All-in-one powertrain and electric vehicle

Abstract

An all-in-one powertrain and an electric vehicle. An integrated housing of the powertrain comprises an alternating current input port mounting hole, a three-phase copper bar mounting hole and a direct current bus mounting hole which are configured to run through the outer wall of the integrated housing and the slot wall of an electrical control slot; the alternating current input port mounting hole is located on the side of the integrated housing perpendicular to the axial direction of the powertrain and is configured to secure a charging connector of an on-board charger; the three-phase copper bar mounting hole is configured to be located on the same axial side of the integrated housing as a motor end cover, and is configured to secure a connector between a motor controller and a drive motor; and the direct current bus mounting hole is configured to be located on the same axial side of the integrated housing as a reducer end cover, and is configured to secure a connector between at least one of the motor controller and the on-board charger and a power battery of the electric vehicle. The powertrain has a high level of integration and a small size, thereby facilitating simplification of the wiring layout of the powertrain, facilitating flexible arrangement of the powertrain in the vehicle, and improving the overall performance of the electric vehicle.

Description

All-in-one powertrain and electric vehicles

[0001] This application claims priority to Chinese Patent Application No. 202411978751.0, filed on December 27, 2024, entitled "All-in-One Powertrain and Electric Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

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

[0003] Electric vehicles use a powertrain as their power source, which converts electrical energy from batteries into mechanical energy to propel the vehicle forward and also charges and discharges the batteries. Currently, the powertrain includes multiple components such as the drive motor, reducer, motor controller, and on-board charger, resulting in a large size and complex wiring. To improve the overall performance of electric vehicles, existing powertrains require integrated design that comprehensively considers various design requirements, including miniaturization, power density, reliability, heat dissipation, and power performance. However, current multi-integrated powertrain solutions still suffer from low integration levels and large size, making them difficult to accommodate the space requirements of front-wheel drive layouts in vehicles. Summary of the Invention

[0004] This application provides an all-in-one powertrain with high integration and small size, which is conducive to simplifying the wiring layout of the powertrain, miniaturizing the powertrain, facilitating the flexible placement of the powertrain in the vehicle, and improving the overall performance of the electric vehicle.

[0005] In a first aspect, this application provides an all-in-one powertrain, comprising an integrated housing, a motor end cover, a reducer end cover, and an electronic control housing cover. The motor end cover and the reducer end cover are located at opposite axial ends of the integrated housing. The motor end cover, together with a motor slot in the integrated housing, encloses a drive motor. The reducer end cover, together with a reducer slot in the integrated housing, encloses a reducer. The electronic control housing cover is located on a radial side of the integrated housing and, together with an electronic control slot in the integrated housing, encloses electrical components for a motor controller and an on-board charger. The integrated housing includes an AC input port mounting hole, a three-phase copper busbar mounting hole, and a DC busbar mounting hole. The AC input port mounting hole, the DC bus mounting hole, and the three-phase copper bus mounting hole are all used to penetrate the outer wall of the integrated housing and the wall of the electrical control slot. The AC input port mounting hole is located on the side of the integrated housing perpendicular to the powertrain axis and is used to fix the charging connector of the vehicle charger. The three-phase copper bus mounting hole is located on the same side of the integrated housing as the motor end cover and is used to fix the connector of the motor controller and the drive motor. The DC bus mounting hole is located on the same side of the integrated housing as the reducer end cover and is used to fix the connector of at least one of the motor controller and the vehicle charger to the power battery of the electric vehicle.

[0006] This application provides an all-in-one powertrain where the drive motor, reducer, motor controller, and on-board charger are all mounted in different slots within a single integrated housing, improving the overall integration of the powertrain. The electrical control slot houses the electrical components of the motor controller and on-board charger. AC input port mounting holes, DC bus mounting holes, and three-phase copper busbar mounting holes are all located on the slot wall. Multiple external functional devices are connected via connectors fixed to the slot wall, achieving integration and functional fusion of the motor controller, on-board charger, and other structures within the powertrain. The layout of the multiple mounting holes, in conjunction with the structural layout within the electrical control slot and with the layout of other powertrain structures, results in a high degree of integration and a small size for the powertrain. This simplifies wiring, promotes miniaturization, facilitates flexible placement of the powertrain within the vehicle, and enhances the overall performance of the electric vehicle.

[0007] In one embodiment, the integrated housing includes a DC output port mounting hole, which is located on the same side of the integrated housing as the AC input port mounting hole, penetrates the outer wall of the integrated housing and the inner wall of the electronic control slot, and is used to fix a DC converter and a connector to the electric vehicle battery.

[0008] In this embodiment, a connector for the DC converter and the electric vehicle battery is fixed inside the DC output port mounting hole, and a charging connector for the vehicle charger is fixed inside the AC input port mounting hole. The DC output port mounting hole and the AC input port mounting hole are arranged on the same side to match the structure of the circuit board in the vehicle charger, so that AC input and DC output can be performed on one side of the circuit board of the vehicle charger.

[0009] In one embodiment, the number of DC output port mounting holes is at least two, and the at least two DC output port mounting holes are arranged at intervals along the axial direction of the powertrain. Each DC output port mounting hole is used to fix the connection between the DC converter and the electric vehicle battery.

[0010] In this embodiment, the provision of at least two DC output port mounting holes increases redundancy and ensures the reliability of the electrical system operation. When the connection between the DC converter and the electric vehicle battery fixed in one of the DC output port mounting holes fails or requires maintenance, the connection can be quickly switched to the connection between the DC converter and the electric vehicle battery fixed in the other DC output port mounting hole, ensuring the reliability of the connection between the DC converter and the electric vehicle battery.

[0011] In one embodiment, the integrated housing includes a power distribution interface mounting hole, which is located on the same side of the integrated housing as the DC bus mounting hole, penetrates the outer wall of the integrated housing and the inner wall of the electrical control slot, and is used to fix the output interface of a power distribution box.

[0012] In this embodiment, the output interface of the power distribution box is fixed inside the power distribution interface mounting hole, and at least one of the motor controller and on-board charger, which are connected to the power battery of the electric vehicle, is fixed inside the DC bus mounting hole. The power distribution interface mounting hole and the DC bus mounting hole are arranged on the same side to match the design of the power distribution box, on-board charger, and motor controller in the electrical control slot, achieving close assembly and reducing unnecessary wiring.

[0013] In one embodiment, the integrated housing includes a vehicle charger signal port mounting hole and a motor controller signal port mounting hole. The vehicle charger signal port mounting hole and the motor controller signal port mounting hole are respectively located at both axial ends of the integrated housing or at one axial end of the integrated housing and one side perpendicular to the powertrain axis. Both are used to penetrate the outer wall of the integrated housing and the groove wall of the electronic control slot. The vehicle charger signal port mounting hole is used to fix the signal port of the vehicle charger, and the motor controller signal port mounting hole is used to fix the signal port of the motor controller.

[0014] In this embodiment, the on-board charger signal port mounting hole secures the signal port of the on-board charger, and the motor controller signal port mounting hole secures the signal port of the motor controller. One on-board charger signal port mounting hole and one motor controller signal port mounting hole are located at opposite ends of an integrated housing, or at one end of an integrated housing and one side perpendicular to the powertrain axis. The on-board charger signal port mounting hole and the motor controller signal port mounting hole are positioned on opposite sides to prevent electromagnetic interference between the on-board charger signal port and the motor controller signal port, ensuring the stability and accuracy of signal transmission between the on-board charger and the motor controller.

[0015] In one embodiment, the on-board charger signal port mounting hole is located on the same side of the integrated housing as the AC input port mounting hole, and the motor controller signal port is located on the same side of the integrated housing along the axial direction of the powertrain as the motor end cover, and on the same side of the reducer slot perpendicular to the axial direction of the powertrain as the electronic control housing cover.

[0016] In this embodiment, the mounting holes for the signal port and the AC input port of the vehicle charger are located on the same side to match the structure of the circuit board in the vehicle charger, enabling close assembly and reducing unnecessary wiring design.

[0017] In this embodiment, the motor controller is located within the overlapping space of the motor slot and the electrical control slot in the height direction. The signal port of the motor controller is located on the same side of the integrated housing along the axial direction of the powertrain, as the motor end cover is located. This co-location of the motor controller's signal port and the motor end cover facilitates close assembly with the drive motor. The signal port of the motor controller is also located on the same side of the reducer slot along the direction perpendicular to the axial direction of the powertrain, as the electrical control housing cover is located between the reducer slot and the electrical control housing cover. This location accommodates the arrangement of the integrated motor controller and the on-board charger's electrical components, and also matches the placement of other ports outside the powertrain.

[0018] In one embodiment, the outer wall of the integrated housing includes a protrusion located at one axial end of the integrated housing along with one of the mounting holes for the vehicle charger signal port and the motor controller signal port, forming a receiving cavity with the outer wall of the integrated housing. One of the mounting holes for the vehicle charger signal port and the motor controller signal port extends through the inner wall of the receiving cavity and the inner wall of the electrical control slot. The receiving cavity is used to accommodate one of the signal ports of the vehicle charger and the motor controller.

[0019] In this embodiment, one of the signal ports of the vehicle charger and the motor controller is fixed within the mounting hole of the motor controller signal port and partially protrudes from the outer wall of the integrated housing. The portion of the protruding portion of the vehicle charger signal port and the motor controller signal port is located within a receiving cavity. This cavity protects one of the vehicle charger signal ports and the motor controller signal port, preventing the protruding portion from colliding with other structures and affecting the reliability of the port connection when the powertrain is mounted on the vehicle.

[0020] In one embodiment, the integrated housing includes two oil ports and one oil passage. The oil passage is used to supply cooling oil to the drive shaft of the powertrain. The two oil ports are respectively used to connect to both ends of the oil passage, and to be located on the same side of the reducer slot as the electronic control slot and the reducer slot as the electronic control slot. The two oil ports are respectively used to connect to two other oil ports of a heat exchanger, and the other two oil ports are respectively used to connect to both ends of another oil passage within the heat exchanger.

[0021] In this embodiment, the two oil ports and the electrical control slot are located on the same side of the reducer slot, and the reducer slot is located on the same side of the electrical control slot, so that the heat exchanger does not occupy the height of the powertrain along the Z direction, which helps to reduce the volume of the powertrain and facilitates the installation of the powertrain in the electric vehicle.

[0022] In this embodiment, the two oil ports of the integrated housing are respectively connected to the other two oil ports of the heat exchanger. The other two oil ports of the heat exchanger are located at both ends of another oil passage in the heat exchanger. After flowing through one oil passage of the integrated housing, the cooling oil absorbs heat from the internal structure of the integrated housing, and its temperature increases. The high-temperature cooling oil flowing out of the integrated housing flows into the other oil passage of the heat exchanger, and then flows out of the heat exchanger. The high-temperature cooling oil exchanges heat with the heat exchanger inside the heat exchanger, and its temperature decreases. The cooled cooling oil flows back into the integrated housing to continue cooling, heat dissipation, and lubrication of the internal structure of the integrated housing.

[0023] In one embodiment, the heat exchanger is used to connect one end of a heat exchange tube, a portion of the heat exchange tube is located on the same side of the integrated housing as the reducer end cover and on the same side of the DC bus mounting hole perpendicular to the powertrain axis as the reducer end cover. The integrated housing includes a water outlet, which is located on opposite sides of the electrical control slot perpendicular to the powertrain axis and is used to connect to the other end of the heat exchange tube.

[0024] In this embodiment, a portion of the heat exchange tube and the reducer end cover are located on the same side of the integrated housing in the axial direction. Both the heat exchange tube and the reducer end cover are located on the same side of the DC bus mounting hole, perpendicular to the powertrain axial direction. The heat exchange tube is installed outside and lower than the DC bus mounting hole to prevent interference with the wiring exiting the DC bus mounting hole.

[0025] In this embodiment, coolant flows through the heat exchange tube, and a heat exchanger is connected to one end of the heat exchange tube to receive the coolant. The integrated housing includes an outlet for connecting to the other end of the heat exchange tube. Coolant flows out from the outlet of the integrated housing into the heat exchange tube and then into the heat exchanger. In one embodiment, the coolant in the heat exchange tube exchanges heat with the heat exchanger, reducing its temperature.

[0026] In one embodiment, the motor controller includes a circuit board and a water channel plate, the circuit board and the water channel plate being stacked along the thickness direction of the circuit board, the water channel plate including a water channel, one end of the water channel being connected to a water outlet.

[0027] In this embodiment, the channels within the water channel plate are used to circulate coolant, which dissipates heat from the circuit board and its components. The circuit board and water channel plate are stacked along the thickness direction of the circuit board, which facilitates the miniaturization of the motor controller. Furthermore, the water channel plate provides a larger heat dissipation area for the circuit board, resulting in better heat dissipation.

[0028] In this embodiment, the water channel plate is connected to the water outlet through an inlet within the integrated housing. Coolant within the water channel is output from the water outlet. After dissipating heat from the circuit board and its components, the coolant exits from the water outlet and enters the heat exchange tubes, flowing through one end of the tubes into the heat exchanger. The heat exchanger receives the coolant, which exchanges heat with the cooling oil within the heat exchanger, carrying away heat from the hotter cooling oil and thus cooling the entire powertrain.

[0029] In one embodiment, the integrated housing includes a fine filter mounting hole and a through hole. The through hole is used to pass through a drive shaft of the reducer. The fine filter mounting hole is used to be located on both axial sides of the integrated housing and on both radial sides of the through hole with the reducer end cover and the electronic control housing cover, and is used to fix a fine filter.

[0030] In this embodiment, the fine filter mounting hole and the reducer end cover are located on the axial sides of the integrated housing, with the fine filter mounting hole located on the side of the reducer slot away from the reducer end cover. The fine filter mounting hole and the electronic control housing cover are located on the radial sides of a through hole, and both the through hole and the fine filter mounting hole are located on the radial side of the electronic control slot. Utilizing the space on the radial side of the electronic control slot to arrange a through hole and a fine filter mounting hole is beneficial for improving the space utilization of the powertrain. The fine filter mounting hole is used to fix the fine filter, which is used to filter impurities from the cooling oil.

[0031] In one embodiment, the integrated housing includes an oil pump mounting hole, which is located on the same axial side of the integrated housing as the fine filter mounting hole and on the radial side of the through hole as the electronic control housing cover, for mounting an oil pump.

[0032] In this embodiment, both the oil pump mounting hole and the fine filter mounting hole are located on the same axial side of the integrated housing as the reducer slot. Utilizing the space between the reducer slot and the reducer end cover to house the oil pump mounting hole and the fine filter mounting hole improves the space utilization of the powertrain. The oil pump mounting hole and the electronic control housing cover are located on opposite radial sides of a through hole. Both the through hole and the oil pump mounting hole are located on one radial side of the electronic control slot. Utilizing the space on one radial side of the electronic control slot to arrange the through hole and the oil pump mounting hole further improves the space utilization of the powertrain. The oil pump mounting hole is used to install the oil pump, which drives the cooling oil to flow between the drive motor and the reducer.

[0033] In one embodiment, the integrated housing includes at least one half-shaft mounting hole, the half-shaft mounting hole being located on the same axial side of the integrated housing as the fine filter mounting hole, for fixing the frame of the electric vehicle.

[0034] In this embodiment, at least one half-shaft mounting hole is used to connect the reducer to the frame of the electric vehicle, thereby mounting the powertrain on the frame of the electric vehicle. At least one half-shaft mounting hole and the fine filter mounting hole are located on the same axial side of the integrated housing, and both are located on the radial side of the electronic control slot. Utilizing the space on the radial side of the electronic control slot to arrange at least one half-shaft mounting hole improves the space utilization of the powertrain.

[0035] In one embodiment, the motor end cover includes another through hole and at least one motor end cover suspension hole. The other through hole is used to pass through the motor end cover along the axial direction of the drive motor and to pass through a half shaft. The at least one motor end cover suspension hole is used to pass through the motor end cover along the axial direction of the drive motor. The other through hole is located on both sides of the integrated housing in a direction perpendicular to the axial direction of the powertrain and is used to fix the frame of the electric vehicle.

[0036] In this embodiment, at least one motor end cap mounting hole and another through hole jointly fix and support the half shaft, and the other through hole is fixedly connected to the half shaft to fix and support the half shaft. At least one motor end cap mounting hole is used to connect the motor end cap to the frame of the electric vehicle, thereby mounting the powertrain on the frame of the electric vehicle to fix and support the half shaft.

[0037] Secondly, this application provides an electric vehicle, including a frame, a power battery, and a powertrain as described in any of the above embodiments. The frame is used to fix the power battery and the powertrain. The drive motor of the powertrain is used to receive power from the power battery through a motor controller to drive the wheels. The electric vehicle provided by this application includes an all-in-one powertrain with high integration, which helps to reduce the size of the powertrain. When applied to electric vehicles, it facilitates the flexible arrangement of the powertrain in the vehicle and improves the overall performance of the electric vehicle. Attached Figure Description

[0038] Figure 1 is a schematic diagram of an electric vehicle provided in an embodiment of this application;

[0039] Figure 2 is a schematic diagram of the powertrain provided in an embodiment of this application;

[0040] Figure 3 is another schematic diagram of the powertrain provided in the embodiment of this application;

[0041] Figure 4 is an exploded view of the powertrain provided in an embodiment of this application;

[0042] Figure 5 is a schematic diagram of the integrated housing provided in an embodiment of this application;

[0043] Figure 6 is another schematic diagram of the integrated housing provided in the embodiment of this application;

[0044] Figure 7 is a schematic diagram showing the relationship between the on-board charger, power battery, motor controller and drive motor provided in the embodiment of this application;

[0045] Figure 8 is another schematic diagram of the powertrain provided in the embodiment of this application;

[0046] Figure 9 is another exploded view of the powertrain provided in the embodiment of this application;

[0047] Figure 10 is another exploded view of the powertrain provided in the embodiment of this application;

[0048] Figure 11 is another schematic diagram of the powertrain provided in an embodiment of this application;

[0049] Figure 12 is a schematic diagram showing the relationship between the circuit board and the water channel board provided in the embodiment of this application;

[0050] Figure 13 is another exploded view of the powertrain provided in the embodiment of this application. Detailed Implementation

[0051] The embodiments of this application are described below with reference to the accompanying drawings.

[0052] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0053] Electric vehicles use a powertrain as their power source. The powertrain is the core system of an electric vehicle, converting electrical energy from the battery into mechanical energy to propel the vehicle forward and also charging and discharging the battery. Currently, the powertrain includes multiple components such as the drive motor, reducer, motor controller, and on-board charger, resulting in a large size and complex wiring. To improve the overall performance of electric vehicles, existing powertrains require integrated design, comprehensively considering various design requirements such as miniaturization, power density, reliability, heat dissipation, and power performance. However, current multi-integrated powertrain solutions still suffer from low integration levels and large size, making them difficult to accommodate the space requirements of front-wheel drive layouts in vehicles.

[0054] To address the aforementioned issues, this application provides an all-in-one powertrain, comprising an integrated housing, a motor end cover, a reducer end cover, and an electronic control housing cover. The motor end cover and the reducer end cover are located at opposite axial ends of the integrated housing. The motor end cover encloses a drive motor within a motor slot of the integrated housing, and the reducer end cover encloses a reducer within a reducer slot of the integrated housing. The electronic control housing cover is located on one radial side of the integrated housing and encloses electrical components of a motor controller and an on-board charger within an electronic control slot of the integrated housing.

[0055] The integrated housing includes an AC input port mounting hole, a three-phase copper bus mounting hole, and a DC bus mounting hole. These holes penetrate the outer wall of the integrated housing and the wall of the electrical control slot. The AC input port mounting hole, located on the side of the integrated housing perpendicular to the powertrain axis, is used to fix the charging connector of the on-board charger. The three-phase copper bus mounting hole, located on the same side of the integrated housing as a motor end cover, is used to fix the connector between the motor controller and the drive motor. The DC bus mounting hole, located on the same side of the integrated housing as a reducer end cover, is used to fix the connector between at least one of the motor controller and the on-board charger and the power battery of the electric vehicle. The all-in-one powertrain provided in this application has a high degree of integration, which helps reduce the size of the powertrain. When applied to electric vehicles, it facilitates flexible arrangement of the powertrain within the vehicle, improving the overall performance of the electric vehicle.

[0056] This application provides an electric vehicle, which includes a two-wheeled, three-wheeled, or four-wheeled vehicle. In this application embodiment, the electric vehicle 1 includes a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), and a range-extended battery vehicle (REEV).

[0057] As shown in Figures 1 and 2, Figure 1 is a schematic diagram of an electric vehicle provided in an embodiment of this application, and Figure 2 is a schematic diagram of a powertrain provided in an embodiment of this application. The electric vehicle 1 includes a powertrain 10, a frame 20, and a power battery 30. The frame 20 is used to fix the power battery 30 and the powertrain 10. The frame 20 serves as the structural skeleton of the electric vehicle 1, supporting and fixing the powertrain 10 and the power battery 30, and bearing the loads from the internal and external environments of the vehicle system. The drive motor 100 of the powertrain 10 receives power from the power battery 30 via a motor controller 300 to drive the wheels 40. The motor controller 300 converts the received DC power from the power battery 30 into AC power to control the rotation of the drive motor 100, which in turn drives the wheels 40. In one embodiment, the drive motor 100 of the powertrain 10 drives either the two front wheels 40 or the two rear wheels 40 of the electric vehicle 1.

[0058] This application provides a powertrain. As shown in FIG2, the powertrain 10 includes a drive motor 100, a reducer 200, and a motor controller 300. The motor controller 300 receives power from the power battery 30, converts direct current (DC) into alternating current (AC) and transmits it to the drive motor 100. The drive motor 100 converts electrical energy into mechanical energy and is connected to the reducer 200 for transmission. The drive motor 100 drives the wheels 40 of the electric vehicle 1 to rotate via the reducer 200.

[0059] In one embodiment, the reducer 200 includes a single-speed reducer, a two-speed reducer, or a gearbox. In another embodiment, the reducer 200 includes an input shaft 210, an intermediate shaft 220, and an output shaft 230. As shown in FIG2, the reducer 200 includes an input shaft 210, an intermediate shaft 220, and an output shaft 230. The input shaft 210 is used to drive the drive motor 100 and the intermediate shaft 220; the intermediate shaft 220 is used to drive the output shaft 230; and the output shaft 230 is used to drive the wheels 40. In one embodiment, the reducer 200 drives two wheels 40 respectively via two half-shafts 50.

[0060] This application provides a powertrain, as shown in Figures 3 and 4. Figure 3 is another schematic diagram of the powertrain provided in this application embodiment, and Figure 4 is an exploded schematic diagram of the powertrain provided in this application embodiment. Referring to Figures 3 and 4, the powertrain 10 includes an integrated housing 110, a motor end cover 120, a reducer end cover 130, and an electronic control housing cover 140. The integrated housing 110 includes a motor slot 121, a reducer slot 131, and an electronic control slot 141. The motor slot 121 and the reducer slot 131 are located on opposite axial sides of the integrated housing 110, with the slot openings of the motor slot 121 and the reducer slot 131 facing away from each other along the axial direction of the integrated housing 110. The motor end cover 120 and the reducer end cover 130 are located at opposite axial ends of the integrated housing 110, and the integrated housing 110 is arranged between the motor end cover 120 and the reducer end cover 130.

[0061] For ease of description, in the accompanying drawings of this application, the axial direction of the integrated housing 110 is defined as the X direction or a direction parallel to the X direction, the motor slot 121 is defined as being located at one end of the integrated housing 110 in the opposite X direction, and the reducer slot 131 is defined as being located at one end of the integrated housing 110 in the positive X direction, and the same applies below.

[0062] The electrical control slot 141 is located on the radial side of the integrated housing 110. In this embodiment, "the electrical control slot 141 is located on the radial side of the integrated housing 110" means that the electrical control slot 141 is located on the Z-direction side of the integrated housing, with the slot opening facing the positive Z-direction. The electrical control housing cover 140 is located on the radial side of the integrated housing 110 and is used to enclose the electrical components 401 of the motor controller 300 and the on-board charger 400 together with the electrical control slot 141 of the integrated housing 110. "The electrical control housing cover 140 is located on the radial side of the integrated housing 110" means that the electrical control housing cover 140 is located on the positive Z-direction side of the integrated housing 110. The electrical components 401 include circuit boards, capacitors, and transformers, etc. The electrical components 401 of the motor controller 300 and the vehicle charger 400 are located on the side of the electrical control housing 140 facing the electrical control slot 141. When the electrical control housing 140 covers the slot of the electrical control slot 141, the electrical components 401 of the motor controller 300 and the vehicle charger 400 are housed in the electrical control slot 141, which facilitates the installation of the motor controller 300 and the vehicle charger 400 into the electrical control slot 141 of the integrated housing 110.

[0063] In an embodiment of the present application, the motor slot 121 and the reducer slot 131 are located on both sides of the integrated housing 110 in the axial direction, and the electronic control slot 141 is located on one side of the integrated housing 110 in the positive Z direction. A part of the outer wall surface of the motor slot 121 is the inner wall surface of a part of the electronic control slot 141. There is structural reuse between the motor slot 121 and the electronic control slot 141, and there is partial overlap in the occupied space of the electronic control slot 141 and the motor slot 121 in the Z direction, which is beneficial to reducing the height of the power assembly 10 in the Z direction. The electronic control slot 141, the motor slot 121, and the reducer slot 131 are arranged in a structure similar to a "pin" shape, with a more compact structure, preventing the overall size of the power assembly 10 from increasing.

[0064] In an embodiment of the present application, the drive motor 100, the reducer 200, and the motor controller 300 are respectively accommodated in three spaces enclosed by a housing. The housing is an integrated housing 110, which is beneficial to reducing the volume of the power assembly 10 and making the arrangement of structures such as the drive motor 100, the reducer 200, and the motor controller 300 in the power assembly 10 more concentrated.

[0065] In an embodiment of the present application, the motor controller 300 is used to receive the direct current delivered by the power battery 30 and convert the direct current into alternating current and deliver it to the drive motor 100. In one embodiment, the motor controller 300 is further integrated with a vehicle controller module. The vehicle controller module is used to coordinate and manage various systems of the vehicle, such as being responsible for the normal driving of the vehicle, braking energy feedback, the energy pipelines, network pipelines, fault diagnosis and handling of the vehicle drive system and the power battery 30, and the vehicle status monitoring, etc. The on-vehicle charger 400 is used to charge the power battery 30. The on-vehicle charger 400 converts the alternating current of the power grid into direct current and transmits it to the power battery 30 for charging. In one embodiment, a DC converter is further integrated in the on-vehicle charger 400. The DC converter is used to convert high-voltage direct current into low-voltage direct current to supply power to low-voltage electrical systems in the electric vehicle 1, such as lights, instrument panels, or air conditioners.

[0066] Referring to FIGS. 5 and 6, FIG. 5 is a schematic diagram of the integrated housing provided by an embodiment of the present application, and FIG. 6 is another schematic diagram of the integrated housing provided by an embodiment of the present application. The integrated housing 110 includes an AC input port mounting hole 111, a three-phase copper bar mounting hole 112, and a DC bus mounting hole 113. The AC input port mounting hole 111, the DC bus mounting hole 113, and the three-phase copper bar mounting hole 112 are all used to penetrate the outer wall 1101 of the integrated housing 110 and the wall 1411 of the electronic control slot 141.

[0067] Referring to Figures 5, 7, and 8, Figure 7 is a schematic diagram showing the relationship between the on-board charger, power battery, motor controller, and drive motor provided in an embodiment of this application, and Figure 8 is another schematic diagram of the powertrain provided in an embodiment of this application. An AC input port mounting hole 111 is located on one side of the integrated housing 110 perpendicular to the axial direction of the powertrain 10, and is used to fix the charging connector 402 of the on-board charger 400. The charging connector 402 of the on-board charger 400 is used to connect to an AC charging pile; for example, the charging connector 402 of the on-board charger 400 is at least one of a cable, plug, or socket. In one embodiment, the AC charging pile is a device independent of the electric vehicle 1, and the AC charging pile provides AC power.

[0068] In this embodiment, the direction perpendicular to the axial direction of the powertrain 10 in the integrated housing 110 is defined as the Y direction. The AC input port mounting hole 111 is located on the side of the integrated housing 110 perpendicular to the axial direction of the powertrain 10, meaning the AC input port mounting hole 111 is located on the Y-direction side of the integrated housing 110. The AC input port mounting hole 111 penetrates along the Y direction through the outer wall 1101 of the integrated housing and the groove wall 1411 of the electrical control groove 141.

[0069] Referring to Figures 6, 7, and 8, the three-phase copper busbar mounting hole 112 is located on the same axial side of the integrated housing 110 as the motor end cover 120, and is used to fix the connector 101 of the motor controller 300 and the drive motor 100. The connector 101 of the motor controller 300 and the drive motor 100 transmits the AC power in the motor controller 300 to the motor windings of the drive motor to drive the drive motor 100. In one embodiment, the connector 101 that fixes the motor controller 300 and the drive motor 100 is a three-phase copper busbar assembly.

[0070] In this embodiment, the three-phase copper busbar mounting hole 112 penetrates the outer wall 1101 of the integrated housing 110 and the groove wall 1411 of the electrical control groove 141 along the axial direction of the integrated housing 110. The connector 101 of the motor controller 300 and the drive motor 100 is fixed in the three-phase copper busbar mounting hole 112. The three-phase copper busbar mounting hole 112 and the motor end cover 120 are located on the same side of the axial direction of the integrated housing 110. The fact that the three-phase copper busbar mounting hole 112 and the motor end cover 120 are located on the same side helps to simplify the wiring from the connector 101 of the motor controller 300 and the drive motor 100 to the drive motor 100 and optimize the space utilization of the integrated housing 110.

[0071] Referring to Figures 5, 7, and 8, the DC bus mounting hole 113 is located on the same axial side of the integrated housing 110 as the reducer end cover 130, and is used to fix at least one of the motor controller 300 and the on-board charger 400 to the power battery 30 of the electric vehicle 1, ensuring that the connection 301 of at least one of the motor controller 300 and the on-board charger 400 to the power battery 30 of the electric vehicle 1 is stably installed on the integrated housing 110 through the DC bus mounting hole 113.

[0072] In this embodiment, the DC bus mounting hole 113 penetrates the outer wall 1101 of the integrated housing 110 and the groove wall 1411 of the electrical control groove 141 along the axial direction of the integrated housing 110. At least one of the motor controller 300 and the on-board charger 400 is fixed within the DC bus mounting hole 113, along with a connector 301 for the power battery 30 of the electric vehicle 1. The DC bus mounting hole 113 and the reducer end cover 130 are located on the same axial side of the integrated housing 110, and their co-location on the same side allows for better matching with the arrangement of the motor controller 300 and the on-board charger 400 within the electrical control groove 141.

[0073] In this embodiment, the connector 301 used to fix at least one of the motor controller 300 and the on-board charger 400 to the power battery 30 of the electric vehicle 1 is a DC bus. Exemplarily, in this embodiment, the DC bus includes a positive DC bus and a negative DC bus. The positive and negative DC buses are respectively connected to the positive and negative terminals of the power battery 30. The positive and negative DC buses can be bundled together to save space and facilitate organization. In some other embodiments, the positive and negative DC buses can be integrated into a single unit to improve assembly efficiency.

[0074] In one embodiment, the DC bus mounting hole 113 is used to fix the connector 301 between the motor controller 300 and the power battery 30 of the electric vehicle 1. One end of the DC bus is connected to the motor controller 300, and the other end is connected to the power battery 30. The current output from the power battery 30 is transmitted to the motor controller 300 through the DC bus. The motor controller 300 converts the DC power from the power battery 30 transmitted through the DC bus into AC power and transmits it to the drive motor 100 to control the rotor rotation of the drive motor 100. In one embodiment, when the drive motor 100 converts mechanical energy into electrical energy and transmits it to the motor controller 300, the motor controller 300 then converts the AC power from the drive motor 100 back into DC power and transmits it to the power battery 30 through the DC bus to charge the power battery 30.

[0075] In one embodiment, the DC bus mounting hole 113 is used to secure the connector 301 between the on-board charger 400 and the power battery 30 of the electric vehicle 1. One end of the DC bus is connected to the on-board charger 400, and the other end is connected to the power battery 30. The on-board charger 400 converts AC power to DC power and transmits it to the power battery 30 for charging via the DC bus.

[0076] In one embodiment, the DC bus mounting hole 113 is used to fix the connector 301 between the motor controller 300 and the power battery 30 of the electric vehicle 1. The DC bus mounting hole 113 is also used to fix the connector 301 between the on-board charger 400 and the power battery 30 of the electric vehicle 1.

[0077] In one embodiment, the on-board charger 400 is connected to an AC charging pile via its charging connector 402. The on-board charger 400 converts AC power into DC power, which is then used to charge the power battery 30 via its connector 301. Furthermore, after converting AC power to DC power, the on-board charger 400 is connected to the motor controller 300 via a DC bus, transmitting the DC power to the motor controller 300. The motor controller 300 converts the DC power back to AC power and transmits it to the motor windings of the drive motor 100 via its connector 101, thereby driving the rotor and motor shaft of the drive motor 100 to rotate. The motor shaft then transmits kinetic energy to the reducer 200, which in turn transmits power to the wheels 40, driving the vehicle to move.

[0078] This application provides an all-in-one powertrain 10, in which the drive motor 100, reducer 200, motor controller 300, and on-board charger 400 are all installed in different slots of an integrated housing 110, which helps to improve the integration of the powertrain 10. The electrical control slot 141 contains the electrical components 401 of the motor controller 300 and the on-board charger 400. The AC input port mounting hole 111, the DC bus mounting hole 113, and the three-phase copper busbar mounting hole 112 are all located on the slot wall 1411 of the electrical control slot 141. Multiple external functional devices are connected through multiple connectors fixed to the slot wall 1411 of the electrical control slot 141, so as to realize the integration and functional fusion of the motor controller 300, the on-board charger 400, and other structures of the powertrain 10. The layout of multiple mounting holes, the structural layout within the electrical control slot 141, and the layout of other powertrain structures make the powertrain 10 highly integrated and small in size. This simplifies the wiring layout of the powertrain 10, facilitates the miniaturization of the powertrain 10, allows for flexible placement of the powertrain 10 within the vehicle, and improves the overall performance of the electric vehicle 1.

[0079] In one embodiment, referring to Figures 5 and 8, the integrated housing 110 includes a DC output port mounting hole 114, which is located on the same side of the integrated housing 110 as the AC input port mounting hole 111, penetrates the outer wall 1101 of the integrated housing 110 and the inner wall of the electrical control slot 141, and is used to fix the connector 403 between the DC converter and the battery of the electric vehicle 1.

[0080] In this embodiment, the DC output port mounting hole 114 and the AC input port mounting hole 111 are located on the same side of the integrated housing 110, meaning that both the DC output port mounting hole 114 and the AC input port mounting hole 111 are located on the same side of the integrated housing 110 perpendicular to the axial direction of the powertrain 10. Along the axial direction of the powertrain 10, the DC output port mounting hole 114 and the AC input port mounting hole 111 are sequentially disposed on the outer wall 1101 of the integrated housing 110, and both penetrate the outer wall 1101 of the integrated housing 110 and the inner wall of the electrical control slot 141 along the Y direction.

[0081] A connector 403, which connects the DC converter to the battery of the electric vehicle 1, is fixed inside the DC output port mounting hole 114. The connector 403 connects the DC converter and the battery of the electric vehicle 1. The on-board charger 400 integrates a DC converter. After the on-board charger 400 is connected to an AC charging pile, it converts AC power to DC power. Then, the DC converter converts the high-voltage DC power to low-voltage DC power. The DC converter is connected to the battery through the connector 403 to charge the battery, and then the battery supplies power to the low-voltage electrical system inside the electric vehicle 1.

[0082] The DC output port mounting hole 114 houses the connector 403 for the DC converter and the battery of the electric vehicle 1. The AC input port mounting hole 111 houses the charging connector 402 for the vehicle charger 400. The DC output port mounting hole 114 and the AC input port mounting hole 111 are located on the same side to match the structure of the circuit board in the vehicle charger 400, so that AC input and DC output can be performed on one side of the circuit board of the vehicle charger 400.

[0083] In one embodiment, the number of DC output port mounting holes 114 is at least two, and may include two, three, or four, etc. The at least two DC output port mounting holes 114 are arranged at intervals along the axial direction of the powertrain 10, and each DC output port mounting hole 114 is used to fix the connection member 403 between the DC converter and the battery of the electric vehicle 1. The arrangement of at least two DC output port mounting holes 114 increases redundancy and ensures the reliability of the electrical system operation.

[0084] In this embodiment, two DC output port mounting holes 114 are used as an example. Referring to Figures 5 and 8, there are two DC output port mounting holes 114, and they are arranged alternately on the outer wall 1101 of the integrated housing 110 along the axial direction of the powertrain 10. A DC converter and a connector 403 for the electric vehicle 1 battery are fixed in both DC output port mounting holes 114. One connector 403 in one DC output port mounting hole 114 connects the DC converter to the electric vehicle 1 battery for charging, while the other connector 403 serves as a backup interface. When one connector 403 in one DC output port mounting hole 114 malfunctions or requires maintenance, the connection can be quickly switched to the other backup interface, ensuring the reliability of the connection between the DC converter and the electric vehicle 1 battery. The inclusion of two DC output port mounting holes 114 increases redundancy and ensures the reliability of the electrical system operation.

[0085] In one embodiment, referring to Figures 5 and 8, the integrated housing 110 includes a power distribution interface mounting hole 115, which is located on the same side of the integrated housing 110 as the DC bus mounting hole 113, penetrates the outer wall 1101 of the integrated housing 110 and the inner wall of the electrical control slot 141, and is used to fix the output interface 1151 of a power distribution box.

[0086] In this embodiment, the power distribution interface mounting hole 115 and the DC bus mounting hole 113 are located on the same side of the integrated housing 110, meaning that both the power distribution interface mounting hole 115 and the DC bus mounting hole 113 are located on the same side of the integrated housing 110 in the axial direction. Both the power distribution interface mounting hole 115 and the DC bus mounting hole 113 penetrate the outer wall 1101 of the integrated housing 110 and the inner wall of the electrical control slot 141 along the axial direction of the integrated housing 110. Along the Y direction, the power distribution interface mounting hole 115 and the DC bus mounting hole 113 are sequentially spaced on the outer wall 1101 of the integrated housing 110.

[0087] The power distribution interface mounting hole 115 secures the output interface 1151 of the power distribution box. The power distribution box is a device for power distribution and management in the high-voltage system of an electric vehicle. It distributes the high-voltage DC power provided by the power battery to multiple different loads, such as the motor controller, on-board charger, air conditioning system, and heater. The power distribution box also provides functions such as charge / discharge control for the entire vehicle, power-on control of high-voltage components, overload and short-circuit protection, high-voltage sampling, and low-voltage control, protecting and monitoring the operation of the high-voltage system.

[0088] The output interface 1151 of the power distribution box is fixed inside the power distribution interface mounting hole 115, and at least one of the motor controller 300 and the on-board charger 400 is fixed inside the DC bus mounting hole 113, which is a connector 301 for the power battery 30 of the electric vehicle 1. The power distribution interface mounting hole 115 and the DC bus mounting hole 113 are arranged on the same side to match the design of the power distribution box, the on-board charger 400 and the motor controller 300 in the electrical control slot 141, so as to realize close assembly and reduce unnecessary wiring design.

[0089] In one embodiment, referring to Figures 4 and 8, the integrated housing 110 includes a vehicle charger signal port mounting hole 116 and a motor controller signal port mounting hole 117. The vehicle charger signal port mounting hole 116 and the motor controller signal port mounting hole 117 are respectively located at both axial ends of the integrated housing 110 or at one axial end of the integrated housing 110 and one side perpendicular to the axial direction of the powertrain 10. Both are used to penetrate the outer wall 1101 of the integrated housing 110 and the groove wall of the electronic control groove 141. The vehicle charger signal port mounting hole 116 is used to fix a signal port 404 of a vehicle charger 400, and the motor controller signal port mounting hole 117 is used to fix a signal port 303 of a motor controller 300.

[0090] In one embodiment, the on-board charger signal port mounting hole 116 and the motor controller signal port mounting hole 117 are located at opposite axial ends of the integrated housing 110. The on-board charger signal port mounting hole 116 is positioned on the same axial side of the integrated housing 110 as the motor end cover 120, and the motor controller signal port mounting hole 117 is positioned on the same axial side of the integrated housing 110 as the reducer end cover 130. Alternatively, the on-board charger signal port mounting hole 116 and the reducer end cover 130 are positioned on the same axial side of the integrated housing 110, and the motor controller signal port mounting hole 117 is positioned on the same axial side of the integrated housing 110 as the motor end cover 120. Both the on-board charger signal port mounting hole 116 and the motor controller signal port mounting hole 117 penetrate the outer wall 1101 of the integrated housing 110 and the groove wall of the electrical control slot 141 along the axial direction of the integrated housing 110.

[0091] In one embodiment, the on-board charger signal port mounting hole 116 and the motor controller signal port mounting hole 117 are located on one side of the integrated housing 110 perpendicular to the axial direction of the powertrain 10 and one axial end of the integrated housing 110, respectively. The axial end of the integrated housing 110 refers to the end of the integrated housing 110 in the X direction, and the side of the integrated housing 110 perpendicular to the axial direction of the powertrain 10 refers to the side of the integrated housing 110 in the Y direction. The on-board charger signal port mounting hole 116 penetrates the outer wall 1101 of the integrated housing 110 and the groove wall of the electrical control slot 141 along the Y direction. The motor controller signal port mounting hole 117 penetrates the outer wall 1101 of the integrated housing 110 and the groove wall of the electrical control slot 141 along the X direction.

[0092] In one embodiment, referring to FIG4, the on-board charger signal port mounting hole 116 is located on one side of the integrated housing 110 in the opposite Y direction, and the motor controller signal port mounting hole 117 is located at one end of the integrated housing 110 in the opposite X direction.

[0093] In one embodiment, the on-board charger signal port mounting hole 116 is located on the side of the integrated housing 110 in the opposite Y direction, and the motor controller signal port mounting hole 117 is located at one end of the integrated housing 110 in the positive X direction.

[0094] In one embodiment, the on-board charger signal port mounting hole 116 is located on one side of the integrated housing 110 in the positive Y direction, and the motor controller signal port mounting hole 117 is located at one end of the integrated housing 110 in the opposite X direction.

[0095] In one embodiment, the on-board charger signal port mounting hole 116 is located on one side of the integrated housing 110 in the positive Y direction, and the motor controller signal port mounting hole 117 is located at one end of the integrated housing 110 in the positive X direction.

[0096] In this embodiment, the on-board charger signal port mounting hole 116 fixes the signal port 404 of the on-board charger 400. The signal port 404 of the on-board charger 400 is connected to the vehicle controller and receives instructions and feedback information from the vehicle controller. For example, it receives instructions to start or stop charging from the vehicle controller and executes the corresponding operations. The motor controller signal port mounting hole 117 fixes the signal port 303 of the motor controller 300. The signal port 303 of the motor controller 300 is connected to the vehicle controller and receives instructions and feedback information from the vehicle controller. For example, it receives driving instructions such as acceleration or deceleration from the vehicle controller and controls the speed and torque output of the drive motor according to these instructions. The on-board charger signal port mounting hole 116 fixes the signal port 404 of the on-board charger 400, and the motor controller signal port mounting hole 117 fixes the signal port 303 of the motor controller 300. The on-board charger signal port mounting hole 116 and the motor controller signal port mounting hole 117 are located on opposite sides to prevent electromagnetic interference between the on-board charger signal port 404 and the motor controller signal port 303, thus ensuring the stability and accuracy of signal transmission between the on-board charger 400 and the motor controller 300.

[0097] In one embodiment, referring to Figure 4, the motor controller 300 and the on-board charger 400 are stacked along the Z direction. The motor controller 300 is located on the side of the on-board charger 400 opposite to the Z direction. The motor controller 300 is fixedly connected to the bottom wall of the electronic control slot 141. The position design of the motor controller 300 utilizes the overlapping space of the motor slots 121 in the height direction, which helps to reduce the size of the powertrain 10 in the height direction. The on-board charger 400 is integrated on the electronic control housing 140. The electronic control housing 140 and the electronic control slot 141 are fastened together to accommodate the on-board charger 400 inside the electronic control slot 141, which facilitates the disassembly and replacement of the on-board charger 400.

[0098] In one embodiment, referring to FIG4, the on-board charger signal port mounting hole 116 is located on the same side of the integrated housing 110 as the AC input port mounting hole 111, and the signal port 303 of the motor controller 300 is located on the same side of the integrated housing 110 along the axial direction of the powertrain 10 as the motor end cover 120, and on the same side of the reducer slot 131 along the direction perpendicular to the axial direction of the powertrain 10 as the electronic control housing cover 140.

[0099] In this embodiment, the on-board charger signal port mounting hole 116 and the AC input port mounting hole 111 are located on the same side of the integrated housing 110, meaning that both the on-board charger signal port mounting hole 116 and the AC input port mounting hole 111 are located on the same side of the integrated housing 110 perpendicular to the axial direction of the powertrain 10. The on-board charger signal port mounting hole 116 and the AC input port mounting hole 111 are located on the same side to match the structure of the circuit board in the on-board charger 400, enabling close assembly and reducing unnecessary wiring design.

[0100] The signal port 303 of the motor controller 300 is located on the same side of the integrated housing 110 along the axial direction of the powertrain 10 as the motor end cover 120. The motor controller 300 is located in the overlapping space of the motor slot 121 and the electrical control slot 141 in the height direction. The signal port 303 of the motor controller 300 and the motor end cover 120 are set on the same side, which facilitates close assembly with the drive motor 100.

[0101] The signal port 303 of the motor controller 300 is located on the same side of the reducer slot 131 as the control housing 140, perpendicular to the axial direction of the powertrain 10. This means that both the signal port 303 of the motor controller 300 and the control housing 140 are located on one side of the reducer slot 131 in the positive Z-direction. Along the Z-direction, the signal port 303 of the motor controller 300 is located between the control housing 140 and the reducer slot 131 to accommodate the integrated electrical component layout of the motor controller 300 and the on-board charger 400, as well as the placement of other ports outside the powertrain 10.

[0102] In one embodiment, referring to Figures 6 and 9, Figure 9 is another exploded view of the powertrain provided in this application embodiment. The outer wall 1101 of the integrated housing 110 includes a protrusion 1102, which is located at one axial end of the integrated housing 110 and one of the on-board charger signal port mounting holes 116 and motor controller signal port mounting holes 117, and is used to enclose a receiving cavity 1103 with the outer wall 1101 of the integrated housing 110. One of the on-board charger signal port mounting holes 116 and motor controller signal port mounting holes 117 is used to penetrate the inner wall of the receiving cavity 1103 and the inner wall of the electronic control slot 141. The receiving cavity 1103 is used to accommodate one of the signal ports 404 of the on-board charger 400 and the signal ports 303 of the motor controller 300.

[0103] In this embodiment, the protrusion 1102 is disposed on the outer wall 1101 of the integrated housing 110, specifically on the outer wall 1101 of the electrical control groove 141. The protrusion 1102 and the outer wall 1101 of the integrated housing 110 enclose a receiving cavity 1103. One of the protrusion 1102 and the on-board charger signal port mounting hole 116 and the motor controller signal port mounting hole 117 is located at one axial end of the integrated housing 110. The protrusion 1102 and the on-board charger signal port mounting hole 116 are located at one axial end of the integrated housing 110, or the protrusion 1102 and the motor controller signal port mounting hole 117 are located at one axial end of the integrated housing 110. The receiving cavity 1103 is used to protect one of the signal ports 404 of the on-board charger 400 and 303 of the motor controller 300, so that when the powertrain 10 is arranged on the vehicle, the portion of the signal port 404 of the on-board charger 400 and the signal port 303 of the motor controller 300 protruding from the outer wall of the integrated housing 110 will not collide with other structures and affect the reliability of the port connection.

[0104] In one embodiment, referring to FIG3, the protrusion 1102 and the motor controller signal port mounting hole 117 are located at one end of the integrated housing 110 in the axial direction. The protrusion 1102 and the outer wall 1101 of the integrated housing 110 enclose a receiving cavity 1103. The motor controller signal port mounting hole 117 penetrates the inner wall of the receiving cavity 1103 and the inner wall of the electrical control groove 141 along the axial direction of the integrated housing 110. The receiving cavity 1103 is used to receive the signal port 303 of the motor controller 300. The signal port 303 of the motor controller 300 is fixed in the motor controller signal port mounting hole 117 and partially protrudes from the outer wall 1101 of the integrated housing 110 in the opposite X direction. The portion of the signal port 303 of the motor controller 300 protruding from the outer wall of the integrated housing 110 is located within the receiving cavity 1103. The receiving cavity 1103 is used to protect the signal port 303 of the motor controller 300, so that when the powertrain 10 is arranged on the vehicle, the portion of the signal port 303 of the motor controller 300 protruding from the outer wall of the integrated housing 110 will not collide with other structures and affect the reliability of the port connection.

[0105] In one embodiment, referring to Figures 5 and 10, Figure 10 is another exploded view of the powertrain provided in this application embodiment. The integrated housing 110 includes two oil ports 118 and an oil passage. The oil passage is used to supply cooling oil to the drive shaft of the powertrain 10. The two oil ports 118 are respectively used to connect to both ends of an oil passage, and are located on the same side of the reducer slot 131 as the electronic control slot 141 and the reducer slot 131. The two oil ports 118 are respectively used to connect to two other oil ports 601 of a heat exchanger 600, and the two other oil ports 601 are respectively used to connect to both ends of another oil passage within the heat exchanger 600.

[0106] In this embodiment, the integrated housing 110 includes two oil ports 118, which are the oil inlet and oil outlet of the integrated housing 110, respectively. The oil inlet and oil outlet of the integrated housing 110 are located at both ends of the oil passage of the integrated housing 110. Cooling oil flows into one oil passage of the integrated housing 110 from the oil inlet and then flows out from the oil outlet of the integrated housing 110. The cooling oil passes through one oil passage to cool and lubricate the internal structures of the integrated housing 110, such as the drive motor 100 or the reducer 200.

[0107] In this embodiment, the powertrain 10 further includes a heat exchanger 600. The drive motor 100 and reducer 200, among other structures, are cooled and lubricated using cooling oil. The heat exchanger 600 is used to cool the cooling oil. The heat exchanger 600 includes two additional oil ports 601, which are the oil inlet and outlet of the heat exchanger 600, respectively. These two additional oil ports 601 are located on the wall surface of the heat exchanger 600 in the Z-direction. The two oil ports 118 of the integrated housing 110 are respectively connected to the two additional oil ports 601 of the heat exchanger 600, meaning that the oil inlet of the heat exchanger 600 is connected to the oil outlet of the integrated housing 110, and the oil outlet of the heat exchanger 600 is connected to the oil inlet of the integrated housing 110. The oil inlet and outlet of the heat exchanger 600 are located at both ends of another oil passage of the heat exchanger 600. Cooling oil flows from the inlet of the integrated housing 110 into one of its oil passages and then out through the outlet. As it flows through this oil passage, the cooling oil absorbs heat from the internal structure of the integrated housing 110, increasing its temperature. The high-temperature cooling oil exiting the outlet of the integrated housing 110 flows through the inlet of the heat exchanger 600 into another oil passage, and then out through the outlet. Within the heat exchanger, the high-temperature cooling oil exchanges heat with the heat exchanger, reducing its temperature. The cooled oil then flows back into the inlet of the integrated housing 110, continuing to cool and lubricate the internal structure of the integrated housing 110.

[0108] In this embodiment, the heat exchanger 600 and the electrical control slot 141 are both located on the same side of the reducer slot 131 in the positive Z direction, and the heat exchanger 600 and the reducer slot 131 are both located on the side of the electrical control slot 141 in the negative Z direction. This makes the heat exchanger 600 not occupy the height of the powertrain 10 in the Z direction, which helps to reduce the volume of the powertrain 10 and facilitates the installation of the powertrain 10 in the electric vehicle 1.

[0109] In one embodiment, referring to Figures 10 and 11, Figure 11 is another schematic diagram of the powertrain provided in this application embodiment. A heat exchanger 600 is used to connect one end of a heat exchange tube 610. A portion of the heat exchange tube 610 is located on the same side of the integrated housing 110 as the reducer end cover 130 and on the same side of the DC bus mounting hole 113 perpendicular to the axial direction of the powertrain 10. The integrated housing 110 includes a water outlet 322, which is located on opposite sides of the heat exchanger 600 in the electrical control slot 141 along the axial direction perpendicular to the powertrain 10, and is used to connect to the other end of the heat exchange tube 610.

[0110] In this embodiment, the heat exchange tube 610 is used for circulating coolant, and the heat exchanger 600 is connected to one end of the heat exchange tube 610 to receive the coolant within the heat exchange tube 610. The integrated housing 110 includes an outlet 322, which connects to the other end of the heat exchange tube 610. The coolant flows out from the outlet 322 of the integrated housing 110 into the heat exchange tube 610, and then into the heat exchanger 600. In one embodiment, the coolant in the heat exchange tube 610 exchanges heat with the heat exchanger 600, reducing the temperature of the heat exchanger 600.

[0111] In this embodiment, a portion of the heat exchange tube 610 and the reducer end cover 130 are located on the same side of the integrated housing 110 in the axial direction. The DC bus mounting hole 113 is perpendicular to the axial direction of the powertrain 10 in the Z direction. A portion of the heat exchange tube 610 and the reducer end cover 130 are located on the same side of the DC bus mounting hole 113 perpendicular to the axial direction of the powertrain 10. Both the portion of the heat exchange tube 610 and the reducer end cover 130 are located on the side of the DC bus mounting hole 113 in the opposite Z direction. The heat exchange tube 610 is installed outside and lower in the DC bus mounting hole 113 to prevent the heat exchange tube 610 from interfering with the wiring coming out of the DC bus mounting hole 113. The DC bus mounting hole 113, a portion of the heat exchange tube 610, and the reducer end cover 130 are arranged sequentially and at intervals in the opposite Z direction, making the powertrain 10 more compact.

[0112] In this embodiment, the opposite sides of the electrical control tank 141 along the axis perpendicular to the powertrain 10 are the opposite sides of the electrical control tank 141 in the Y direction. The water outlet 322 and the heat exchanger 600 are located on opposite sides of the electrical control tank 141 in the Y direction, respectively, making the heat exchange tube 610 longer and facilitating heat exchange and cooling of the coolant by the heat exchange tube 610.

[0113] In one embodiment, referring to Figures 12 and 13, Figure 12 is a schematic diagram of the relationship between the circuit board and the water channel plate provided in an embodiment of this application, and Figure 13 is another exploded schematic diagram of the powertrain provided in an embodiment of this application. The motor controller 300 includes a circuit board 310 and a water channel plate 320. The circuit board 310 and the water channel plate 320 are stacked along the thickness direction of the circuit board 310. The water channel plate 320 includes a water channel 321, one end of which is connected to a water outlet 322.

[0114] In this embodiment, the circuit board 310 is used to mount the components of the motor controller 300, as shown by the dotted line in Figure 12. The water channel 321 is a space within the water channel plate 320, through which coolant flows. The coolant in the water channel 321 dissipates heat from the circuit board 310 and the components on it. The circuit board 310 and the water channel plate 320 are stacked along the thickness direction of the circuit board 310, resulting in a shorter length of the motor controller 300 in the X and Y directions, which is beneficial for miniaturization. Furthermore, the water channel plate 320 provides a larger heat dissipation area for the circuit board 310, resulting in better heat dissipation. Referring to Figures 9 and 13, the water channel plate 320 includes two water outlets 323, which are used for water outlet and water inlet, respectively. The water outlet 323 farther from the heat exchange tube 610 is used for water inlet, and the water outlet 323 closer to the heat exchange tube 610 is used for water outlet. The two water inlets 323 of the water channel plate 320 are located within the water channel 321. The integrated housing 110 includes two additional water inlets 142, which are connected to the two water inlets 323 of the water channel plate 320. The other water inlet 142, which is farther away from the heat exchange tube 610, is used to supply coolant to the water channel plate 320, and the other water inlet 142, which is closer to the heat exchange tube 610, is used to receive coolant in the water channel plate 320 and is connected to the outlet 322 for water discharge. The water channel plate 320 is located on the side of the circuit board 310 opposite to the Z-axis. Coolant enters the integrated housing 110 from the inlet 143 on the electronic control housing cover 140, dissipates heat from the on-board charger 400, and then enters the integrated housing 110. The other two water channels 142 of the integrated housing 110 are connected to the two water channels 323 of the water channel plate 320. Coolant flows from the integrated housing 110 into the water channel plate 320, dissipates heat from the circuit board 310 and the components on the circuit board 310, and then flows from the water channel plate 320 back into the integrated housing 110. Coolant is output from the outlet 322. The coolant is output from the outlet 322 and enters the heat exchange tube 610, flowing through one end of the heat exchange tube 610 into the heat exchanger 600. The heat exchanger 600 is used to receive coolant. The heat exchanger 600 includes an inlet 602 and an outlet 603. The coolant enters the heat exchanger 600 from the inlet 602 and exchanges heat with the cooling oil in the heat exchanger 600, carrying away the heat from the higher-temperature cooling oil. The coolant then flows out of the heat exchanger 600 from the outlet 603, thereby achieving the cooling and temperature reduction of the entire powertrain 10 by the coolant.

[0115] In one embodiment, referring to FIG6, the integrated housing 110 includes a fine filter mounting hole 211 and a through hole 212. The through hole 212 is used to pass through a drive shaft of the reducer 200. The fine filter mounting hole 211 is used to be located on the axial sides of the integrated housing 110 with the reducer end cover 130, and on the radial sides of the through hole 212 with the electronic control housing cover 140, for fixing a fine filter.

[0116] In this embodiment, a through hole 212 extends through the integrated housing 110 along its axial direction. The drive shaft of the reducer 200 passes through the through hole 212. In one embodiment, the drive shaft of the reducer 200 is an output shaft.

[0117] The fine filter mounting hole 211 and the reducer end cover 130 are located on both axial sides of the integrated housing 110. The fine filter mounting hole 211 is located on the side of the reducer groove 131 opposite to the reducer end cover 130. The fine filter mounting hole 211 and the electronic control housing cover 140 are located on both radial sides of a through hole 212, meaning that the fine filter mounting hole 211 and the electronic control housing cover 140 are located on both sides of a through hole 212 in the Z direction. Specifically, the electronic control housing cover 140 is located on the side of the through hole 212 in the positive Z direction, and the fine filter mounting hole 211 is located on the side of the through hole 212 in the opposite Z direction. Both the through hole 212 and the fine filter mounting hole 211 are located on the side of the electronic control groove 141 in the opposite Z direction. Utilizing the space of the electronic control groove 141 in the opposite Z direction to arrange the through hole 212 and the fine filter mounting hole 211 is beneficial to improving the space utilization rate of the powertrain 10. The fine filter mounting hole 211 is used to fix the fine filter, which is used to filter impurities in the cooling oil.

[0118] In one embodiment, referring to FIG6, the integrated housing 110 includes an oil pump mounting hole 213, which is located on the same axial side of the integrated housing 110 as the fine filter mounting hole 211, and on the radial sides of the electronic control housing cover 140 through hole 212, for mounting an oil pump.

[0119] In this embodiment, the oil pump mounting hole 213 and the fine filter mounting hole 211 are located on the same axial side of the integrated housing 110. Both the oil pump mounting hole 213 and the fine filter mounting hole 211 are located on the same axial side of the integrated housing 110 as the reducer slot 131. Utilizing the space of the reducer slot 131 away from the reducer end cover 130 to set up the oil pump mounting hole 213 and the fine filter mounting hole 211 is beneficial for improving the space utilization of the powertrain 10. The oil pump mounting hole 213 and the electronic control housing cover 140 are located on opposite radial sides of a through hole 212, meaning that the oil pump mounting hole 213 and the electronic control housing cover 140 are located on opposite sides of a through hole 212 in the Z direction. Specifically, the electronic control housing cover 140 is located on one side of the through hole 212 in the positive Z direction, and the oil pump mounting hole 213 is located on the other side of the through hole 212 in the negative Z direction. Both a through hole 212 and an oil pump mounting hole 213 are located on the opposite side of the Z-direction of the electrical control slot 141. Utilizing the space on the opposite side of the Z-direction of the electrical control slot 141 to arrange a through hole 212 and an oil pump mounting hole 213 improves the space utilization of the powertrain 10. The oil pump mounting hole 213 is used to install the oil pump, which drives the cooling oil to flow in the drive motor 100 and the reducer 200.

[0120] In one embodiment, referring to FIG6, the integrated housing 110 includes at least one half-shaft mounting hole 214, which is located on the same axial side of the integrated housing 110 as the fine filter mounting hole 211, for fixing the frame 20 of the electric vehicle 1.

[0121] In this embodiment, at least one half-shaft mounting hole 214 and the fine filter mounting hole 211 are located on the same axial side of the integrated housing 110, meaning that at least one half-shaft mounting hole 214 and the fine filter mounting hole 211 are both located on one side of the integrated housing 110 in the axial direction. At least one half-shaft mounting hole 214 is used to connect the reducer 200 to the frame 20 of the electric vehicle 1, thereby mounting the powertrain 10 on the frame 20 of the electric vehicle 1. Since at least one half-shaft mounting hole 214 and the fine filter mounting hole 211 are located on the same axial side of the integrated housing 110, and both are located on the side of the electronic control slot 141 in the opposite Z direction, utilizing the space of the electronic control slot 141 on the opposite Z direction side to arrange at least one half-shaft mounting hole 214 is beneficial for improving the space utilization rate of the powertrain 10.

[0122] In one embodiment, at least one half-shaft suspension hole 214, fine filter mounting hole 211, oil pump mounting hole 213 and a through hole 212 are all located on the side of the electrical control slot 141 in the opposite direction of Z. At least one half-shaft suspension hole 214, fine filter mounting hole 211 and oil pump mounting hole 213 surround a through hole 212, which is beneficial to improve the space utilization of the powertrain 10.

[0123] In one embodiment, referring to FIG9, the motor end cover 120 includes another through hole 1201 and at least one motor end cover suspension hole 1202. The other through hole 1201 is used to pass through the motor end cover 120 along the axial direction of the drive motor 100 and to pass through a half shaft 50. The at least one motor end cover suspension hole 1202 is used to pass through the motor end cover 120 along the axial direction of the drive motor 100. The other through hole 1201 is located on both sides of the integrated housing 110 in a direction perpendicular to the axial direction of the powertrain 10 and is used to fix the frame 20 of the electric vehicle 1.

[0124] In this embodiment, a through hole 212 extends through the integrated housing 110 along its axial direction, and another through hole 1201 extends through the motor end cover 120 along the axial direction of the drive motor 100. The axis of the through hole 212 coincides with the axis of the other through hole 1201. The output shaft of the reducer 200 passes through the through hole 212 and is connected to the half shaft 50. The half shaft passes through the other through hole 1201 and is connected to the wheel 40. At least one motor end cover mounting hole 1202 extends through the motor end cover 120 along the axial direction of the drive motor 100. The at least one motor end cover mounting hole 1202 and the other through hole 1201 are located on both sides of the integrated housing 110 in a direction perpendicular to the axial direction of the powertrain 10, meaning that at least one motor end cover mounting hole 1202 and the other through hole 1201 are located on both sides of the integrated housing 110 in the Y direction, for fixing the frame 20 of the electric vehicle 1.

[0125] At least one motor end cap mounting hole 1202 and another through hole 1201 together fix and support the half shaft 50. The other through hole 1201 is fixedly connected to the half shaft by, for example, a bolt connection to fix and support the half shaft 50. At least one motor end cap mounting hole 1202 is used to connect the motor end cap 120 to the frame 20 of the electric vehicle 1, thereby mounting the powertrain 10 on the frame 20 of the electric vehicle 1 to fix and support the half shaft 50.

[0126] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. An all-in-one powertrain, characterized in that, The powertrain includes an integrated housing, a motor end cover, a reducer end cover, and an electronic control housing cover. The motor end cover and the reducer end cover are located at opposite axial ends of the integrated housing. The motor end cover is used to enclose a drive motor with the motor slot of the integrated housing. The reducer end cover is used to enclose a reducer with the reducer slot of the integrated housing. The electronic control housing cover is located on the radial side of the integrated housing and is used to enclose the electrical components of the motor controller and the on-board charger with the electronic control slot of the integrated housing. The integrated housing includes an AC input port mounting hole, a three-phase copper bus mounting hole, and a DC bus mounting hole. These three holes penetrate the outer wall of the integrated housing and the wall of the electrical control slot. The AC input port mounting hole is located on the side of the integrated housing perpendicular to the powertrain axis and is used to fix the charging connector of the on-board charger. The three-phase copper bus mounting hole is located on the same axial side of the integrated housing as the motor end cover and is used to fix the connector between the motor controller and the drive motor. The DC bus mounting hole is located on the same axial side of the integrated housing as the reducer end cover and is used to fix the connector between the motor controller and at least one of the on-board chargers and the power battery of the electric vehicle.

2. The powertrain according to claim 1, characterized in that, The integrated housing includes a DC output port mounting hole, which is located on the same side of the integrated housing as the AC input port mounting hole, penetrates the outer wall of the integrated housing and the inner wall of the electronic control slot, and is used to fix a DC converter and a connector to the electric vehicle battery.

3. The powertrain according to claim 2, characterized in that, The number of DC output port mounting holes is at least two, and the at least two DC output port mounting holes are arranged at intervals along the axial direction of the powertrain. Each DC output port mounting hole is used to fix the connection between the DC converter and the electric vehicle battery.

4. The powertrain according to claim 1, characterized in that, The integrated housing includes a power distribution interface mounting hole, which is located on the same side of the integrated housing as the DC bus mounting hole, penetrates the outer wall of the integrated housing and the inner wall of the electrical control slot, and is used to fix the output interface of a power distribution box.

5. The powertrain according to claim 1, characterized in that, The integrated housing includes a vehicle charger signal port mounting hole and a motor controller signal port mounting hole. The vehicle charger signal port mounting hole and the motor controller signal port mounting hole are respectively located at both axial ends of the integrated housing or at one axial end of the integrated housing and one side perpendicular to the powertrain axis. Both are used to penetrate the outer wall of the integrated housing and the groove wall of the electronic control slot. The vehicle charger signal port mounting hole is used to fix the signal port of the vehicle charger, and the motor controller signal port mounting hole is used to fix the signal port of the motor controller.

6. The powertrain according to claim 5, characterized in that, The on-board charger signal port mounting hole is located on the same side of the integrated housing as the AC input port mounting hole. The motor controller signal port is located on the same side of the integrated housing along the axial direction of the powertrain as the motor end cover, and on the same side of the reducer slot perpendicular to the axial direction of the powertrain as the electronic control housing cover.

7. The powertrain according to claim 5, characterized in that, The outer wall of the integrated housing includes a protrusion, which is located at one axial end of the integrated housing along with one of the mounting holes for the vehicle charger signal port and the motor controller signal port, and is used to enclose a receiving cavity with the outer wall of the integrated housing. One of the mounting holes for the vehicle charger signal port and the motor controller signal port is used to penetrate the inner wall of the receiving cavity and the inner wall of the electrical control slot. The receiving cavity is used to accommodate one of the signal ports of the vehicle charger and the motor controller.

8. The powertrain according to claim 1, characterized in that, The integrated housing includes two oil ports and one oil passage. The oil passage is used to supply cooling oil to the drive shaft of the powertrain. The two oil ports are respectively used to connect to both ends of the oil passage, and to be located on the same side of the reducer slot as the electronic control slot and the reducer slot. The two oil ports are respectively used to connect to two other oil ports of a heat exchanger, and the other two oil ports are respectively used to connect to both ends of another oil passage inside the heat exchanger.

9. The powertrain according to claim 8, characterized in that, The heat exchanger is used to connect one end of a heat exchange tube. A portion of the heat exchange tube is located on the same side of the integrated housing as the reducer end cover and on the same side of the DC bus mounting hole perpendicular to the powertrain axis. The integrated housing includes a water outlet, which is located on opposite sides of the electrical control slot perpendicular to the powertrain axis and is used to connect to the other end of the heat exchange tube.

10. The powertrain according to claim 9, characterized in that, The motor controller includes a circuit board and a water channel plate, which are stacked along the thickness direction of the circuit board. The water channel plate includes a water channel, one end of which is connected to the water outlet.

11. The powertrain according to claim 1, characterized in that, The integrated housing includes a fine filter mounting hole and a through hole. The through hole is used to pass through a drive shaft of the reducer. The fine filter mounting hole is used to be located on the axial sides of the integrated housing and on the radial sides of the through hole with the reducer end cover and the electronic control housing cover, and is used to fix a fine filter.

12. The powertrain according to claim 11, characterized in that, The integrated housing includes an oil pump mounting hole, which is located on the same axial side of the integrated housing as the fine filter mounting hole and on the radial side of the through hole as the electronic control housing cover, for mounting an oil pump.

13. The powertrain according to claim 11 or 12, characterized in that, The integrated housing includes at least one half-shaft mounting hole, which is located on the same axial side of the integrated housing as the fine filter mounting hole, for fixing the frame of the electric vehicle.

14. The powertrain according to claim 1, characterized in that, The motor end cap includes another through hole and at least one motor end cap suspension hole. The other through hole is used to pass through the motor end cap along the axial direction of the drive motor and to pass through a half shaft. The at least one motor end cap suspension hole is used to pass through the motor end cap along the axial direction of the drive motor. The other through hole is located on both sides of the integrated housing in a direction perpendicular to the axial direction of the powertrain and is used to fix the frame of the electric vehicle.

15. An electric vehicle, characterized in that, The 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, and the drive motor of the powertrain is used to receive power from the power battery through the motor controller to drive the wheels.

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