIG11, the heat exchanger 14 in the powertrain 10 delivers coolant to the third liquid outlet 143 through the first internal flow channel 131. The third liquid outlet 143 is distributed on the inner side of the tank wall 122 of the reducer tank 120. The third liquid outlet 143 is used to output coolant to cool the input shaft bearing 1203 of the reducer 12.

[0139] In this embodiment, the heat exchanger 14 in the powertrain 10 delivers coolant to the third outlet 143 through the first internal flow channel 131. The third outlet 143 is located inside the tank wall 122 of the reducer tank 120. The third outlet 143 is used to output coolant to cool the input shaft bearing 1203 distributed in the reducer tank 12 in the reducer tank 12. This allows a portion of the coolant output from the heat exchanger 14 to flow from the first internal flow channel 131 to the first outlet 141 for cooling and lubrication of the stator of the drive motor 11. During this process, a portion of the coolant can be diverted from the third outlet 143 into the reducer tank 120 for lubrication of the input shaft bearing 1203 of the reducer 12, further improving the active lubrication efficiency of the coolant on the bearing 1200 in the reducer tank 120 of the reducer 12.

[0140] In Figure 6, the input shaft bearing 1203 is only a schematic location and does not represent the actual structure. Similarly, in Figure 8, the third outlet 143 is only a schematic location and does not represent the actual structure.

[0141] In one embodiment, as shown in Figures 6 and 7, the inner side of the groove wall 122 of the reducer groove 120 includes an output shaft bearing groove 1121 and an intermediate shaft bearing groove 1122. The plurality of liquid outlets 140 include two second liquid outlets 142, which are respectively distributed on the groove wall of the output shaft bearing groove 1121 and the groove wall of the intermediate shaft bearing groove 1122.

[0142] In this embodiment, the plurality of liquid outlets 140 include two second liquid outlets 142, which are respectively distributed on the wall of the output shaft bearing groove 1121 and the wall of the intermediate shaft bearing groove 1122. This allows the coolant output from the heat exchanger 14 to flow through the second internal flow channel 132 to the two second liquid outlets 142 and be delivered to the output shaft bearing groove 1121 and the intermediate shaft bearing groove 1122 respectively. The output shaft bearing groove 1121 is used to accommodate the output shaft bearing 1201, and the intermediate shaft bearing groove 1122 is used to accommodate the intermediate shaft bearing 1202. This allows the coolant to provide rapid and effective active lubrication for the output shaft bearing 1201 and the intermediate shaft bearing 1202.

[0143] Figure 12 is a schematic diagram of a reducer housing 200 provided in an embodiment of this application.

[0144] In one embodiment, as shown in Figures 6 and 12, the reducer housing 200 encloses the reducer groove 120 to form a reducer cavity 210, which is used to accommodate the gear shaft assembly of the reducer 12. As shown in Figures 5 and 8, the first internal flow channel 131 includes a first section 131a and a second section 131b. The first section 131a of the first internal flow channel 131 is used to convey the coolant supplied by the heat exchanger 14 through the internal flow channel 220 of the reducer housing 200 and the second section 131b of the first internal flow channel 131 to the first outlet 141 in the housing 100.

[0145] In this embodiment, the first section 131a of the first internal flow channel 131 is used to transport the coolant delivered by the heat exchanger 14 through the internal flow channel 220 of the reducer housing 200 and the second section 131b of the first internal flow channel 131 to the first outlet 141 in the housing 100, so that the coolant output from the outlet of the heat exchanger 14 flows sequentially through the heat exchange hole 162, the connecting hole 102, the first section 131a of the first internal flow channel 131, the internal flow channel 220 of the reducer housing 200, the second section 131b of the first internal flow channel 131, and flows into the first outlet 141 to cool and lubricate the stator of the drive motor 11.

[0146] In one embodiment, as shown in Figures 5, 8 and 12, when the housing 100 includes a filter mounting groove 180, the first internal flow channel 131 further includes a third section 131c. The third section 131c is used to connect the filter mounting groove 180 with the internal flow channel 220 of the reducer housing 200. The coolant output from the heat exchanger 14 passes sequentially through the first section 131a, the third section 131c, the internal flow channel 220 of the reducer housing 200, and the second section 131b to reach the first outlet 141.

[0147] In one embodiment, as shown in FIG12, the reducer housing 200 includes a reducer housing inlet 201 and a reducer housing outlet 202. As shown in FIG6 and FIG8, the housing 100 includes a housing outlet 104 and a housing inlet 105. The reducer housing inlet 201 and the reducer housing outlet 202 are respectively used to connect the housing outlet 104 and the housing inlet 105. As shown in FIG12, the reducer housing inlet 201 and the reducer housing outlet 202 are connected through the internal flow channel 220 of the reducer housing 200. As shown in FIG5 and FIG8, the housing outlet 104 is connected to the heat exchanger 14 through the first section 131a of the first internal flow channel 131, and the housing inlet 105 is connected to the first outlet 141 through the second section 131b of the first internal flow channel 131.

[0148] In this embodiment, the coolant inlet 201 and coolant outlet 202 of the reducer housing are used to connect the coolant outlet 104 and the coolant inlet 105 of the housing, respectively, so that the coolant flowing out of the coolant outlet 104 can flow into the internal flow channel 220 of the reducer housing 200 through the coolant inlet 201, and the coolant in the internal flow channel 220 of the reducer housing 200 can flow into the coolant inlet 105 of the housing through the coolant outlet 202.

[0149] In this embodiment, the housing outlet 104 is connected to the heat exchanger 14 via the first section 131a of the first internal flow channel 131, allowing the coolant output from the heat exchanger 14 to flow through the first section 131a of the first internal flow channel 131 to the housing outlet 104 and then out of the housing 100. The housing inlet 105 is connected to the first outlet 141 via the second section 131b of the first internal flow channel 131, allowing the coolant in the internal flow channel 220 of the reducer housing 200 to flow into the housing 100 via the housing inlet 105 and then out through the second section 131b of the first internal flow channel 131 to the first outlet 141. The coolant output from the heat exchanger 14 flows sequentially through the first section 131a, the housing outlet 104, the reducer housing inlet 201, the internal flow channel 220 of the reducer housing 200, the reducer housing outlet 202, the housing inlet 105, and the second section 131b, and finally flows into the first outlet 141 to cool and lubricate the stator of the drive motor 11.

[0150] In one embodiment, as shown in FIG8, the housing 100 further includes a housing mounting surface 124, which is used to fix the reducer housing 200. The housing mounting surface 124 surrounds the slot opening 121 of the reducer groove 120, and the housing outlet hole 104 and the housing inlet hole 105 are distributed on the housing mounting surface 124. As shown in FIG12, the reducer housing 200 further includes a reducer housing mounting surface 250, which is used to fix the housing mounting surface 124 of the housing 100. The reducer housing mounting surface 250 surrounds the opening of the reducer housing 200, and the reducer housing inlet hole 201 and the reducer housing outlet hole 202 are distributed on the reducer housing mounting surface 250. The housing mounting surface 124 and the reducer housing mounting surface 250 are fixed by bolts. The housing mounting surface 124 and the reducer housing mounting surface 250 can be flat or uneven, as long as the housing mounting surface 124 and the reducer housing mounting surface 250 can be fixed.

[0151] In one embodiment, the reducer housing 200 includes another set of bearing grooves 230 and a plurality of reducer outlets 240. The other set of bearing grooves 230 includes a plurality of bearing grooves 230, and the peripheral wall of each bearing groove 230 is used to fix the outer ring of the bearing. The heat exchanger 14 is used to deliver coolant to the reducer outlets 240 through the internal flow channel 220 of the reducer housing 200 to lubricate one or more bearings in the other set of bearing grooves 230. This allows the coolant output from the heat exchanger 14 to the first outlet 141 to be diverted from the reducer outlets 240 when flowing through the internal flow channel 220 of the reducer housing 200 for active lubrication of the bearings of the reducer 12 on the reducer housing 200 side, further improving the lubrication efficiency of the reducer 12.

[0152] In one embodiment, as shown in Figures 5, 8, and 12, the internal flow channel 220 of each reducer housing 200 includes a fourth section 221, a fifth section 222, and a sixth section 223. The fourth section 221 connects the reducer housing inlet 201 to the first section 131a of the first internal flow channel 131, and the fifth section 222 connects the reducer housing outlet 202 to the fourth section 221. The fifth section 222 outputs the coolant from the fourth section 221 through the reducer housing outlet 202 into the reducer housing 200, and then inputs it through the reducer housing outlet 202 and the housing inlet 105 into the second section 131b of the first internal flow channel 131 of the housing 100. The fourth section 221 and the sixth section 223 deliver coolant to multiple reducer outlets 240 of the reducer housing 200 for cooling and lubrication of multiple bearings on the reducer housing 200 side.

[0153] In this embodiment of the application, as shown in Figures 5, 8, and 10, the coolant output from the heat exchanger 14 can sequentially flow through the first section 131a, the third section 131c, the housing outlet 104, the reducer housing inlet 201, the fourth section 221, the fifth section 222, the reducer housing outlet 202, and the second section 131b of the first internal flow channel 131, and flow into the second outlet 142 to cool and lubricate the stator of the drive motor 11. The coolant output from the heat exchanger 14 can sequentially flow through the first section 131a, the third section 131c, the housing outlet 104, the reducer housing inlet 201, the fourth section 221, and the sixth section 223 of the first internal flow channel 131, and be output to multiple reducer outlets 240 of the reducer housing 200 to cool and lubricate one or more bearings 1200 on the reducer housing 200 side.

[0154] In one embodiment, the reducer housing 200 further includes a plurality of protrusions 260 that protrude toward the housing 100. The plurality of protrusions 260 are used to form the fourth segment 221, the fifth segment 222, and the sixth segment 223 of the internal flow channel 220 of the reducer housing 200. The internal flow channel 220 of the reducer housing 200 is formed directly using the reducer housing 200, without the need for additional oil pipes, saving space, materials, and reducing costs.

[0155] In one embodiment, the reducer outlet 240 connected to the sixth segment 223 is designated as reducer outlet 240a. Reducer outlet 240a is used to fix an oil injector (not shown), through which oil is sprayed to lubricate the gear shaft assembly of the reducer 12. In another embodiment, the reducer outlet 240 located in the input shaft bearing groove 231 is designated as reducer outlet 240b. Reducer outlet 240b is directly connected to the fourth segment 221 to deliver coolant to the input shaft bearing in the input shaft bearing groove 231 for lubrication.

[0156] In one embodiment, the input shaft bearing groove 231 and the intermediate shaft bearing groove 232 in another set of bearing grooves 230 of the reducer housing 200 are connected through a throttling orifice 233. This allows coolant output from the reducer outlet 240 to the input shaft bearing groove 231 to be output to the intermediate shaft bearing groove 232 through the throttling orifice 233, thereby enabling the coolant to actively lubricate the bearings in the input shaft bearing groove 231 and the intermediate shaft bearing groove 1122. The design of the throttling orifice 233 allows for the reuse of coolant, reduces the number of active oil holes, and improves the rigidity of the reducer housing 200.

[0157] Figure 13 is a schematic diagram of a motor end cover 190 provided in an embodiment of this application, and Figure 14 is a partial enlarged view of the M3 portion of the motor end cover 190 in Figure 13.

[0158] In one embodiment, the housing 100 further includes a motor end cover 190, as shown in Figures 4 and 13. The motor end cover 190 encloses the motor slot 110 to form a motor cavity 115 and serves to fix the outer ring of the motor bearing 11a. The inner ring of the motor bearing 11a is fixed to the motor shaft of the drive motor 11. As shown in Figure 4, the housing 100 also includes another housing mounting surface 114. Along the axial direction of the powertrain 10, the housing mounting surface 114 is away from the reducer slot 120 and serves to fix the motor end cover 190. As shown in Figure 8, the plurality of internal flow channels 130 also includes a third internal flow channel 133. The third internal flow channel 133 is distributed within the slot wall of the motor slot 110 and serves to connect to the second section 131b. As shown in Figures 4 and 8, the housing mounting surface 114 includes a motor coolant outlet 106, and a housing coolant inlet 105 is used to supply coolant to the motor coolant outlet 106 through the second section 131b and the third internal flow channel 133. As shown in Figures 13 and 14, the motor end cover 190 includes an end cover inlet hole 191 and a motor bearing outlet hole 192. The end cover inlet hole 191 is used to connect to the motor outlet hole 106 to receive coolant. The end cover inlet hole 191 is used to lubricate the motor bearing 11a with coolant delivered to the motor bearing outlet hole 192 through the internal flow channel 193 of the motor end cover 190.

[0159] In this embodiment of the application, the plurality of internal flow channels 130 further includes a third internal flow channel 133. The third internal flow channel 133 is distributed in the cavity wall of the motor cavity 115. The third internal flow channel 133 is used to connect the second section 131b, so that the coolant of the second section 131b of the first internal flow channel 131 can be transported to the internal flow channel 193 of the motor end cover 190 through the third internal flow channel 133.

[0160] In this embodiment, another housing mounting surface 114 includes a motor coolant outlet 106, and a housing coolant inlet 105 is used to deliver coolant to the motor coolant outlet 106 through the second section 131b and the third internal flow channel 133. The coolant flows sequentially through the housing coolant inlet 105, the second section 131b, the third internal flow channel 133, and the motor coolant outlet 106.

[0161] In this embodiment, the motor end cover 190 includes an end cover inlet hole 191 and a motor bearing outlet hole 192. The end cover inlet hole 191 is used to receive coolant through the motor outlet hole 106. The end cover inlet hole 191 is used to lubricate the motor bearing 11a with coolant delivered to the motor bearing outlet hole 192 through the internal flow channel 193 of the motor end cover 190. This allows the coolant flowing out of the motor outlet hole 106 to flow sequentially through the end cover inlet hole 191, the internal flow channel 193 of the motor end cover 190, and the motor bearing outlet hole 192, and then be output to the motor bearing 11a to cool and lubricate it.

[0162] In this embodiment, the housing mounting surface 114 can be a flat surface or a concave-convex surface, as long as the housing mounting surface 114 and the motor end cover 190 can be fixed.

[0163] In Figure 13, the motor bearing 11a is only a schematic representation of the position of the motor bearing 11a and does not represent the specific structure.

[0164] Figure 15 is another schematic diagram of the motor end cover 190 provided in an embodiment of this application.

[0165] In one embodiment, as shown in FIG15, the motor end cover 190 further includes a bearing lubrication hole 194, which is used to collect the oil thrown off the motor rotor and direct the oil to the motor bearing 11a for lubrication, thereby realizing the secondary use of coolant.

[0166] In Figure 15, the motor bearing 11a is only a schematic representation of the position of the motor bearing 11a and does not represent the specific structure.

[0167] In one embodiment, as shown in FIG4, the plurality of internal flow channels 130 further includes a fourth internal flow channel 134, which is a protrusion on the outside of the groove wall 112 of the motor groove 110 away from the axis of the motor groove 110, and the axial direction of the fourth internal flow channel 134 is the same as the axial direction of the motor groove 110. The wall 112 of the motor slot 110 also includes a groove 112a and a motor outlet 112b. The groove 112a is a recess on the inner side of the wall 112 of the motor slot 110 away from the axis of the motor slot 110. The motor outlet 112b is located at the bottom of the groove 112a. The wall 112 of the motor slot 110 is interference-fitted with the stator of the drive motor 11, so that the stator of the drive motor 11 and the groove 112a enclose a motor slot flow channel 112c. The first outlet 141 is distributed at the bottom of the groove 112a and communicates with the motor slot flow channel 112c, so that the coolant flowing from the first outlet 141 into the groove 112a of the motor slot 110 can be transported along the motor slot flow channel 112c to the motor outlet 112b, thereby transporting the coolant from the motor slot flow channel 112c to the fourth internal flow channel 134. As shown in Figure 6, the plurality of liquid outlets 140 also includes a fourth liquid outlet 144. The fourth liquid outlet 144 is located inside the axial groove bottom 123 of the reducer groove 120. The axis of the fourth liquid outlet 144 is coaxial with the axis of the fourth internal flow channel 134. The fourth liquid outlet 144 is used to install and fix the oil guide plastic part (not shown), so that the coolant in the fourth internal flow channel 134 can be output from the fourth liquid outlet 144 to the oil guide plastic part, and then can spray oil onto the gear shaft assembly of the reducer 12 or the inner wall of the housing 100 to actively lubricate the gear shaft assembly of the reducer 12, and can also cool the housing 100.

[0168] In Figure 4, the motor outlet 112b is only a schematic location of the motor outlet 112b and does not represent the specific structure. The opening of the motor outlet 112b is directed towards the inner cavity of the motor slot 110 along the radial R of the powertrain 10.

[0169] In one embodiment, the distance between the motor outlet 112b and the first outlet 141 is greater than half the inner diameter of the motor slot 110, so that the second section 131b of the fourth internal flow channel 134 and the first internal flow channel 131 are separated in the slot wall 112 of the motor slot 110, which is beneficial for the fourth internal flow channel 134 to deliver coolant to the reducer 12.

[0170] In one embodiment, the fourth internal flow channel 134 is arranged between the axis of the motor slot 110 and the axis of the output shaft bearing slot 1121, so that the fourth liquid outlet 144 communicating with the fourth internal flow channel 134 can be distributed between the output shaft bearing slot 1121 and the intermediate shaft bearing slot 1122, so that the oil guide plastic part fixed by the fourth liquid outlet 144 can be fixed to the slot wall 122 of the reducer slot 120 by utilizing the space between the output shaft bearing slot 1121 and the intermediate shaft bearing slot 1122.

[0171] In one embodiment, as shown in FIG4, the housing 100 further includes a connecting plate 1100. The connecting plate 1100 surrounds the outer side of a portion of the groove wall 122 of the reducer groove 120 and the outer side of a portion of the circumferential groove wall 113 of the motor groove 110 to form an electrical control cavity 1101. The electrical control cavity 1101 is used to accommodate the functional components of the motor controller 13, wherein the functional components of the motor controller 13 include a bus capacitor (not shown) and a power module (not shown). The bus capacitor is stacked on the outer side of the portion of the groove wall 122 of the reducer groove 120 that forms the electrical control cavity 1101. The oil-guiding plastic component is distributed at the bottom of the outer side of the portion of the groove wall 122, so that the coolant sprayed from the oil-guiding plastic component can directly cool the outer side of the portion of the groove wall 122, thereby cooling the bus capacitor stacked on the outer side of the portion of the groove wall 122.

[0172] Figure 16 is a schematic diagram of the coolant flow path of the powertrain 10 provided in the embodiment of this application.

[0173] In one embodiment, referring to Figures 3, 8, 9, 12, 13, and 16, the oil pump 15 draws coolant from the bottom of the reducer cavity 210 into the oil pump slot 150 through the return hole 1231, and then pumps it into the heat exchanger 14. After the coolant is output from the heat exchanger 14, it is split. A portion of the coolant flows directly from the second outlet 142 through the second internal flow channel 132 of the housing 100 to the output shaft bearing slot 1121 and the intermediate shaft bearing slot 1122, providing active lubrication for the output shaft bearing 1201 and the intermediate shaft bearing 1202. The other portion of the coolant output from the heat exchanger 14 passes through the filter 16 to remove impurities and enters the internal flow channel 220 of the reducer housing. The coolant is split within the internal flow channel 220 of the reducer housing, and the coolant in the internal flow channel 220 of the reducer housing is delivered to the nozzle through the reducer outlet 240a, thereby providing active lubrication for the gear shaft assembly of the reducer 12. The coolant in the internal flow channel 220 of the reducer housing is delivered to the input shaft bearing groove 231 and the intermediate shaft bearing groove 232 through the reducer outlet 240b, thereby providing active lubrication to the bearings in the input shaft bearing groove 231 and the intermediate shaft bearing groove 232. The coolant in the internal flow channel 220 of the reducer housing further flows through the second section 131b of the first internal flow channel 131 and provides cooling and lubrication to the stator and rotor of the drive motor 11 from the first outlet 141. The coolant output from the second section 131b can also be delivered to the input shaft bearing 1203 for active lubrication from the third outlet 143. The coolant output from the second section 131b can also be output from the third internal flow channel 133 to the motor end cover 190, providing active lubrication to the motor bearing 11a on the side of the motor end cover 190. The coolant output from the first outlet 141 to the stator of the drive motor 11 will also flow in the motor slot flow channel 112c, and then be output from the motor outlet 112b to the fourth internal flow channel 134 and the fourth outlet 144. Then, through the oil guide plastic part fixed to the fourth outlet 144, it will actively lubricate the gear shaft assembly of the reducer 12 or cool the housing 100.

[0174] Figure 17 is a schematic diagram of a powertrain 10 provided in another embodiment of this application.

[0175] In one embodiment, the powertrain 10 includes two heat exchangers 14 and two housings 100, as shown in Figures 8, 12, and 17. The reducer housing 200 includes two sides 270, each side 270 enclosing a reducer groove 120 of one housing 100 to form a reducer cavity 210. The internal flow channels 220 of the reducer housing 200 include two internal flow channels 220 of the reducer housing 200. Each side 270 includes a reducer housing inlet 201 and a reducer housing outlet 202, which are connected through one internal flow channel 220 of the reducer housing 200. Along the axial direction O of the powertrain 10, the openings of the reducer housing inlets 201 and outlets 202 of the two sides 270 face opposite directions. Along the axial direction O of the powertrain 10, the openings of the liquid outlet holes 104 of the two housings 100 face each other, and the openings of the liquid inlet holes 105 of the two housings 100 face each other.

[0176] In this embodiment, along the axial direction O of the powertrain 10, the openings of the reducer housing inlet holes 201 on the two sides 270 face away from each other, so that the two reducer housing inlet holes 201 on the two sides 270 can respectively receive coolant output from the housing outlet holes 104 of the two housings 100. The openings of the reducer housing outlet holes 202 on the two sides 270 face away from each other, so that the two reducer housing outlet holes 202 on the two sides 270 can respectively output coolant from the internal flow channels 220 of the two reducer housings 200 to the housing inlet holes 105 of the two housings 100.

[0177] In this embodiment, along the axial direction O of the powertrain 10, the openings of the coolant outlet holes 104 of the two housings 100 face each other, allowing the coolant output from the coolant outlet holes 104 of the two housings 100 to be output more smoothly and quickly to the internal flow channel 220 of the reducer housing 200. The openings of the coolant inlets 105 of the two housings 100 face each other, allowing the coolant inlets 105 of the two housings 100 to receive the coolant output from the coolant outlet holes 202 of the reducer housing on the two sides 270 more smoothly and quickly.

[0178] In this embodiment, the two heat exchangers 14 operate independently, allowing the two drive motors 11 and two reducers 12 of the powertrain 10 to be cooled and lubricated by the two heat exchangers 14 respectively. This unifies the material handling of the powertrain 10, enables decoupling control, and simplifies the layout. Furthermore, the cooling and lubrication oil paths of the two drive motors 11 and two reducers 12 on both sides of the reducer housing 200 in the powertrain 10 are independent, preventing oil accumulation on one side, facilitating multi-angle operation of the entire machine, and effectively preventing the oil pump 15 from drawing dry.

[0179] In one embodiment, the two housings 100 have the same structure, and the powertrain 10 includes two oil pumps 15 and two filters 16.

[0180] In one embodiment, the two sides 270 of the reducer housing 200 are isolated from and do not communicate with the two reducer cavities 210 formed by the reducer grooves 120 of the two housings 100, so that the coolant stored in the two reducer cavities 210 will not flow to each other, so that the cooling and lubrication system of the powertrain with two drive motors 11 can form two relatively independent systems, which is more conducive to decoupling control of the cooling and lubrication operation of the powertrain 10.

[0181] The 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. A powertrain, characterized in that, The powertrain housing includes a motor slot and a reducer slot. The openings of the motor slot and the reducer slot face away from each other along the axial direction of the powertrain. The motor slot is used to fix and accommodate the stator of the drive motor in the powertrain. The reducer slot is used to accommodate multiple bearings of the reducer in the powertrain. The housing also includes multiple internal flow channels and multiple liquid outlets. The multiple internal flow channels include a first internal flow channel and a second internal flow channel. The multiple liquid outlets include a first liquid outlet and a second liquid outlet, wherein: In the powertrain, the heat exchanger delivers coolant to the first outlet through the first internal flow channel. The first outlet is located on the inner side of the wall of the motor slot and is used to output coolant to cool the stator of the drive motor. In the powertrain, the heat exchanger delivers coolant to the second outlet through the second internal flow channel. The second outlet is located on the inner side of the tank wall of the reducer slot and is used to output coolant to lubricate one or more of the bearings of the reducer.

2. The powertrain according to claim 1, characterized in that, The housing also includes an oil pump slot and a heat exchanger mounting surface. The oil pump slot is used to accommodate an oil pump and to communicate with the reducer slot. The opening of the oil pump slot faces away from the opening of the reducer slot along the axial direction of the powertrain. The heat exchanger mounting surface is used to fix the heat exchanger. The slot wall of the reducer slot includes an output shaft bearing slot, which is used to fix the outer ring of the output shaft bearing. The oil pump slot and the heat exchanger mounting surface are located on the outer side of the circumferential slot wall of the motor slot and the outer side of the axial slot bottom of the reducer slot. The oil pump slot and the heat exchanger mounting surface are arranged radially along the same side of the line connecting the axis of the motor slot and the axis of the output shaft bearing slot.

3. The powertrain according to claim 2, characterized in that, The distance between the heat exchanger mounting surface and the output shaft bearing groove is less than the distance between the oil pump groove and the output shaft bearing groove, and the distance between the heat exchanger mounting surface and the motor groove is greater than the distance between the oil pump groove and the motor groove.

4. The powertrain according to claim 2, characterized in that, The heat exchanger mounting surface is parallel to the axial direction of the powertrain, and the distance between the heat exchanger mounting surface and the oil pump slot along the radial direction of the oil pump slot is less than the slot width of the oil pump slot.

5. The powertrain according to claim 2, characterized in that, The heat exchanger mounting surface includes two heat exchange holes. One heat exchange hole connects the oil pump tank and the inlet of the heat exchanger, and the other heat exchange hole connects the outlet of the heat exchanger, the first liquid outlet, and the second liquid outlet, wherein: Along the axial direction of the powertrain, the slot opening of the oil pump slot, the one heat exchange hole, the other heat exchange hole, and the slot opening of the reducer slot are arranged in sequence.

6. The powertrain according to claim 5, characterized in that, The housing also includes a recessed groove, which is recessed along the axial direction of the powertrain from the outer wall of the axial groove bottom of the reducer groove toward the inner cavity of the reducer groove. Along the radial direction of the powertrain, the recessed groove and the heat exchanger mounting surface are arranged on the same side of the line connecting the axis of the motor groove and the axis of the output shaft bearing groove, wherein: The heat exchanger mounting surface extends into the recess along the axial portion of the powertrain, and the other heat exchange hole is distributed within the recess.

7. The powertrain according to claim 6, characterized in that, The clearance groove includes two openings. One opening is located away from the slot opening of the reducer groove along the axial direction of the powertrain, and the other opening is located away from the motor groove along the arrangement direction of the axis of the motor groove and the axis of the output shaft bearing groove.

8. The powertrain according to claim 5, characterized in that, The reducer slot wall also includes an intermediate shaft bearing slot for fixing the outer ring of the intermediate shaft bearing. The housing also includes a connecting hole for accommodating a sealing element. The connecting hole connects to the other heat exchange hole and to the second liquid outlet via the second internal flow channel, wherein: The opening of the connecting hole faces the arrangement direction that intersects the axis of the motor slot and the axis of the output shaft bearing slot; The connecting hole, the other heat exchange hole, and the output shaft bearing groove are arranged in sequence along the radial direction of the powertrain; The extension line of the axis of the connecting hole and the second internal flow channel are arranged between the intermediate shaft bearing groove and the output shaft bearing groove.

9. The powertrain according to claim 8, characterized in that, The housing further includes a filter mounting slot for accommodating a filter. The filter mounting slot and the heat exchanger mounting surface are arranged radially along the powertrain on the same side of the line connecting the axis of the motor slot and the axis of the output shaft bearing slot. The first internal flow channel includes a first section for connecting the other heat exchange hole to the filter mounting slot, wherein: The first segment is arranged between the other heat exchange hole and the filter mounting groove along the axial direction of the other heat exchange hole, and the axial direction of the first segment is the same as the axial direction of the other heat exchange hole. The filter mounting groove, the connecting hole, and the other heat exchange hole are arranged sequentially along the axial direction of the other heat exchange hole.

10. The powertrain according to any one of claims 1-9, characterized in that, The plurality of liquid outlets also includes a third liquid outlet. The heat exchanger in the powertrain delivers coolant to the third liquid outlet through the first internal flow channel. The third liquid outlet is located on the inner side of the tank wall of the reducer slot and is used to output coolant to cool the input shaft bearing of the reducer.

11. The powertrain according to any one of claims 1-10, characterized in that, The inner wall of the reducer slot includes an output shaft bearing slot and an intermediate shaft bearing slot. The plurality of liquid outlets include two second liquid outlets, which are respectively distributed on the wall of the output shaft bearing slot and the wall of the intermediate shaft bearing slot.

12. The powertrain according to any one of claims 1-11, characterized in that, The powertrain also includes a reducer housing, which encloses the reducer slot to form a reducer cavity. The reducer cavity accommodates the gear shaft assembly of the reducer. The first internal flow channel includes a first section and a second section, wherein: The first section of the first internal flow channel is used to deliver the coolant supplied by the heat exchanger through the internal flow channel of the reducer housing and the second section of the first internal flow channel to the first outlet in the housing.

13. The powertrain according to claim 12, characterized in that, The reducer housing includes a reducer housing inlet and a reducer housing outlet. The reducer housing includes a housing outlet and a housing inlet. The reducer housing inlet and the reducer housing outlet are respectively used to connect the reducer housing outlet and the reducer housing inlet. The reducer housing inlet and the reducer housing outlet are connected through an internal flow channel of the reducer housing. The housing outlet is connected to the heat exchanger through a first section of the first internal flow channel. The housing inlet is connected to the first outlet through a second section of the first internal flow channel.

14. The powertrain according to claim 13, characterized in that, The powertrain includes two heat exchangers and two housings. Each gearbox housing has two sides, each side enclosing a gearbox groove within the housing to form a gearbox cavity. The internal flow channels of the gearbox housing include two internal flow channels. Each side includes a gearbox housing inlet and a gearbox housing outlet. The gearbox housing inlet and outlet on each side are connected through one of the internal flow channels of the gearbox housing. Along the axial direction of the powertrain, the openings of the fluid inlet holes of the reducer housing on the two sides face opposite directions, and the openings of the fluid outlet holes of the reducer housing on the two sides face opposite directions. Along the axial direction of the powertrain, the openings of the liquid outlet holes of the two housings face each other, and the openings of the liquid inlet holes of the two housings face each other.

15. An electric vehicle, characterized in that, The electric vehicle includes a frame, a power battery, and a powertrain as described in any one of claims 1-14, wherein the frame is used to fix the power battery and the powertrain, the power battery is used to electrically connect the drive motor of the powertrain, and the drive motor is used to drive the wheels through the reducer.

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