Extended-range power train and electric vehicle

Abstract

The present application provides an extended-range power train and an electric vehicle. The power train comprises a motor, an engine, a liquid cooling system; the liquid cooling system comprises a motor cooling liquid loop, an engine cooling liquid loop and a heat exchange plate; and the motor cooling liquid loop is used for exchanging heat with lubricating oil in the motor by means of a heat exchanger. The engine cooling liquid loop is used for conveying a cooling liquid to the engine. The heat exchange plate comprises two internal flow channels which are independent of each other. One internal flow channel is used for receiving a cooling liquid flowing out of a radiator of the motor cooling liquid loop and conveying the cooling liquid to the heat exchanger. The other internal flow channel is used for receiving by means of a valve a cooling liquid flowing out of the engine and conveying the cooling liquid to a radiator of the engine cooling liquid loop. The extended-range power train provided in the present application can use waste heat of the engine to heat the lubricating oil in the motor in a low-temperature environment, thereby improving the working efficiency of the power train.

Description

Range-extended powertrains and electric vehicles

[0001] This application claims priority to Chinese Patent Application No. 202411711892.6, filed with the China National Intellectual Property Administration on November 26, 2024, entitled “Range Extended 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 more particularly to a range-extended powertrain and an electric vehicle. Background Technology

[0003] The lubricating oil in the powertrain is used to cool the electric motor and lubricate the transmission mechanism. When the ambient temperature is low, the viscosity of the lubricating oil is higher, which may affect the cooling and lubrication effect, resulting in an increase in the drag torque of the electric motor and a reduction in the working efficiency of the powertrain. Summary of the Invention

[0004] This application provides a range-extended powertrain and an electric vehicle. The range-extended powertrain can utilize the waste heat from the engine to heat the lubricating oil of the electric motor in low-temperature environments, thereby improving the powertrain's operating efficiency. Specifically, this application includes the following technical solutions:

[0005] Firstly, this application provides a range-extended powertrain. The powertrain includes an electric motor, an engine, and a liquid cooling system. The liquid cooling system includes an electric motor coolant circuit, an engine coolant circuit, and a heat exchange plate. The electric motor coolant circuit exchanges heat with the lubricating oil inside the electric motor via a heat exchanger. The engine coolant circuit supplies coolant to the engine. The heat exchange plate includes two independent internal flow channels. One internal flow channel of the heat exchange plate receives coolant flowing from the radiator of the electric motor coolant circuit and supplies coolant to the heat exchanger. The other internal flow channel of the heat exchange plate receives coolant flowing from the engine via a valve and supplies coolant to the radiator of the engine coolant circuit.

[0006] The range-extended powertrain provided in this application outputs power through an electric motor and supplies power to the electric motor or the electric vehicle's battery through an engine. The engine operates at a relatively high temperature, and the coolant temperature in the engine's coolant circuit is also relatively high.

[0007] The range-extended powertrain provided in this application also connects the electric motor coolant circuit and the engine coolant circuit separately via a heat exchange plate. Thus, when the ambient temperature is relatively low, the warmer coolant flowing from the engine can exchange heat with the coolant flowing from the electric motor coolant circuit to the heat exchanger in the heat exchange plate. The increased coolant temperature in the electric motor coolant circuit can then heat the lubricating oil in the electric motor through the heat exchanger, thereby raising the lubricating oil temperature and reducing its viscosity. This reduces the drag torque of the electric motor, and consequently increases the powertrain's operating efficiency.

[0008] In one implementation, the engine coolant circuit includes a parallel flow path for connection with another internal flow path.

[0009] In this implementation, the parallel flow channels are used to allow the coolant flowing out of the engine in the engine coolant circuit to be directly delivered to the radiator in the engine coolant circuit, thereby avoiding the phenomenon that insufficient flow in the other internal flow channel of the heat exchange plate will affect engine cooling.

[0010] One implementation involves a parallel flow channel having a cross-sectional area larger than that of another internal flow channel.

[0011] In this implementation, the coolant flow rate in the engine coolant circuit is relatively large, while the coolant flow rate in the electric motor coolant circuit is relatively small. After a small portion of the coolant in the engine coolant circuit exchanges heat with the coolant in the electric motor coolant circuit, the temperature of the lubricating oil inside the electric motor can be increased, ensuring the working efficiency of the powertrain.

[0012] In one implementation, the valve includes a first opening, a second opening, and a third opening. The first opening is used to connect to the coolant outlet of the engine, and the second and third openings are used to connect to another internal flow channel and a parallel flow channel, respectively.

[0013] In this implementation, the valve can be a three-way valve. The coolant flowing from the engine is diverted through the three-way valve to another internal flow channel and a parallel flow channel, thereby simplifying the piping structure of the engine coolant circuit.

[0014] In one implementation, the valve and another internal flow channel are used together in parallel with the parallel flow channel.

[0015] In this implementation, the valve is connected in series between the engine's coolant outlet and another internal flow channel of the heat exchange plate. The valve has a relatively simple structure and is easy to control.

[0016] In one implementation, the valve is used to open or close an opening communicating with another internal flow channel based on the temperature of the coolant flowing out of the engine.

[0017] In this implementation, the valve is an electrically controlled valve. The powertrain can control the opening and closing of the valve by detecting the temperature of the coolant flowing out of the engine, ensuring that the coolant temperature in the engine coolant circuit is suitable for the engine's operating conditions, and preventing the coolant in the engine coolant circuit from decreasing in temperature after flowing through the heat exchange plate, which would affect the engine's operating efficiency.

[0018] In one implementation, the valve is used to open an opening communicating with another internal flow channel based on the temperature of the coolant flowing out of the engine being higher than a first preset temperature value.

[0019] One implementation method is that the first preset temperature value is between 50℃ and 70℃.

[0020] In one implementation, the valve is used to adjust the opening of an opening connected to another internal flow channel based on changes in the temperature of the lubricating oil within the electric motor.

[0021] In this implementation, the powertrain can adjust the valve opening by detecting the lubricating oil temperature inside the motor, thereby controlling the temperature rise of the coolant in the motor coolant circuit after flowing through the heat exchange plate, and avoiding excessively high lubricating oil temperature inside the motor, which would reduce the motor's operating efficiency.

[0022] In one implementation, the valve is used to control the opening degree of the opening communicating with another internal flow channel to 100% based on the lubricating oil temperature inside the motor being lower than a second preset temperature value.

[0023] One implementation method is that the second preset temperature value is in the range of 20℃-30℃.

[0024] In one implementation, the valve is used to control the opening degree of an opening connected to another internal flow channel to be less than 100% based on the lubricating oil temperature inside the motor being higher than a third preset temperature value.

[0025] One implementation method is that the third preset temperature value is in the range of 50℃-70℃.

[0026] In one implementation, the valve is used to reduce the opening of an opening communicating with another internal flow channel based on the increase in the temperature of the lubricating oil inside the motor.

[0027] In this implementation, when the lubricating oil temperature in the motor is high, the flow rate of coolant in the engine coolant circuit into the heat exchange plate is reduced by a valve, thereby controlling the temperature rise of the coolant in the motor coolant circuit after passing through the heat exchange plate.

[0028] In one implementation, the valve is used to close an opening communicating with another internal flow channel based on the temperature of the electric motor or the temperature of the coolant in one internal flow channel.

[0029] In this implementation, when the motor temperature is high, or the coolant flowing to the heat exchanger in the motor coolant circuit is high, the overall motor temperature is relatively high, which may cause the motor to fail due to overheating. Stopping the heat exchange between the coolant in the engine coolant circuit and the coolant in the motor coolant circuit helps to reduce the overall motor temperature.

[0030] In one implementation, the valve is used to close an opening communicating with another internal flow channel based on the motor temperature being higher than a fourth preset threshold.

[0031] In one implementation, the fourth preset temperature value is in the range of 130℃-140℃.

[0032] In one implementation, the valve is used to close an opening communicating with another internal flow channel based on the coolant temperature in one internal flow channel being higher than a fifth preset threshold.

[0033] One implementation method is that the fifth preset temperature value is in the range of 50℃-60℃.

[0034] In one implementation, the powertrain includes a controller and multiple sensors, the controller receiving detection signals from the multiple sensors to control the opening of a valve communicating with another internal flow channel.

[0035] In this implementation, the powertrain receives detection signals from various sensors through a controller, thereby controlling valves to adjust the heat exchange between the coolant in the engine coolant circuit and the coolant in the electric motor coolant circuit.

[0036] One implementation includes a first sensor among multiple sensors, which is used to detect the temperature of the coolant flowing out of the engine.

[0037] One implementation includes a second sensor among multiple sensors, which is used to detect the temperature of the lubricating oil inside the electric motor.

[0038] One implementation includes a fourth sensor among multiple sensors, which is used to detect the temperature of the electric motor.

[0039] One implementation includes a fifth sensor among multiple sensors, which is used to detect the temperature of the coolant in an internal flow channel.

[0040] One implementation method involves using a motor controller for an electric motor.

[0041] One implementation involves using a vehicle controller for an electric vehicle.

[0042] In one implementation, the liquid cooling system includes an electric motor lubricating oil circuit for receiving lubricating oil flowing out of the heat exchanger and for supplying lubricating oil to the stator of the electric motor.

[0043] In this implementation, the stator of the motor includes a stator core and windings. During the operation of the motor, the stator generates relatively large amounts of heat. The motor lubricating oil circuit supplies lubricating oil to the stator to dissipate heat and ensure the reliable operation of the motor.

[0044] In one implementation, the powertrain includes a reducer for receiving drive from the electric motor and for outputting power, and the electric motor lubrication circuit is also used to supply lubricating oil to the gear set of the reducer.

[0045] In this implementation, the motor lubricating oil circuit reduces frictional loss and lowers the drag torque of the powertrain by supplying lubricating oil to the gear set of the reducer.

[0046] In one implementation, the powertrain includes a generator for receiving drive from the engine and for supplying power to a battery or electric motor, and an electric motor lubrication circuit for supplying lubricating oil to the generator.

[0047] In this implementation, the engine drives the generator to operate and supplies power to the battery or electric motor. The electric motor lubrication circuit also supplies lubricating oil to the generator to ensure reliable operation and reduces the drag torque of the powertrain by lubricating the generator's transmission mechanism.

[0048] In one implementation, the valve is used to adjust the opening of an opening connected to another internal flow channel based on changes in the temperature of the lubricating oil within the generator.

[0049] In this implementation, the lubricating oil in the motor lubrication oil circuit is sent to the motor and the generator respectively. The powertrain controls the oil temperature of the lubricating oil in the motor lubrication oil circuit by controlling the opening of the valve. This ensures the reliable operation of the motor and protects the reliable operation of the generator, thereby improving the power generation efficiency of the range-extended powertrain of this application.

[0050] Secondly, this application also provides an electric vehicle, which includes wheels, a power battery, and a powertrain provided by any of the above implementations. The electric motor of the powertrain drives the wheels to rotate, and the engine of the powertrain supplies power to the power battery or the electric motor.

[0051] The electric vehicle powertrain provided in this application can utilize the waste heat of the engine to heat the lubricating oil of the electric motor in low-temperature environments, thereby improving the electric vehicle's range in low-temperature environments and reducing energy consumption. Attached Figure Description

[0052] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0053] Figure 1 is a schematic diagram of the structure of an electric vehicle 200 provided in an embodiment of this application;

[0054] Figure 2 is a schematic diagram of the components of a range-extended powertrain 100 provided in one embodiment of this application;

[0055] Figure 3 is a schematic diagram of the liquid cooling system 105 in a range-extended powertrain 100 provided in an embodiment of this application;

[0056] Figure 4 is a partial schematic diagram of the liquid cooling system 105 in the powertrain 100 provided in one embodiment of this application;

[0057] Figure 5 is a partial schematic diagram of the liquid cooling system 105 in a range-extended powertrain 100 provided in an embodiment of this application;

[0058] Figure 6 is a partial schematic diagram of the liquid cooling system 105 in the powertrain 100 provided in one embodiment of this application;

[0059] Figure 7 is a partial schematic diagram of the liquid cooling system 105 in a range-extended powertrain 100 provided in an embodiment of this application;

[0060] Figure 8 is a partial schematic diagram of the liquid cooling system 105 in a range-extended powertrain 100 provided in an embodiment of this application;

[0061] Figure 9 is a partial schematic diagram of the liquid cooling system 105 in a range-extended powertrain 100 provided in an embodiment of this application;

[0062] Figure 10 is a schematic diagram of the control logic of valve 60 in a range-extended powertrain 100 provided in an embodiment of this application;

[0063] Figure 11 is a schematic diagram of the liquid cooling system 105 in a range-extended powertrain 100 provided in an embodiment of this application. Detailed Implementation

[0064] The technical solutions of the embodiments of this application will now be described with reference to the accompanying drawings. Obviously, the described embodiments are merely some, and not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection claimed in this application.

[0065] Please refer to Figure 1, which shows a schematic diagram of the structure of an electric vehicle 200 provided in one embodiment of this application, and Figure 2, which shows a schematic diagram of the components of a range-extended powertrain 100 provided in one embodiment of this application.

[0066] The electric vehicle 200 provided in this application includes wheels 201, a power battery 202, and a range-extended powertrain 100 provided in this application. The power battery 202 and the range-extended powertrain 100 are respectively fixed to the vehicle frame. The powertrain 100 is used to drive the wheels 201 to rotate and also to supply power to the power battery 202. Specifically, the powertrain 100 is used to receive power from the power battery 202 or to generate electricity through fuel to drive the wheels 201 to rotate. The powertrain 100 is also used to generate electricity through fuel to supply power to the power battery 202.

[0067] As shown in Figure 2, the range-extended powertrain 100 provided in this application includes an electric motor 101 and an engine 102. The electric motor 101 drives the wheels 201 to rotate, and the engine 102 supplies power to the power battery 202 and the electric motor 101 via fuel. In one embodiment, the powertrain 100 includes a generator 103. The generator 103 is driven by the engine 102 and electrically connected to both the power battery 202 and the electric motor 101. The generator 103 receives power from the engine 102 and converts kinetic energy into electrical energy, thereby supplying power to the power battery 202 and the electric motor 101.

[0068] In one embodiment, the powertrain 100 includes a speed reducer 104. The speed reducer 104 is used to drive an electric motor 101. The speed reducer 104 is used to receive the drive from the electric motor 101 and to output power. In one embodiment, the speed reducer 104 is also used to drive an engine 102 and a generator 103 to adjust the speed and torque output by the engine 102 and improve the power generation efficiency of the generator 103.

[0069] The range-extended powertrain 100 provided in this application also includes a liquid cooling system 105. The liquid cooling system 105 is used to lubricate the various components in the powertrain 100 and provide heat dissipation to improve the operating efficiency of the powertrain 100.

[0070] Please refer to Figure 3, which shows a schematic diagram of the liquid cooling system 105 in a range-extended powertrain 100 provided in an embodiment of this application, and Figure 4, which shows a partial schematic diagram of the liquid cooling system 105 in a powertrain 100 provided in an embodiment of this application.

[0071] The liquid cooling system 105 includes an electric motor coolant circuit 10, an engine coolant circuit 20, a heat exchange plate 30, and a heat exchanger 40. The electric motor coolant circuit 10 exchanges heat with the lubricating oil inside the electric motor 101 via the heat exchanger 40. The engine coolant circuit 20 supplies coolant to the engine 102. The heat exchange plate 30 facilitates heat exchange between the electric motor coolant circuit 10 and the engine coolant circuit 20.

[0072] For ease of description, in this embodiment, the coolant in the motor coolant circuit 10 is defined as the first coolant, and the coolant in the engine coolant circuit 20 is defined as the second coolant. The first coolant and the second coolant can be different liquids. In one embodiment, the first coolant and the second coolant can be the same liquid, differing only in the flow paths of the two coolants.

[0073] Specifically, the lubricating oil inside the motor 101 is used to lubricate the motor shaft or bearings of the motor 101, or to dissipate heat from the stator or rotor of the motor 101. For example, the stator of the motor 101 includes a stator core and windings. During operation, periodic alternating current is applied to the windings to drive the rotor to rotate and output power. The temperature of the windings rises under the influence of alternating current, which in turn raises the temperature of the stator core. That is, the stator generates relatively much heat during the operation of the motor 101. Dissipating heat is achieved by supplying lubricating oil to the stator of the motor 101, ensuring reliable operation of the motor 101.

[0074] In some embodiments, the motor 101 and the gear set of the reducer 104 are housed in the same cavity of the powertrain 100, and the lubricating oil inside the motor 101 is also used to lubricate the gear set of the reducer 104. An oil sump 52 is formed at the bottom of the cavity of the powertrain 100. After completing its cooling or lubrication function, the lubricating oil inside the motor 101 flows into the oil sump 52 and is then pumped into the heat exchanger 40 by an oil pump 51, thereby exchanging heat with the coolant in the motor coolant circuit 10. The lubricating oil flowing out of the heat exchanger 40 is then sent to the stator, rotor, motor shaft, bearings of the motor 101 or the gear set of the reducer 104 to achieve the effect of circulating cooling and lubrication.

[0075] In one embodiment, the circulation path of the lubricating oil in the electric motor 101 is defined as the electric motor lubricating oil circuit 50, that is, the liquid cooling system 105 includes the electric motor lubricating oil circuit 50. The electric motor lubricating oil circuit 50 is used to receive the lubricating oil flowing out of the heat exchanger 40 and to deliver lubricating oil to at least one of the stator, rotor, motor shaft, bearing or gear set of the reducer 104 of the electric motor 101.

[0076] In the embodiment where the powertrain 100 includes a reducer 104, the electric motor lubrication circuit 50 is also used to supply lubricating oil to the gear set of the reducer 104. By supplying lubricating oil to the gear set of the reducer 104, the electric motor lubrication circuit 50 reduces frictional losses and lowers the drag torque of the powertrain 100.

[0077] In the embodiment where the powertrain 100 includes a generator 103, the electric motor lubrication oil circuit 50 is used to supply lubricating oil to the generator 103. The engine 102 drives the generator 103 to operate and supplies power to the power battery 202 or the electric motor 101 through the generator 103. The electric motor lubrication oil circuit 50 is also used to supply lubricating oil to the generator 103 to ensure reliable operation of the generator 103 and to reduce the drag torque of the powertrain 100 by lubricating the transmission mechanism of the generator 103.

[0078] The liquid cooling system 105 achieves heat exchange between the first coolant in the motor coolant circuit 10 and the lubricating oil in the motor lubricating oil circuit 50 through the heat exchanger 40. Because the lubricating oil in the motor lubricating oil circuit 50 flows from the oil sump 52 through the heat exchanger 40 to the motor 101 or reducer 104, the oil temperature is typically high. The liquid cooling system 105 cools the lubricating oil with the first coolant in the motor coolant circuit 10, lowering its temperature before it flows to the motor 101 or reducer 104 to ensure effective heat dissipation. In other words, the liquid cooling system 105 manages the temperature of the lubricating oil in the motor lubricating oil circuit 50 through the first coolant in the motor coolant circuit 10.

[0079] Please refer to Figure 5, which shows a partial schematic diagram of the liquid cooling system 105 in the range-extended powertrain 100 provided in one embodiment of this application, and Figure 6, which shows a partial schematic diagram of the liquid cooling system 105 in the powertrain 100 provided in one embodiment of this application.

[0080] The motor coolant circuit 10 includes a radiator. The first coolant flowing out of the heat exchanger 40 is cooled down after passing through the radiator and then flows back into the heat exchanger 40 to exchange heat with the lubricating oil in the motor lubricating oil circuit 50, thus forming a circulating cooling effect of the motor coolant circuit 10 on the motor lubricating oil circuit 50.

[0081] The engine coolant circuit 20 includes another radiator. For ease of description, in this embodiment, the radiator in the electric motor coolant circuit 10 is defined as the first radiator 11, and the other radiator in the engine coolant circuit 20 is defined as the second radiator 21. The second radiator 21 is used to cool the second coolant in the engine coolant circuit 20.

[0082] That is, the engine coolant circuit 20 is used to supply a second coolant to the engine 102. The second coolant flows through the interior of the engine 102 and dissipates heat from the engine 102. The second coolant flowing out of the engine 102 flows into the second radiator 21, where its temperature decreases, and then flows back into the engine 102 to dissipate heat from the engine 102, thus creating a circulating cooling effect of the second coolant on the engine 102.

[0083] For the range-extended powertrain 100 of this application, the operating temperature of the engine 102 is relatively high, while the operating temperature of the electric motor 101 is relatively low. Therefore, the average temperature of the first coolant in the electric motor coolant circuit 10 is lower than the average temperature of the second coolant in the engine coolant circuit 20. For example, when the engine 102 is operating normally, the temperature of the second coolant flowing out of the engine 102 is between 90°C and 110°C. When the electric motor 101 is operating normally, the temperature of the first coolant flowing out of the heat exchanger 40 is between 50°C and 70°C. The liquid cooling system 105 also achieves heat exchange between the first coolant in the electric motor coolant circuit 10 and the second coolant in the engine coolant circuit 20 through the heat exchange plate 30.

[0084] Please refer to Figure 7, which shows a partial schematic diagram of the liquid cooling system 105 in a range-extended powertrain 100 provided in one embodiment of this application.

[0085] The heat exchange plate 30 includes two independent internal flow channels. One internal flow channel of the heat exchange plate 30 is used to receive the first coolant flowing out of the first radiator 11 of the motor coolant circuit 10 and to supply the first coolant to the heat exchanger 40. The other internal flow channel of the heat exchange plate 30 is used to receive the second coolant flowing out of the engine 102 through a valve 60 and to supply the second coolant to the second radiator 21 of the engine coolant circuit 20.

[0086] For ease of description, in subsequent embodiments of this application, one internal flow channel of the heat exchange plate 30 is defined as the first internal flow channel 31, and the other internal flow channel of the heat exchange plate 30 is defined as the second internal flow channel 32. Thus, the first internal flow channel 31 is used to flow the first coolant in the motor coolant circuit 10, and the second internal flow channel 32 is used to flow the second coolant in the engine coolant circuit 20. The first and second coolants exchange heat within the heat exchange plate 30.

[0087] In other words, the heat exchange plate 30 includes two inlets and two outlets. One inlet connects to one outlet via a first internal flow channel 31, forming a first inlet 311 and a first outlet 312. The first inlet 311 connects to the outlet of the first radiator 11 via a pipe in the motor coolant circuit 10, and the first outlet 312 connects to the inlet of the heat exchanger 40 via a pipe in the motor coolant circuit 10. The other inlet of the heat exchange plate 30 connects to another outlet via a second internal flow channel 32, forming a second inlet 321 and a second outlet 322. The second inlet 321 connects to the coolant outlet of the engine 102 via a pipe in the engine coolant circuit 20, and the second outlet 322 connects to the inlet of the second radiator 21 via a pipe in the engine coolant circuit 20.

[0088] For the first internal flow channel 31, the first coolant flows from the first radiator 11 into the first inlet 311, and then flows through the first internal flow channel 31 into the heat exchanger 40 from the first outlet 312. Because the first radiator 11 is used to dissipate heat from the first coolant, the temperature of the first coolant in the first internal flow channel 31 is relatively low. For the second internal flow channel 32, the second coolant flows from the engine 102 into the second inlet 321, and then flows through the second internal flow channel 32 into the second radiator 21 from the second outlet 322. Because the second coolant is used to cool the engine 102, the temperature of the second coolant flowing from the engine 102 into the second internal flow channel 32 is relatively high. That is, the second coolant is used to heat the first coolant in the heat exchange plate 30.

[0089] The liquid cooling system 105 is also connected to the second internal flow channel 32 of the heat exchange plate 30 via a valve 60. The valve 60 is located between the second coolant outlet of the engine 102 and the second inlet 321 of the heat exchange plate 30. The valve 60 controls the flow rate of the second coolant in the second internal flow channel 32, thereby controlling the heating effect of the second coolant on the first coolant. The heated first coolant then flows into the heat exchanger 40 to exchange heat with the lubricating oil in the motor lubricating oil circuit 50. Therefore, the valve 60 can indirectly control the heating temperature of the lubricating oil in the motor lubricating oil circuit 50 by limiting the flow rate of the second coolant into the heat exchange plate 30.

[0090] In one embodiment, the engine coolant circuit 20 includes a parallel flow channel 22, which is connected in parallel with the second internal flow channel 32. The parallel flow channel 22 allows the second coolant flowing from the engine 102 in the engine coolant circuit 20 to be directly delivered to the second radiator 21, thereby avoiding insufficient flow in the second internal flow channel 32 of the heat exchange plate 30, which could affect the heat dissipation of the engine 102. It is understood that when the valve 60 in the engine coolant circuit 20 is closed, all the second coolant flowing from the engine 102 is delivered to the second radiator 21 via the parallel flow channel 22.

[0091] Based on the above embodiments, the liquid cooling system 105 of the range-extended powertrain 100 of this application can indirectly heat the lubricating oil inside the electric motor 101 through the second coolant. In some scenarios, the electric vehicle 200 provided by this application may experience low lubricating oil temperatures. For example, when the electric vehicle 200 is in a low-temperature environment, or when the electric vehicle 200 is traveling at a constant speed and the output power of the electric motor 101 is low. In such scenarios, the lubricating oil has relatively high viscosity due to its low temperature. The flow velocity of the lubricating oil in the stator, rotor, or motor shaft of the electric motor 101 is low, thereby affecting the cooling effect of the lubricating oil on the electric motor 101.

[0092] In embodiments where the lubricating oil is also used to lubricate the bearings of the electric motor 101, the gear set of the reducer 104, or for cooling the generator 103, the high viscosity of the lubricating oil will also affect its lubrication effect on the bearings of the electric motor 101 and the gear set of the reducer 104, or its cooling effect on the generator 103. Specifically, when the lubricating oil in the electric motor lubrication circuit 50 is also used to lubricate the gear set of the reducer 104 and for cooling the generator 103, the amount of lubricating oil in the powertrain 100 is relatively large. When the lubricating oil temperature is low, there is a slow temperature rise, which leads to high drag torque of the electric motor 101, increased wear of the generator 103, or high power consumption of the oil pump 51, reducing the working efficiency and range of the range-extended powertrain 100 of this application.

[0093] In scenarios where the lubricating oil temperature is low, the range-extended powertrain 100 provided in this application utilizes a second, warmer coolant flowing from the engine 102 to heat the first coolant in the heat exchange plate 30. This first coolant then heats the lubricating oil in the electric motor 101, indirectly increasing the temperature of the lubricating oil in the electric motor lubricating oil circuit 50, thereby reducing the viscosity of the lubricating oil. This reduces the drag torque of the electric motor 101, decreases wear on the generator 103 and power consumption of the oil pump 51, and improves the working efficiency and range of the powertrain 100. Correspondingly, the electric vehicle 200 provided in this application has an increased range and reduced energy consumption.

[0094] In one embodiment, the cross-sectional area of ​​the parallel flow channel 22 is larger than the cross-sectional area of ​​the second internal flow channel 32.

[0095] Please refer to Figure 8, which shows a partial schematic diagram of the liquid cooling system 105 in the range-extended powertrain 100 provided in an embodiment of this application, and Figure 9, which shows a partial schematic diagram of the liquid cooling system 105 in the range-extended powertrain 100 provided in an embodiment of this application.

[0096] In the diagrams of Figures 8 and 9, the cross-sectional area of ​​the parallel flow channel 22 is larger than that of the second internal flow channel 32. This allows more of the second coolant flowing from the engine 102 to flow into the second radiator 21 via the parallel flow channel 22, increasing the flow rate of the second coolant in the engine coolant circuit 20 and thus providing better cooling for the engine 102. The flow rate of the first coolant in the electric motor coolant circuit 10 is relatively small. A small portion of the second coolant in the engine coolant circuit 20 enters the radiator plate and exchanges heat with the first coolant, effectively raising the temperature of the lubricating oil inside the electric motor 101. This arrangement prevents the second coolant from overheating the first coolant, thereby indirectly controlling the temperature of the lubricating oil and preventing the electric motor 101 from overheating and failing.

[0097] Figures 8 and 9 also illustrate different implementations of valve 60 in the range-extended powertrain 100 of this application. In one embodiment, as shown in Figure 8, valve 60 is a three-way valve. Specifically, valve 60 includes a first opening 61, a second opening 62, and a third opening 63. The first opening 61 is used to connect to the second coolant outlet of engine 102, the second opening 62 is used to connect to the second internal flow channel 32, and the third opening 63 is used to connect to the parallel flow channel 22. The first opening 61, the second opening 62, and the third opening 63 are interconnected inside valve 60.

[0098] Therefore, the second coolant flowing from the engine 102 is diverted via a three-way valve to the second internal flow channel 32 and the parallel flow channel 22. That is, the second internal flow channel 32 and the parallel flow channel 22 are connected in parallel between the second coolant outlet of the engine 102 and the inlet of the second radiator 21 via the three-way valve. The valve 60 is used to control the flow rate of the second coolant in the second internal flow channel 32, and also to achieve the parallel connection between the second internal flow channel 32 and the parallel flow channel 22, which simplifies the piping structure of the engine coolant circuit 20.

[0099] In one embodiment, as shown in FIG9, valve 60 and the second internal flow channel 32 are used to be connected in parallel with the parallel flow channel 22. Specifically, in this embodiment, valve 60 includes a first opening 61 and a second opening 62. The first opening 61 is used to connect to the second coolant outlet of engine 102, and the second opening 62 is used to connect to the second inlet 321 of the second internal flow channel 32. The first opening 61 and the second opening 62 are interconnected inside valve 60. In this embodiment, valve 60 is connected in series between the second coolant outlet of engine 102 and the second internal flow channel 32 of heat exchange plate 30. The structure of valve 60 is relatively simple and easy to control.

[0100] In one embodiment, valve 60 is an electrically controlled valve. Valve 60 is used to control the flow rate of the second coolant flowing into the heat exchange plate 30 based on the operating conditions of the range-extended powertrain 100 of this application. For example, valve 60 is used to open or close the second opening 62 communicating with the second internal flow channel 32 based on the temperature of the second coolant flowing out of the engine 102.

[0101] In the range-extended powertrain 100 provided in this application, the electric motor 101 is mainly used to receive power from the power battery 202 to drive the wheels 201. When the power battery 202 is low on power, the engine 102 is used to charge the power battery 202 and supply power to the electric motor 101 via fuel. That is, the engine 102 is in a state of intermittent operation.

[0102] Therefore, when the power battery 202 has sufficient charge and the engine 102 of the powertrain 100 is not in operation, or when the power battery 202 has insufficient charge and the engine 102 is started initially, the temperature of the second coolant in the engine coolant circuit 20 is relatively low, and the heating effect of the second coolant on the first coolant is limited. The valve 60 is used to close the second opening 62 connected to the second internal flow channel 32 based on the low temperature of the second coolant.

[0103] When the power battery 202 is low on charge and the engine 102 is started, the engine 102 needs to be heated quickly to ensure fuel combustion efficiency. This also reduces fuel consumption and emissions, and decreases oil dilution within the engine 102. At this time, valve 60 closes the second opening 62 to prioritize the internal circulation of the second coolant in the engine coolant circuit 20 for rapid heating. This prevents heat loss due to some of the second coolant entering the heat exchange plate 30 and exchanging heat with the first coolant, thus avoiding reduced engine 102 efficiency.

[0104] As the temperature of the second coolant gradually increases with the temperature rise of the engine 102, the valve 60 is used to open the second opening 62 connected to the second internal flow channel 32 based on the high temperature of the second coolant. At this time, the temperature of the second coolant flowing out of the engine 102 can be adapted to the operating conditions of the engine 102, and the residual heat of the engine 102 is used to heat the lubricating oil.

[0105] In one embodiment, valve 60 is used to open an opening communicating with the second internal flow channel 32 based on the second coolant flowing out of engine 102 having a temperature higher than a first preset temperature value.

[0106] In one embodiment, the first preset temperature value is between 50°C and 70°C. In this embodiment, there is a mapping relationship between the temperature of the second coolant flowing out of the engine 102 and the internal temperature of the engine 102. When the temperature of the second coolant flowing out of the engine 102 is between 50°C and 70°C, the temperature of the engine 102 is higher than 50°C-70°C. At this time, the working efficiency of the engine 102 is relatively high, which facilitates the use of the waste heat of the engine 102 to heat the lubricating oil in the electric motor 101 while ensuring the working efficiency of the engine 102.

[0107] In one embodiment, valve 60 is a proportional valve with an adjustable orifice opening. Valve 60 is used to adjust the opening of the second opening 62, which communicates with the second internal flow channel 32, based on changes in the temperature of the lubricating oil within the motor 101.

[0108] In this embodiment, the range-extended powertrain 100 provided in this application can adjust the opening degree of the second opening 62 of the valve 60 by detecting the lubricating oil temperature in the motor 101. It is understood that when the second opening 62 of the valve 60 is larger, the flow rate of the second coolant flowing through the second internal flow channel 32 is greater. Given a constant flow rate of the first coolant in the first internal channel, a greater flow rate of the second coolant in the second internal flow channel 32 allows for more heat exchange with the first coolant, resulting in a higher temperature of the first coolant flowing out of the first internal channel. Conversely, when the opening of the valve 60 is smaller, the temperature of the first coolant flowing out of the first internal channel is relatively lower. That is, by controlling the opening degree of the second opening 62 of the valve 60, the temperature rise of the first coolant in the motor coolant circuit 10 after flowing through the heat exchange plate 30 can be controlled.

[0109] Because the first coolant flows out of the heat exchange plate 30 and enters the heat exchanger 40 to exchange heat with the lubricating oil in the motor lubricating oil circuit 50, the higher the temperature of the first coolant, the stronger its heating effect on the lubricating oil. Therefore, by controlling the opening degree of the second opening 62 of the valve 60, the oil temperature of the lubricating oil can be indirectly controlled. Correspondingly, by controlling the opening degree of the second opening 62 of the valve 60 based on the lubricating oil temperature in the motor 101, the heating effect of the second coolant on the lubricating oil can be controlled.

[0110] In one embodiment, valve 60 is used to reduce the opening of the second opening 62, which communicates with the second internal flow channel 32, based on the increase in the temperature of the lubricating oil inside the motor 101. In this embodiment, when the temperature of the lubricating oil inside the motor 101 is high, valve 60 reduces the flow rate of the second coolant in the engine coolant circuit 20 into the heat exchange plate 30, thereby controlling the temperature rise of the first coolant in the motor coolant circuit 10 after passing through the heat exchange plate 30. When the temperature of the lubricating oil inside the motor 101 is high, reducing the temperature rise of the first coolant after passing through the heat exchange plate 30 prevents the lubricating oil inside the motor 101 from being further heated. When the temperature of the lubricating oil increases further, the first coolant can also provide a cooling effect for the lubricating oil. Thus, by controlling the opening of the second opening 62 based on the temperature of the lubricating oil, valve 60 can prevent the motor 101 from reducing its operating efficiency due to excessively high lubricating oil temperature and prevent the motor 101 from failing due to overheating caused by sudden temperature changes.

[0111] Correspondingly, when the lubricating oil temperature in the motor 101 is low, the flow rate of the second coolant in the engine coolant circuit 20 into the heat exchange plate 30 is increased by valve 60. This can increase the temperature rise of the first coolant in the motor coolant circuit 10 after flowing through the heat exchange plate 30, thereby creating a better heating effect on the lubricating oil, rapidly increasing the temperature of the lubricating oil, and putting the motor 101 in a relatively ideal working state to improve the working efficiency of the motor 101.

[0112] In one embodiment, valve 60 is used to control the opening degree of the second opening 62, which is connected to the second internal flow channel 32, to 100% based on the lubricating oil temperature inside the motor 101 being lower than a second preset temperature value. In one embodiment, the second preset temperature value is in the range of 20°C to 30°C.

[0113] In one embodiment, valve 60 is used to control the opening degree of the second opening 62 communicating with the second internal flow channel 32 to be less than 100% based on the lubricating oil temperature in the motor 101 being higher than a third preset temperature value. In one embodiment, the third preset temperature value is in the range of 50°C to 70°C.

[0114] In both embodiments described above, there is a mapping relationship between the temperature of the lubricating oil in the motor 101 and the operating temperature of the motor 101. When the temperature of the lubricating oil is between 20°C and 30°C, the operating efficiency of the motor 101 is relatively low. At this time, by increasing the opening of the second opening 62 of the valve 60, the heating rate of the lubricating oil can be increased, thereby reducing the impact of the low temperature of the lubricating oil on the operating efficiency of the motor 101.

[0115] When the lubricating oil temperature is between 50℃ and 70℃, the temperature of the motor 101 is higher than 50℃-70℃, resulting in relatively high operating efficiency for the motor 101. By reducing the opening of the second opening 62 of valve 60, the heating effect of the second coolant on the first coolant can be reduced. The first coolant exchanges heat with the lubricating oil in the heat exchanger 40, which can either heat or dissipate heat from the lubricating oil. By controlling the opening of the second opening 62 of valve 60, the temperature of the lubricating oil can be maintained to ensure that the motor 101 is in a relatively ideal operating state.

[0116] In one embodiment, valve 60 is used to close the second opening 62 communicating with the second internal flow channel 32 based on the temperature of motor 101.

[0117] In this embodiment, when the temperature of the motor 101 is high, the motor 101 may fail due to overheating caused by sudden changes in transient operating conditions. At this time, by closing the second opening 62 through valve 60, the heating of the first coolant by the second coolant is stopped. The temperature of the first coolant flowing from the first radiator 11 into the heat exchanger 40 is relatively low, thereby improving the heat dissipation effect of the first coolant on the lubricating oil, which is beneficial to reducing the overall temperature of the motor 101.

[0118] In one embodiment, valve 60 is used to close the second opening 62 communicating with the second internal flow channel 32 based on the temperature of motor 101 being higher than a fourth preset threshold. In another embodiment, the fourth preset temperature value is in the range of 130°C to 140°C.

[0119] In one embodiment, valve 60 is used to close a second opening 62 communicating with a second internal flow channel 32 based on a first coolant temperature in the first internal flow channel 31.

[0120] In this embodiment, when the temperature of the first coolant flowing from the motor coolant circuit 10 to the heat exchanger 40 is high, it can be inferred that the overall temperature of the motor 101 is relatively high. That is, the motor 101 may experience overheating failure due to sudden changes in transient operating conditions. At this time, by closing the second opening 62 through valve 60, the heating of the first coolant by the second coolant is stopped. The temperature of the first coolant flowing from the first radiator 11 into the heat exchanger 40 is relatively low, thereby improving the heat dissipation effect of the first coolant on the lubricating oil and helping to reduce the overall temperature of the motor 101.

[0121] In one embodiment, valve 60 is used to close the opening communicating with the second internal flow channel 32 based on the first coolant temperature in the first internal flow channel 31 being higher than a fifth preset threshold.

[0122] In one embodiment, the fifth preset temperature value is between 50°C and 60°C. In this implementation, there is a mapping relationship between the temperature of the first coolant in the first internal flow channel 31 and the temperature of the motor 101. When the temperature of the first coolant in the first internal flow channel 31 is between 50°C and 60°C, the temperature of the motor 101 is also higher than the fourth preset threshold. At this time, closing the second opening 62 by valve 60 can more quickly reduce the overall temperature of the motor 101.

[0123] In one embodiment, corresponding to the embodiment where the motor lubricating oil circuit 50 is also used to cool the generator 103, the valve 60 is also used to adjust the opening of the second opening 62, which is connected to the second internal flow channel 32, based on the temperature change of the lubricating oil in the generator 103.

[0124] Similar to the principles of the embodiments described above where valve 60 controls the opening of the second opening 62 based on the temperature of the lubricating oil inside the motor 101, during the operation of the range-extended powertrain 100 of this application, the lubricating oil in the motor lubricating oil circuit 50 is respectively supplied to the motor 101 and the generator 103. The heat generated by the generator 103 during operation will also change accordingly. By controlling the opening of the second opening 62 based on the temperature of the lubricating oil inside the generator 103, valve 60 can ensure the reliable operation of the motor 101 while also protecting the reliable operation of the generator 103, thereby improving the power generation efficiency of the range-extended powertrain 100 of this application.

[0125] Please refer to Figure 10, which shows a logic diagram of valve 60 control in a range-extended powertrain 100 provided in one embodiment of this application.

[0126] As shown in Figure 10, during the operation of the range-extended powertrain 100 of this application, when the temperature of the lubricating oil in the motor 101 is low, the valve 60 opens or closes the second opening 62 based on different operating conditions of the powertrain 100 and controls the opening degree of the second opening 62 to improve the working efficiency of the powertrain 100.

[0127] The powertrain 100 in Figure 10 is roughly divided into four stages: the engine 102 heating stage, the electric motor 101 heating stage, the electric motor 101 heat preservation stage, and the electric motor 101 overheating stage.

[0128] During the engine 102 warm-up phase, valve 60 controls the opening or closing of the second opening 62 based on the engine 102 temperature, thereby prioritizing the engine 102's operating efficiency. Specifically, valve 60 is used to open the second opening 62, which communicates with the second internal flow channel 32, based on the second coolant flowing out of the engine 102 having a temperature higher than a first preset temperature value.

[0129] During the heating phase of the motor 101, valve 60 controls the opening of the second opening 62 to 100% based on the temperature of the lubricating oil inside the motor 101. At this time, by enhancing the heating effect of the second coolant on the first coolant, the temperature of the lubricating oil inside the motor 101 is rapidly increased, thereby improving the operating efficiency of the motor 101. Specifically, valve 60 controls the opening of the second opening 62, which communicates with the second internal flow channel 32, to 100% based on the lubricating oil temperature inside the motor 101 being lower than a second preset temperature value.

[0130] During the heat preservation phase of the motor 101, valve 60 controls the opening of the second opening 62 to be less than 100% based on the temperature of the lubricating oil inside the motor 101 being higher than a third preset temperature value. Valve 60 also reduces the opening of the second opening 62 based on the temperature of the lubricating oil inside the motor 101 rising. At this time, the motor 101 is in a relatively ideal operating state, and the first coolant is used to exchange heat with the lubricating oil in the heat exchanger 40 to maintain the temperature of the lubricating oil. By controlling the opening of the second opening 62, valve 60 can control the temperature of the first coolant and maintain the temperature of the lubricating oil within a preset range through the first coolant, ensuring that the motor 101 continues to operate in an ideal state.

[0131] During the overheating phase of the motor 101, valve 60 closes the second opening 62 based on the temperature of the motor 101 or the temperature of the first coolant. At this time, the temperature of the motor 101 is relatively high. By stopping the heating of the first coolant by the second coolant, the temperature of the first coolant can be reduced, thereby indirectly reducing the temperature of the lubricating oil, improving the heat dissipation effect of the lubricating oil on the motor 101, causing the temperature of the motor 101 to drop rapidly and improving the working efficiency of the motor 101.

[0132] The valve 60 controls the second opening 62 based on different operating conditions of the powertrain 100, which can be achieved through the cooperation of a controller and sensors. In one embodiment, the range-extended powertrain 100 provided in this application includes a controller 70 and multiple sensors. The controller 70 is communicatively connected to the valve 60 and each sensor, and the controller 70 is used to receive detection signals from multiple sensors to control the second opening 62 of the valve 60 to communicate with the second internal flow channel 32.

[0133] In one embodiment, the controller 70 is the motor controller of the electric motor 101. It can be understood that the controller 70 for controlling the second opening 62 of the valve 60 and the motor controller of the electric motor 101 are fixed on the same circuit board. It can also be understood that the motor controller for controlling the electric motor 101 is also used to control the second opening 62 of the valve 60. Because the motor controller is usually integrated with the electric motor 101 in the same housing, integrating the controller 70 for controlling the valve 60 onto the motor controller can reduce the overall size of the powertrain 100 and provide reliable protection for the controller 70 of the valve 60.

[0134] In one embodiment, the motor coolant circuit 10 is also used to dissipate heat from the motor controller. The motor controller generates heat during the operation of the motor, and using the first coolant to dissipate heat from the motor controller ensures reliable operation of the motor. In one embodiment, the radiator of the motor controller is connected between the first radiator 11 and the first internal flow channel 31. Utilizing the waste heat from the motor controller and the engine to heat the first coolant sequentially can save energy consumption in the range-extended powertrain 100 of this application.

[0135] In one embodiment, the controller 70 can be the vehicle controller of the electric vehicle 200. That is, the controller 70 for controlling the second opening 62 of the valve 60 is fixed on the same circuit board as the vehicle controller of the electric vehicle 200. Alternatively, the vehicle controller of the electric vehicle 200 can also be used to control the second opening 62 of the valve 60. In some embodiments, the vehicle controller is also used to control the starting and stopping of the engine 102 and the generator 103.

[0136] In one embodiment, the vehicle controller, motor controller, and motor 101 are integrated into the same housing, which can further save the internal space of the electric vehicle 200 and provide reliable protection for the vehicle controller.

[0137] Please refer to Figure 11, which shows a schematic diagram of the liquid cooling system 105 in a range-extended powertrain 100 provided in one embodiment of this application.

[0138] In the range-extended powertrain 100 provided in this application, multiple sensors are used to directly or indirectly detect the temperature of different components. The controller 70 is used to receive the detection signals from each sensor to control the second opening 62 of the valve 60 and adjust the heat exchange between the second coolant in the engine coolant circuit 20 and the first coolant in the electric motor coolant circuit 10.

[0139] In one embodiment, the plurality of sensors includes a first sensor 81, which is used to detect the temperature of the second coolant flowing out of the engine 102. The controller 70 is used to receive the detection signal from the first sensor 81 and, in response to the detection signal from the first sensor 81 being higher than a first preset temperature value, to open the second opening 62 of the valve 60.

[0140] In one embodiment, the plurality of sensors includes a second sensor 82 for detecting the temperature of the lubricating oil within the motor 101. A controller 70 receives the detection signal from the second sensor 82 and, in response to the detection signal of the second sensor 82 being lower than a second preset temperature value, adjusts the opening of the second opening 62 to 100%. The controller 70 also adjusts the opening of the second opening 62 to below 100% in response to the detection signal of the second sensor 82 being higher than a third preset temperature value.

[0141] In one embodiment, the plurality of sensors includes a fourth sensor 84 for detecting the temperature of the motor 101. The controller 70 is configured to close the second opening 62 of the valve 60 in response to a detection signal from the fourth sensor 84 and in response to a detection signal from the fourth temperature sensor exceeding a fourth preset temperature value.

[0142] In one embodiment, the plurality of sensors includes a fifth sensor 85, which is used to detect the temperature of the coolant in the first internal flow channel 31. The controller 70 is used to receive the detection signal from the fourth sensor 84 and close the second opening 62 of the valve 60 in response to the detection signal from the fifth temperature sensor being higher than a fifth preset temperature value.

[0143] Of course, the above-described embodiments can be applied individually or in combination. The above description is the preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications are also considered to be within the scope of protection of this application.

Claims

1. A range-extended powertrain, characterized in that, The powertrain includes an electric motor, an engine, and a liquid cooling system. The liquid cooling system includes an electric motor coolant circuit, an engine coolant circuit, and a heat exchange plate. The electric motor coolant circuit exchanges heat with the lubricating oil inside the electric motor via a heat exchanger. The engine coolant circuit supplies coolant to the engine. The heat exchange plate includes two independent internal flow channels, wherein: One of the internal flow channels of the heat exchange plate is used to receive coolant flowing out of the radiator of the motor coolant circuit and to supply coolant to the heat exchanger. Another internal flow channel of the heat exchange plate is used to receive coolant flowing out of the engine through a valve and to supply coolant to the radiator in the engine coolant circuit.

2. The powertrain according to claim 1, characterized in that, The engine coolant circuit includes a parallel flow path, which is used to connect in parallel with the other internal flow path.

3. The powertrain according to claim 2, characterized in that, The cross-sectional area of ​​one of the parallel flow channels is greater than the cross-sectional area of ​​the other internal flow channel.

4. The powertrain according to claim 2 or 3, characterized in that, The valve includes a first opening, a second opening, and a third opening. The first opening is used to connect to the coolant outlet of the engine, and the second and third openings are used to connect to the other internal flow channel and the parallel flow channel, respectively.

5. The powertrain according to claim 2 or 3, characterized in that, The valve and the other internal flow channel are used together to connect in parallel with the parallel flow channel.

6. The powertrain according to any one of claims 1-5, characterized in that, The valve is used to open or close an opening communicating with the other internal flow channel based on the temperature of the coolant flowing from the engine.

7. The powertrain according to any one of claims 1-6, characterized in that, The valve is used to adjust the opening of the opening communicating with the other internal flow channel based on the temperature change of the lubricating oil in the motor.

8. The powertrain according to claim 7, characterized in that, The valve is used to reduce the opening of the opening communicating with the other internal flow channel based on the increase in the temperature of the lubricating oil inside the electric motor.

9. The powertrain according to any one of claims 1-8, characterized in that, One valve is used to close the opening communicating with the other internal flow channel based on the temperature of the motor or the temperature of the coolant in one internal flow channel.

10. The powertrain according to any one of claims 1-9, characterized in that, The powertrain includes a controller and multiple sensors, the controller being used to receive detection signals from the multiple sensors to control the opening of the valve communicating with the other internal flow channel.

11. The powertrain according to any one of claims 1-10, characterized in that, The coolant system includes an electric motor lubrication oil circuit for receiving lubricating oil flowing out of the heat exchanger and for supplying lubricating oil to the stator of the electric motor.

12. The powertrain according to claim 11, characterized in that, The powertrain includes a reducer for receiving the drive of the electric motor and for outputting power, and the electric motor lubrication circuit is also used to supply lubricating oil to the gear set of the reducer.

13. The powertrain according to claim 11 or 12, characterized in that, The powertrain includes a generator for receiving drive from the engine and for supplying power to the battery or the electric motor, and the electric motor lubrication circuit is also used to supply lubricating oil to the generator.

14. The powertrain according to claim 13, characterized in that, The valve is used to adjust the opening of the opening communicating with the other internal flow channel based on the temperature change of the lubricating oil in the generator.

15. An electric vehicle, characterized in that, The electric vehicle includes wheels, a power battery, and a powertrain as described in any one of claims 1-14, wherein an electric motor of the powertrain is used to drive the wheels to rotate, and an engine of the powertrain is used to supply power to the power battery or the electric motor.

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