Powertrain having integrated oil plug and electric vehicle

Abstract

A powertrain having an integrated oil plug and an electric vehicle, a housing of the powertrain comprising a through hole and an integrated oil plug, the through hole connecting the inside and outside of the housing, the integrated oil plug passing through the through hole, a hole wall of the through hole comprising a liquid discharge hole, and the integrated oil plug comprising a threaded section and an annular member, wherein: the threaded section extends into the through hole and meshes with the through hole, one end of the annular member is connected to an axial end surface at one end of the threaded section, and the other end of the annular member extends into a shaft hole of a transmission shaft; a sidewall of the annular member comprises an oil hole, an inner cavity of the annular member and the axial end surface of the threaded section enclose a recess, the oil hole connects the liquid discharge hole to the recess, an opening of the recess is located at the other end of the annular member, a cavity of the recess accommodates a valve, and the valve regulates the flow rate of a coolant. In the integrated oil plug, by means of changing the degree of opening of the valve to precisely control the flow rate of the coolant, effective utilization of the coolant under different operating conditions can be achieved. The integrated oil plug fulfills dual functions of sealing and plugging the through hole, as well as oil delivery through an internal flow channel into the transmission shaft at different temperatures.

Description

A powertrain and electric vehicle with integrated oil plug

[0001] This application claims priority to Chinese Patent Application No. 202510069152.5, filed on January 16, 2025, entitled "A Powertrain with an Integrated Oil Plug and an Electric Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of electric vehicle technology, and in particular to a powertrain with an integrated oil plug and an electric vehicle. Background Technology

[0003] Valves are installed in the oil passages of the powertrain to precisely control the flow of coolant, thereby improving the heat dissipation efficiency of heat-generating components within the powertrain. However, installing valves in the main oil passages leads to a more complex powertrain structure and increased size, as well as problems such as a larger number of parts and greater assembly difficulty. Summary of the Invention

[0004] This application provides a powertrain with an integrated oil plug. The powertrain housing includes a through hole and an integrated oil plug. The through hole is used to connect the inner and outer sides of the housing along the axial direction of the powertrain. The integrated oil plug passes through the through hole. The wall of the through hole includes a coolant outlet. The integrated oil plug includes a threaded segment and an annular member. The threaded segment is used to extend into the through hole and engage with the internal thread of the through hole. One end of the annular member is connected to one end of the threaded segment's axial end face. The other end of the annular member is used to extend into the shaft hole of a drive shaft in the powertrain. The sidewall of the annular member includes an oil hole. The inner cavity of the annular member and the axial end face of the threaded segment form a groove. The oil hole is used to connect the coolant outlet and the groove along the radial direction of the annular member. The groove opening is located at the other end of the annular member. The groove cavity is used to accommodate a valve for regulating the flow rate of coolant in the integrated oil plug.

[0005] This application integrates the threaded section, annular component, and valve into a single, unified oil plug structure. During assembly, simply screwing the integrated oil plug into the through-hole seals both the through-hole and the oil passage connecting the internal flow channel and the drive shaft. This eliminates the need for multiple components, reducing powertrain processing costs and improving assembly efficiency, while also facilitating maintenance and component replacement. By adjusting the valve's opening, the flow rate of coolant into the drive shaft is precisely controlled, enabling effective utilization of the coolant in the internal flow channel under varying operating conditions. This allows the integrated oil plug to fulfill the dual functions of sealing the through-hole and supplying oil to the drive shaft through the internal flow channel at different temperatures.

[0006] In one possible implementation, along the axial direction of the powertrain, the length of the groove cavity is greater than the length of the portion of the annular member inserted into the shaft hole of the drive shaft. The bottom of the groove is positioned on the axial side of the oil hole, and the distance between the valve and the bottom of the groove is less than or equal to the distance between the oil hole and the bottom of the groove. Installing the valve close to the bottom of the groove minimizes the overall length of the integrated oil plug, prevents the valve from protruding from the groove, avoids interference with the installation of the input shaft and motor shaft, and ensures that the coolant in the groove can flow into the shaft hole of the input shaft through the central hole, forming a cooling oil passage.

[0007] In one possible implementation, the inner wall of the groove includes an annular groove, which is positioned axially on one side of the valve along with the groove opening. The annular groove accommodates a retaining ring, the radial width of which is greater than the radial depth of the annular groove, and the inner diameter of the retaining ring's central hole is smaller than the outer diameter of the valve. After the valve is inserted into the groove from the groove opening, the retaining ring, which partially protrudes from the annular groove, can confine the valve within the groove, helping to improve the structural stability of the integrated oil plug.

[0008] In one possible implementation, the valve includes a valve sleeve, a valve shaft, an annular valve core, two springs, and a temperature sensing component. The central hole of the valve sleeve accommodates one of the springs, one end of the valve shaft, and the valve core. The central hole of the valve sleeve includes two inner wall surfaces, one of which is positioned axially on one side of the other inner wall surface, where the opening of the groove is located. The outer diameter of the valve core is smaller than the inner diameter of the first inner wall surface and equal to the inner diameter of the other inner wall surface. The valve core and the other spring are both annularly fitted onto the valve shaft. The two ends of the first spring are used to fix the outer circumferential surface of the valve shaft and the inner wall surface of the valve sleeve, respectively. The two ends of the other spring are used to fix the outer circumferential surface of the valve shaft and one axial end of the valve core, respectively. The other spring is positioned axially on both sides of the valve core, along with the first spring. The temperature sensing component is positioned axially at both ends of the valve shaft, along with the first spring, and is used to push the valve shaft toward the first spring. When the powertrain operates at excessively high temperatures, the temperature sensing component moves the valve shaft through a groove. A spring surrounding the valve shaft pushes the valve core from one section of the inner wall into another, creating a coolant passage. This allows coolant to flow through the valve into the input shaft bore for cooling. When the powertrain is not operating or at lower temperatures, the temperature sensing component is smaller, and the spring surrounding the valve shaft engages the valve core within the space enclosed by the inner wall. This throttles the valve, reducing the flow of coolant into the input shaft and conserving coolant.

[0009] In one possible implementation, the bottom of one groove includes another groove, the inner diameter of which is smaller than that of the first groove. This second groove accommodates one end of the valve shaft and the temperature-sensing component. The valve shaft end and the bottom of the second groove are located on opposite axial sides of the temperature-sensing component. The temperature-sensing component can be completely housed within the second groove, with a small or nonexistent gap between them. By holding the temperature-sensing component in place, the groove restricts valve shaft displacement during axial movement, ensuring precise valve control and effectively improving the stability and reliability of the powertrain operation.

[0010] In one possible implementation, the bottom of one groove includes another annular groove surrounding the other groove. The oil hole penetrates the outer peripheral wall of the other annular groove radially through the powertrain. The oil hole penetrates the outer peripheral wall of the other annular groove radially through the powertrain. The other annular groove communicates with the coolant outlet through the oil hole, forming a coolant passage. Coolant in the internal flow channel enters the gap through the coolant outlet, and coolant in the gap enters the other annular groove through the oil hole. A temperature-sensing component within the other annular groove senses the coolant temperature and adjusts the valve opening as needed to precisely control the flow rate of coolant entering the shaft bore of the input shaft.

[0011] In one possible implementation, the threaded section includes another through-hole for penetrating the threaded section along the axial direction of the powertrain. The valve includes a solenoid valve, and the other through-hole is used to accommodate and secure at least one of the power supply line and signal line of the solenoid valve. When the valve is a solenoid valve, the other through-hole can be used to accommodate and secure the power supply line and signal line of the solenoid valve to ensure the normal operation of the solenoid valve. The power supply line is used to connect to a power source, providing the electrical energy required for the solenoid valve to operate, ensuring that the solenoid valve receives sufficient power to drive the valve to open or close. The signal line is used to transmit control signals to the solenoid valve to control its on / off state. Changes in the current on the signal line can control the opening or closing amplitude of the solenoid valve, precisely controlling the flow rate of coolant entering the input shaft.

[0012] In one possible implementation, the housing includes a bearing groove, and the through hole extends through the bottom of the bearing groove along the axial direction of the powertrain. The bearing groove accommodates a bearing that surrounds one end of the driveshaft. The length of the portion of the annular member accommodated within the driveshaft along the axial direction of the powertrain is greater than the length of the bearing. The length of the portion of the annular member accommodated within the input shaft along the axial direction of the powertrain is greater than the length of an input shaft bearing. This ensures that when the valve is integrated into the integrated oil plug, the extended portion of the integrated oil plug is accommodated on the input shaft side, rather than extending towards the through hole. This prevents an increase in the axial length of the powertrain and avoids the integrated oil plug occupying too much space in the powertrain, thus affecting the arrangement of other components and the overall vehicle structure.

[0013] In one possible implementation, the sidewall of the annular component includes multiple oil holes arranged at circumferential intervals along the annular component. The inner diameter of the wall surface containing the liquid outlet is larger than the outer diameter of the wall surface containing the oil holes. An annular gap between the wall surface containing the liquid outlet and the wall surface containing the oil holes connects the liquid outlet and the multiple oil holes. The annular component is screwed into the through hole following the threaded section. After screwing in place, an annular gap exists between the multiple oil holes and the liquid outlet of the annular component. Coolant in the internal flow channel enters the annular gap through the liquid outlet. Coolant in the annular gap enters the groove through the multiple oil holes, and then flows through the groove to the shaft hole of the input shaft, thereby cooling the input shaft. Even if the integrated oil plug is not screwed in place, coolant can still enter the oil holes through the liquid outlet due to the existence of the annular gap. Multiple oil holes improve the efficiency of coolant entering the groove, ensuring that coolant can be supplied to the groove evenly and continuously, which helps to reduce friction and wear between the annular component and the through hole, and improves the operating efficiency and life of the powertrain. Furthermore, multiple oil holes can guide the coolant to flow along specific paths, thereby achieving optimized coolant distribution and circulation, which helps reduce coolant waste and leakage.

[0014] In one possible implementation, the outer diameter of the annular component is smaller than the outer diameter of the threaded segment. The through hole includes two openings located at its axial ends. The inner diameter of one opening is equal to the inner diameter of the internal thread, larger than the inner diameter of the other opening, and larger than the outer diameter of the portion of the annular component inserted into the shaft hole of the drive shaft. The inconsistent inner diameters of the two openings provide an accurate positioning reference for installing the integrated oil plug. One opening accommodates the threaded segment, and the other accommodates the annular component, limiting the depth to which the integrated oil plug is screwed into the through hole, making the installation process smoother and more precise. When the through hole mates with the integrated oil plug, the two openings, the threaded segment, and the annular component form a tighter seal, helping to prevent coolant leakage and external contaminants from entering the reducer through the through hole, thus maintaining the reducer's optimal operating condition. The reducer end cover has different wall thicknesses at the two openings, which helps optimize the structural strength of the reducer end cover, resisting vibrations and impacts generated during powertrain operation, and improving the durability and reliability of the reducer end cover.

[0015] In one possible implementation, the inner diameter of the other opening is larger than the outer diameter of the portion of the annular member accommodated within the drive shaft. The inner diameter of the other opening is also larger than the outer diameter of the portion of the annular member accommodated within the input shaft, allowing the portion of the annular member to enter and exit axially from the other opening. When assembling or disassembling the integrated oil plug, it can be directly screwed onto the integrated oil plug through the through-hole, which helps improve the ease of assembly and disassembly of the integrated oil plug.

[0016] In one possible implementation, the inner diameter of the other opening is smaller than the inner diameter of the shaft bore of the drive shaft. This smaller inner diameter of the other opening allows for more space for the integrated oil plug during installation, while also allowing for some degree of deviation, ensuring the plug can be inserted smoothly into the correct position. The solid wall of the other opening's inner diameter also acts as a barrier to coolant flow, effectively preventing backflow and ensuring the coolant flows along its designed path for better lubrication and cooling of the powertrain components.

[0017] In one possible implementation, the integrated oil plug includes a drain section located at both axial ends of the threaded section, along with the annular component. The outer diameter of the drain section is larger than the inner diameter of the opening. The drain section is located on both axial sides of the housing, along with the drive shaft. When the integrated oil plug is screwed into the through hole, the drain section is located on the axial side of the through hole opposite to the input shaft. When the integrated oil plug is assembled into the through hole, the larger outer diameter of the drain section contacts the outer side of the housing, thereby limiting the depth to which the integrated oil plug is screwed into the through hole and preventing damage or sealing failure due to over-screwing.

[0018] In one possible implementation, the drive shaft includes a reducer input shaft, with the annular member inserted into one end of the reducer input shaft, and one end of the motor shaft of the powertrain's drive motor inserted into the other end of the reducer input shaft. The input shaft and motor shaft are key components in the powertrain for transmitting and converting power. The annular member is inserted into the input shaft to allow coolant to enter the shaft bore. A valve in the integrated oil plug regulates the flow rate of coolant entering the shaft bore at different temperatures. At low temperatures, the amount of coolant entering the shaft bore is reduced, saving coolant; at high temperatures, the amount of coolant entering the shaft bore is increased for rapid cooling of the input shaft. One end of the drive motor's motor shaft extends into the shaft bore of the reducer's input shaft, allowing coolant to be transferred from the reducer's input shaft bore to the motor shaft bore, thereby cooling the motor shaft.

[0019] This application also provides an electric vehicle including a plurality of wheels and a powertrain for driving one or more of the wheels. The powertrain generates power and transmits that power to the wheels, which then use that power to propel the electric vehicle forward. Attached Figure Description

[0020] Figure 1 is a schematic diagram of an electric vehicle provided in an embodiment of this application;

[0021] Figure 2 is a schematic diagram of a powertrain provided in an embodiment of this application;

[0022] Figure 3 is a schematic diagram of a powertrain provided in an embodiment of this application;

[0023] Figure 4 is a schematic diagram of a powertrain provided in an embodiment of this application;

[0024] Figure 5 is an exploded schematic diagram of a powertrain provided in an embodiment of this application;

[0025] Figure 6 is a cross-sectional view of section AA in Figure 4;

[0026] Figure 7 is a schematic diagram of a powertrain provided in an embodiment of this application;

[0027] Figure 8 is an enlarged view of point I in Figure 7;

[0028] Figure 9 is a schematic diagram of an integrated oil plug provided in an embodiment of this application;

[0029] Figure 10 is a cross-sectional view of section BB in Figure 9;

[0030] Figure 11 is a schematic diagram of a powertrain provided in an embodiment of this application;

[0031] Figure 12 is a schematic diagram of an integrated oil plug provided in this application.

[0032] Figure 13 is a schematic diagram of an integrated oil plug provided in an embodiment of this application;

[0033] Figure 14 is a schematic diagram of a powertrain provided in this application;

[0034] Figure 15 is a schematic diagram of a powertrain provided in this application;

[0035] Figure 16 is a schematic diagram of a housing provided in an embodiment of this application. Detailed Implementation

[0036] The embodiments of this application are described below with reference to the accompanying drawings.

[0037] When an electric vehicle is running, the powertrain operates efficiently. The friction and energy conversion between its internal mechanical components generate a significant amount of heat. If this heat is not dissipated effectively and promptly, it will adversely affect the powertrain's performance stability, durability, and overall efficiency. Therefore, to ensure the continuous, efficient, and safe operation of the powertrain, a coolant circulation system is often introduced. This system utilizes the coolant's fluidity and thermal conductivity to effectively absorb and remove excess heat generated internally, thereby maintaining the powertrain within a suitable operating temperature range. However, designing too many components within the powertrain to guide coolant flow introduces a series of complexity and cost issues. More components mean a more complex internal structure, which not only increases the difficulty and precision requirements of manufacturing, increasing manufacturing costs, but may also lead to cumbersome and time-consuming assembly processes, increasing the risk of assembly errors. Furthermore, a complex internal structure may affect the smoothness of coolant flow, reducing cooling efficiency, and even causing localized overheating or uneven cooling in some cases.

[0038] To address the aforementioned issues, this application provides a powertrain with an integrated oil plug. The powertrain housing includes a through hole and an integrated oil plug. The through hole connects the inner and outer sides of the housing along the axial direction of the powertrain. The integrated oil plug passes through the through hole, and the wall of the through hole includes a coolant outlet. The integrated oil plug includes a threaded section and an annular member. The threaded section extends into the through hole and engages with the internal thread of the through hole. One end of the annular member is axially connected to one end of the threaded section, and the other end of the annular member extends into a shaft hole of a drive shaft in the powertrain. The sidewall of the annular member includes an oil hole. The inner cavity of the annular member and the axial end face of the threaded section enclose a groove. The oil hole connects the coolant outlet and the groove radially along the annular member. The opening of the groove is located at the other end of the annular member, and the cavity of the groove accommodates a valve for regulating the flow rate of coolant within the integrated oil plug.

[0039] This application provides an electric vehicle 1. Please refer to Figure 1, which is a schematic diagram of an electric vehicle provided in this application embodiment. The electric vehicle 1 includes a powertrain 10 and multiple wheels 20. The powertrain 10 generates power and transmits it to the wheels 20, which then drive the electric vehicle 1 forward. In one embodiment, the electric vehicle 1 further includes a power battery 30 connected to the powertrain 10. The powertrain 10 receives electrical energy from the power battery 30, converts it into mechanical energy, and transmits the mechanical energy to the wheels 20, driving the wheels to rotate and thus propelling the electric vehicle 1 forward.

[0040] In one embodiment, the electric vehicle 1 includes a front-wheel drive vehicle, a rear-wheel drive vehicle, and a four-wheel drive vehicle. In one embodiment, the powertrain 10 is used to drive the two front wheels of the electric vehicle 1, or to drive the two rear wheels of the electric vehicle 1. In one embodiment, there are two powertrains 10, one powertrain 10 is used to drive the two front wheels of the electric vehicle 1, and the other powertrain 10 is used to drive the two rear wheels of the electric vehicle 1.

[0041] In one embodiment, the electric vehicle 1 has at least two wheels 20, such as a two-wheeled, three-wheeled, or four-wheeled vehicle. In another embodiment, the electric vehicle 1 includes a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), and a range-extended battery vehicle (REEV).

[0042] In one embodiment, please refer to Figure 2, which is a schematic diagram of a powertrain provided in this application embodiment. The powertrain 10 includes a reducer 100 and a drive motor 200. The drive motor 200 converts the electrical energy of the power battery 30 into mechanical energy. The motor shaft 210 of the drive motor 200 generates rotational power. The reducer 100 adjusts the power and enables the power to be effectively transmitted to the wheels 20, driving the electric vehicle 1 forward. In one embodiment, the reducer 100 includes a single-speed reducer, a two-speed reducer, or a transmission.

[0043] In one embodiment, referring to Figure 2, the reducer 100 includes an input shaft 110, an intermediate shaft 120, and an output shaft 130. The motor shaft 210 is connected to the input shaft 110. The gears on the input shaft 110 mesh with the gears on the intermediate shaft 120 to transmit power. The intermediate shaft 120 is connected to the output shaft 130 and transmits power to it. The output shaft 130 is connected to the wheels 20 to drive the electric vehicle 1 forward. In another embodiment, the output shaft 130 of the reducer 100 is connected to two wheels 20 via two half-shafts 300.

[0044] In one embodiment, the input shaft 110, intermediate shaft 120, output shaft 130 of reducer 100 and the motor shaft 210 of drive motor 200 are referred to as drive shafts (110, 120, 130, 210) of powertrain 10, and at least one drive shaft in powertrain 10 includes a shaft hole for transmitting coolant.

[0045] In one embodiment, the input shaft 110 includes a shaft hole 111, and the motor shaft 210 includes another shaft hole 211. The input shaft 110 and the motor shaft 210 are plugged into each other, and the shaft hole 111 of the input shaft 110 and the shaft hole 211 of the motor shaft 210 are connected. In one embodiment, the drive shafts (110, 120, 130, 210) are at least one of the input shaft 110, the intermediate shaft 120, the output shaft 130, and the motor shaft 210. In one embodiment, taking the input shaft 110 as an example, the motor shaft 210 of the drive motor 200 extends into the shaft hole 111 of the input shaft 110 of the reducer 100, and the shaft hole 111 of the input shaft 110 of the reducer 100 can transmit coolant to the shaft hole 211 of the motor shaft 210.

[0046] This application provides a powertrain 10. Please refer to Figures 3 and 4. Figure 3 is a schematic diagram of the powertrain provided in this application embodiment, and Figure 4 is also a schematic diagram of the powertrain provided in this application embodiment. The powertrain 10 includes a housing 400, which is used to accommodate at least one of a reducer 100 or a drive motor 200. In one embodiment, the housing 400 of the powertrain 10 is exemplified by a reducer end cover 140. The cavity enclosed by the reducer end cover 140 and the reducer groove provided in the housing 400 is used to accommodate an input shaft 110, an intermediate shaft 120, and an output shaft 130.

[0047] In one embodiment, please refer to Figure 5, which is an exploded schematic diagram of a powertrain provided in this application embodiment. The housing 400 includes a through hole 410, which penetrates the housing 400 along the axial direction of the powertrain 10. The through hole 410 connects the inner and outer sides of the housing 400 and forms an opening on the inner and outer surfaces of the housing 400, respectively. In one embodiment, the through hole 410 is an assembly hole for the reducer end cover 140. A motor mounting fixture can pass through the through hole 410 from the outside of the reducer end cover 140 and extend into the cavity enclosed by the reducer end cover 140 and the reducer groove in the housing 400. The portion of the motor mounting fixture extending into the cavity enclosed by the reducer end cover 140 and the reducer groove in the housing 400 can cooperate with the motor shaft 210 of the drive motor 200 to align and connect the motor shaft 210 of the drive motor 200 and the input shaft 110 of the reducer 100. In one embodiment, the through hole 410 includes circular holes, elliptical holes, and rectangular holes, etc. Circular holes are easy to form by machining methods such as drilling and milling, and are easy to fit with screw structures.

[0048] In one embodiment, please refer to Figures 6 and 7. Figure 6 is a cross-sectional view at point AA in Figure 4, and Figure 7 is a schematic diagram of a powertrain provided in an embodiment of this application. The housing 400 includes a bearing groove 420, which is used to fix the bearing of the input shaft 110 of the reducer 100 or the bearing of the motor shaft 210 of the drive motor 200, thereby fixing the input shaft 110 or the motor shaft 210. A through hole 410 penetrates the bottom of the bearing groove 420 along its centerline. In one embodiment, the bearing groove 420 is used to fix the bearing of the input shaft 110. The centerline of the through hole 410 coincides with the axis of the input shaft 110. The through hole 410 communicates with the shaft hole 111 of the input shaft 110, allowing coolant to enter the input shaft 110 through the through hole 410 and the shaft hole 111, thereby cooling the input shaft 110.

[0049] In one embodiment, referring to Figure 6, the inner circumferential surface of the through hole 410 includes a liquid outlet hole 411. The liquid outlet hole 411 connects the through hole 410 and the internal flow channel 430 within the housing 400. Coolant can flow from the internal flow channel 430 into the through hole 411 through the liquid outlet hole 411, and cool the drive shafts (110, 120, 130, 210) through the through hole 410. In one embodiment, the liquid outlet hole 411 can be an opening formed by the internal flow channel 430 on the inner circumferential surface of the through hole 410.

[0050] In one embodiment, please continue to refer to Figures 2, 5 and 6. The housing 400 includes an integrated oil plug 440. After the drive shafts (110, 120, 130, 210) are installed, such as the input shaft 110 of the reducer 100 and the motor shaft 210 of the drive motor 200, and the motor mounting fixture is removed, the through hole 410 is sealed by the integrated oil plug 440. On the one hand, this prevents the coolant in the housing 400 from leaking out through the through hole 410. On the other hand, it also prevents impurities from entering the interior of the housing 400 through the through hole 410 and contaminating the powertrain 10. In addition, the housing 400 is provided with an internal flow channel 430, through which the coolant can be transported to the bearing in the powertrain 10. In one embodiment, coolant flows from the internal flow channel 430 through the outlet hole 411 into the through hole 410, and then through the shaft hole into the drive shafts (110, 120, 130, 210) to cool them. Taking the cooling of the input shaft 110 and the motor shaft 210 as an example, the coolant in the internal flow channel 430 flows out through the outlet hole 411 into the through hole 410, and then through the shaft hole 111 of the input shaft 110 to cool it; subsequently, the coolant enters the shaft hole 211 of the motor shaft 210 through the shaft hole 111 of the input shaft 110 to cool it.

[0051] In one embodiment, please refer to Figure 8, which is an enlarged view of point I in Figure 7. The integrated oil plug 440 is used to pass through the through hole 410 and contact the inner circumferential surface of the through hole 410. The through hole 410 is used to accommodate and fix the integrated oil plug 440. A sealing ring 500 is provided between the through hole 410 and the integrated oil plug 440, and the through hole 410 and the integrated oil plug 440 are sealed together by the sealing ring 500.

[0052] In one embodiment, please refer to Figures 8 and 9. Figure 9 is a schematic diagram of an integrated oil plug provided in this embodiment. The integrated oil plug 440 includes a threaded segment 441 and an annular member 442. The threaded segment 441 and the annular member 442 are arranged sequentially along the axial direction of the powertrain 10. One end of the annular member 442 is connected to one end of the axial end face of the threaded segment 441. In one embodiment, the threaded segment 441 and the annular member 442 can be made of the same material, such as metal. The threaded segment 441 and the annular member 442 can be welded together to form an integral structure, or they can be integrally injection molded. The integral structure simplifies the installation process and reduces installation steps and debugging time. In one embodiment, the threaded segment 441 and the annular member 442 are riveted together. Riveting helps to enhance the connection strength between the threaded segment 441 and the annular member 442, which helps to improve the vibration resistance and fatigue resistance of the integrated oil plug 440 and improve the stability of the powertrain 10.

[0053] In one embodiment, referring to Figures 5, 8, and 9, when the integrated oil plug 440 is installed into the through hole 410, the external thread 4411 of the threaded segment 441 and the internal thread 412 of the through hole 410 are engaged by screwing the integrated oil plug 440 to achieve a fixed connection between the integrated oil plug 440 and the through hole 410. In one embodiment, when the threaded segment 441 is screwed to connect with the internal thread 412 of the through hole 410, the annular member 442 can rotate with the threaded segment 441 and enter into the through hole 410. In one embodiment, the threaded segment 441 can be cylindrical, with an external thread 4411 provided on the outer circumferential surface of the cylinder. The cylindrical threaded segment 441 can be a solid structure or a hollow, sleeve-like structure.

[0054] In one embodiment, the annular member 442 is screwed into the through hole 410 following the threaded section 441. The axial direction of the annular member 442 is parallel to or coincides with the axial direction of the drive shafts (110, 120, 130, 210) within the powertrain 10. In another embodiment, the diameter of the other end of the annular member 442 is smaller than the diameter of the shaft hole of the drive shaft (110, 120, 130, 210) so that the other end of the annular member 442 can extend into the shaft hole of the drive shaft (110, 120, 130, 210).

[0055] In one embodiment, referring to Figures 7, 8, and 9, the annular member 442 includes an oil hole 4421. The oil hole 4421 is located on and penetrates the outer peripheral surface of the annular member 442. A gap 4111 exists between the oil hole 4421 and the liquid outlet hole 411, and the gap 4111 connects the oil hole 4421 and the liquid outlet hole 411. In another embodiment, the inner cavity 4422 of the annular member 442 and the axial end face of the threaded segment 441 form a groove 443. The opening 4431 of the groove 443 is located on the axial side of the annular member 442 away from the threaded segment 441. The oil hole 4421 connects the gap 4111 and the groove 443. In one embodiment, the annular member 442 includes a central hole 4423 located on the axial side of the annular member 442 away from the threaded section 441, and the central hole 4423 connects the groove 443 and the shaft hole of the drive shaft (110, 120, 130, 210).

[0056] The coolant in the internal flow channel 430 enters the gap 4111 through the outlet hole 411, and enters the groove 443 in the annular part 442 through the oil hole 4421. Then it flows through the central hole 4423 and enters the shaft hole of the drive shaft (110, 120, 130, 210) to cool the drive shaft (110, 120, 130, 210).

[0057] In one embodiment, please refer to Figures 8 and 10, where Figure 10 is a cross-sectional view at point BB in Figure 9. The integrated oil plug 440 includes a valve 444, which is accommodated within the cavity 4432 of the groove 443, and is fixedly connected to the inner wall of the groove 443. In one embodiment, the inner wall of the groove 443 includes a sidewall 4433 and a bottom 4434. In another embodiment, the axial length of the valve 444 is less than the axial length of the cavity 4432, and the radial width of the valve 444 is less than the radial width of the cavity 4432. The valve 444 can be completely accommodated within the cavity 4432, preventing the integrated oil plug 440 from being too large and affecting the assembly with the through hole 410 and the delivery of coolant.

[0058] In one embodiment, valve 444 is used to regulate the flow rate of coolant within the integrated oil plug 440. In another embodiment, valve 444 is a temperature-sensing valve, capable of sensing temperature changes and automatically adjusting its opening accordingly. At low temperatures, the opening of valve 444 decreases, thereby reducing the flow rate of coolant output to the drive shafts (110, 120, 130, 210) and conserving coolant. At high temperatures, the opening of valve 444 increases, thereby increasing the flow rate of coolant output to the drive shafts (110, 120, 130, 210), rapidly cooling the drive shafts (110, 120, 130, 210) and ensuring the smooth operation of the powertrain 10. In one embodiment, valve 444 includes a mechanical valve or a solenoid valve. Mechanical valves have a relatively simple structure and tighter fit between mechanical components, thus exhibiting high stability and maintaining stable control over extended periods. Solenoid valves utilize electromagnetic principles for control, providing rapid response and reacting to temperature changes in a short time.

[0059] In one embodiment, as shown in Figures 6, 7, and 10, the integrated oil plug 440 is an overall combination of multiple cylindrical segments along the axial direction, with the circumferential sidewalls being the circumferential surfaces of multiple cylindrical segments. In another embodiment, the integrated oil plug 440 includes a threaded segment 441, an annular component 442, and a valve 444, forming an integral structure.

[0060] The threaded section 441 can engage with the internal thread 412 on the wall of the through hole 410. The threaded section 441 can be fixed inside the through hole 410 and fixedly connected to the inner wall of the through hole 410 to achieve a seal on the through hole 410. The annular part 442 has an oil hole 4421 and a central hole 4423. The oil hole 4421 is located on the outer circumferential surface of the annular part 442 and communicates with the liquid outlet hole 411. The central hole 4423 extends along the axial side of the annular part 442 away from the threaded section 441 to form a passage along the cooling oil. The oil hole 4421 communicates with the central hole 4423 through a groove 443.

[0061] When the powertrain 10 operates at a high temperature, the coolant delivered by the internal flow channel 430 can enter the gap 4111 between the annular member 442 and the through hole 410 through the outlet hole 411, and then flow through the oil hole 4421 into the groove 443 of the annular member 442. At this time, the valve 444 in the groove 443 is open to a large degree, and a large amount of coolant can flow through the groove 443 through the central hole 4423 and enter the shaft holes of the drive shafts (110, 120, 130, 210) in the powertrain 10, such as the shaft hole 111 of the input shaft 110 of the reducer 100, to cool down the rotating shaft of the reducer 100. When the powertrain 10 operates at a low temperature, the valve 444 in the groove 443 is open to a small degree or completely closed, and a small amount or no coolant can flow through the groove 443 through the central hole 4423 to cool the drive shaft (110, 120, 130, 210), thus saving the amount of coolant consumed at low temperatures.

[0062] In this embodiment, the threaded section 441, the annular part 442, and the valve 444 are integrated into a single structure called an integrated oil plug 440. During assembly, the integrated oil plug 440 is simply screwed into the through hole 410 to seal the through hole 410 and connect the internal flow channel 430 and the drive shaft (110, 120, 130, 210) to the oil passage. This eliminates the need for multiple components, reducing the processing cost of the powertrain 10 and improving assembly efficiency, while also facilitating maintenance and component replacement. By changing the opening of the valve 444, the flow rate of coolant entering the drive shaft (110, 120, 130, 210) can be precisely controlled, enabling effective utilization of the coolant in the internal flow channel 430 under different operating conditions. This allows the integrated oil plug 440 to fulfill the dual functions of sealing the through hole 410 and supplying oil (110, 120, 130, 210) to the drive shaft through the internal flow channel 430 at different temperatures.

[0063] In this embodiment, please continue to refer to Figures 7 and 8. Along the axial direction of the powertrain 10, the length of the groove 4432 of a groove 443 is greater than the length of the portion of the annular part 442 inserted into the shaft hole of the drive shaft (110, 120, 130, 210). The bottom 4434 of a groove 443 is located on the axial side of the threaded section 441 and the oil hole 4421. The distance between the valve 444 and the bottom 4434 of a groove 443 is less than or equal to the distance between the oil hole 4421 and the bottom 4434 of a groove 443.

[0064] In one embodiment, the groove 443 in the annular member 442 has sufficient axial length to ensure that at least a portion of the groove 443 is located outside the shaft hole 111 of the input shaft 110, and the bottom 4434 of the groove 443 is located on the axial side of the shaft hole 111 near the threaded section 441. In another embodiment, the oil hole 4421 is located on the outer peripheral surface of at least a portion of the groove 443 outside the shaft hole 111 of the input shaft 110, and the liquid outlet 411 and the oil hole 4421 can communicate through the gap 4111 to form a coolant passage.

[0065] In one embodiment, referring to Figures 8, 9, and 10, the annular member 442 is a multi-segment cylindrical structure integrally oriented along the axial direction of the powertrain 10. Specifically, the diameter of one segment 4435 of the annular member 442 is larger than the diameter of the shaft hole 111 of the input shaft 110. This segment 4435 is located outside the shaft hole 111 of the input shaft 110, near the axial side of the threaded segment 441. An oil hole 4421 is located on the outer circumferential surface of this segment 4435, allowing coolant to enter the gap 4111 through the outlet hole 411. The coolant in the gap 4111 then enters the groove 4432 of the groove 443 through the oil hole 4421. The diameter of the other segment 4436 of the annular member 442 is smaller than or equal to the diameter of the shaft hole 111 of the input shaft 110, facilitating insertion into the shaft hole of the input shaft 110 to deliver coolant to the input shaft 110.

[0066] In one embodiment, referring to Figures 8 and 10, valve 444 is housed within groove 443. The shortest axial distance between valve 444 and the bottom 4434 of groove 443 is less than or equal to the shortest distance between oil hole 4422 and the bottom 4434 of groove 443. At least a portion of valve 444 is opposite to oil hole 4422, allowing coolant to enter groove 443 through oil hole 4422. Valve 444 within groove 443 can adjust coolant flow rate according to different temperatures. In another embodiment, one end of valve 444 is fixed to the bottom 4434 of groove 443 by welding, adhesive bonding, or bolting.

[0067] In one embodiment, the valve 444 is installed close to the bottom 4434 of the groove 443, which can minimize the overall length of the integrated oil plug 440, prevent the valve 444 from protruding from the groove 443, prevent the valve 444 from affecting the installation of the input shaft 110 and the motor shaft 210, and ensure that the coolant in the groove 443 can flow into the shaft hole 111 of the input shaft 110 through the central hole 4423 to form a cooling oil passage.

[0068] In one embodiment, one end of the valve 444 is fixed to the bottom 4434 of the groove 443, and the fixing method includes welding, gluing, and bolting. Directly fixing one end of the valve 444 to the bottom 4434 of the groove 443 can enhance the overall rigidity of the integrated oil plug 440, preventing loosening or leakage caused by vibration or pressure fluctuations in the powertrain 10. Furthermore, directly fixing the valve 444 makes it more stable when subjected to coolant pressure, reducing fatigue damage caused by vibration.

[0069] In this application, please continue to refer to Figures 8 and 10. The inner wall 4433 of a groove 443 includes an annular groove 4437. The annular groove 4437 is used to accommodate a retaining ring 445. The radial width of the retaining ring 445 is greater than the radial depth of the annular groove 4437. The inner diameter of the central hole 4451 of the retaining ring 445 is smaller than the outer diameter of the valve 444.

[0070] In one embodiment, the inner wall 4433 of the groove 443 includes a ring groove 4437, which extends circumferentially around the inner wall 4433. The ring groove 4437 is located on the axial side of the valve 444 near the opening 4431 of the groove 443, and the opening of the ring groove 4437 faces the central axis of the groove 443.

[0071] In one embodiment, the annular groove 4437 is used to accommodate the retaining ring 445. In another embodiment, the retaining ring 445 is an elastic C-ring. The retaining ring 445 can be assembled into the annular groove 4437 by squeezing the retaining ring 445. The retaining ring 445 has a certain elasticity, and the opening of the retaining ring 445 will be tightly attached to the annular groove 4437 due to the elastic force, thereby achieving fixation.

[0072] In one embodiment, the radial width of the retaining ring 445 is greater than the radial depth of the annular groove 4437, and the retaining ring 445 at least partially protrudes from the annular groove 4437. In another embodiment, the inner diameter of the center hole 4451 of the retaining ring 445 is smaller than the outer diameter of the valve 444. After the valve 444 is inserted from the slot 4431 into the groove 443, the retaining ring 445, which partially protrudes from the annular groove 4437, can confine the valve 444 within the groove 443, thus helping to improve the structural stability of the integrated oil plug 440.

[0073] In this embodiment, please refer to Figure 10. The valve 444 includes a valve sleeve 4441, a valve shaft 4442, an annular valve core 4443, two springs (4444, 4445), and a temperature sensing component 4446. The central hole of the valve sleeve 4441 is used to accommodate one of the springs 4444, one end of the valve shaft 4442, and the valve core 4443. The central hole of the valve sleeve 4441 includes two inner wall surfaces (4448, 4449). One inner wall surface 4448 is used to have a groove 4431 of a recess 443 located on one axial side of the other inner wall surface 4449. The outer diameter of the valve core 4443 is smaller than that of one inner wall surface 4448. The inner diameter of the valve core 4443 is equal to the inner diameter of the other inner wall surface 4449. The valve core 4443 and another spring 4445 are both sleeved on the valve shaft 4442. The two ends of the spring 4444 are used to fix the outer peripheral surface of the valve shaft 4442 and one inner wall surface of the valve sleeve 4441 respectively. The two ends of the other spring 4445 are used to fix the outer peripheral surface of the valve shaft 4442 and one axial end of the valve core 4443 respectively. The other spring 4445 and the spring 4444 are located on both axial sides of the valve core 4443. The temperature sensing component 4446 and the spring 4444 are located on both axial ends of the valve shaft 4442 and are used to push the valve shaft 4442 toward the spring 4444.

[0074] In one embodiment, the central hole of the valve sleeve 4441 is used to accommodate a spring 4444, one end of the valve shaft 4442 facing away from the threaded section 441, and a valve core 4443. The valve core 4443 can move axially within the central hole of the valve sleeve 4441 to adjust the opening of the valve 444, thereby controlling the flow rate of the coolant. In another embodiment, the central hole of the valve sleeve 4441 includes an inner wall surface 4448 at one end and an inner wall surface 4449 at the other end. One section of the inner wall surface 4448 is axially close to the groove 4431 of a recess 443, and the other section of the inner wall surface 4449 is axially close to the through hole 410. In one embodiment, the outer diameter of the valve core 4443 is smaller than the inner diameter of one inner wall surface 4448, and the outer diameter of the valve core 4443 is equal to the inner diameter of another inner wall surface 4449. The valve core 4443 can extend and retract within the space enclosed by one inner wall surface 4448 and the space enclosed by the other inner wall surface 4449. The valve core 4443 can fit tightly against the other inner wall surface, effectively preventing the flow of coolant at low temperatures. Furthermore, the valve core 4443 will not get stuck at the axial end of one inner wall surface 4448 near the other inner wall surface 4449, thus avoiding uneven force on the valve 444, which could lead to structural instability and shortened lifespan of the integrated oil plug 440.

[0075] In one embodiment, referring to Figure 8, a valve core 4443 and another spring 4445 are looped around a valve shaft 4442. The other spring 4445 and a spring 4444 are located on opposite axial sides of the valve core 4443. In one embodiment, one end of a spring 4444 is used to fix the outer peripheral surface of the portion of the valve shaft 4442 near the axial end of the groove 4431 of a groove 443, and the other end of a spring 4444 is used to fix the inner wall surface of the portion of the valve sleeve 4441 near the axial end of the groove 4431 of a groove 443. At low temperatures, a spring 4444 applies a preload to the valve shaft 4442, causing the valve core 4443 on the valve shaft 4442 to be tightly pressed against another section of the inner wall surface 4449; at high temperatures, it applies pressure to the valve sleeve 4441, causing the valve core 4443 to form a coolant passage within the space enclosed by an inner wall surface 4448. In one embodiment, one end of another spring 4445 is used to fix the outer peripheral surface of the valve shaft 4442, the other end of another spring 4445 is used to fix the axial end of the valve core 4443 near the threaded section 441, and the other spring 4445 is used to push the valve core 4443 to move back and forth in the axial direction.

[0076] In one embodiment, the temperature sensing component 4446 is located at one axial end of the valve shaft 4442 near the threaded section 441 and is fixedly connected to the valve shaft 4442. Referring to Figure 8, when the powertrain 10 operates at an excessively high temperature, the temperature sensing component 4446 drives the valve shaft 4442 to move towards the slot 4431 of a groove 443. Another spring 4445 surrounding the valve shaft 4442 pushes the valve core 4443 from the space enclosed by another inner wall surface 4449 into the space enclosed by an inner wall surface 4448, thereby forming a coolant passage, allowing the coolant to enter the shaft hole 111 of the input shaft 110 through the valve 444 to cool the input shaft 110. Please refer to Figure 11. Figure 11 is a schematic diagram of a powertrain provided in an embodiment of this application. When the powertrain 10 is not running or the operating temperature is low, the temperature sensing component 4446 is small in size. Another spring 4445 surrounding the valve shaft 4442 pushes the valve core 4443 to be stuck in the space enclosed by another section of inner wall surface 4449. The valve 444 throttles to reduce the flow rate of coolant entering the input shaft 110, which helps to save coolant consumption.

[0077] In one embodiment, the temperature sensing component 4446 can move the valve shaft 4442 according to temperature changes, thereby adjusting the opening and closing state of the valve 444. This automatic adjustment capability enables the valve 444 to maintain effective flow control under different temperature environments. In one embodiment, the temperature sensing component 4446 includes paraffin wax, which expands when heated, pushing the valve shaft 4442 into the slot 4431 of a groove 443, and contracts at low temperatures, pushing the valve shaft 4442 into the threaded section 441.

[0078] In one embodiment, a spring 4444 is used to hold the valve shaft 4442 in a certain position, while another spring 4445 works in conjunction with the temperature sensing component 4446 to adjust the position of the valve shaft according to temperature changes. The design of using two springs (4444, 4445) in the valve 444 helps to enhance the stability and reliability of the valve 444, ensuring that the valve 444 maintains stable performance under different operating conditions.

[0079] In this embodiment of the application, please continue to refer to Figure 10. The bottom 4434 of a groove 443 includes another groove 4438. The inner diameter of the other groove 4438 is smaller than the inner diameter of the first groove 443. The other groove 4438 is used to accommodate one end of the valve shaft 4442 and the temperature sensing component 4446. One end of the valve shaft 4442 and the bottom of the other groove 4438 are located on both axial sides of the temperature sensing component 4446.

[0080] In one embodiment, one end of the valve shaft 4442 is fixedly connected to the temperature sensing component 4446. In another embodiment, the temperature sensing component 4446 can be completely accommodated in another groove 4438, and the gap between the temperature sensing component 4446 and the other groove 4438 is small or non-existent. The groove 4438, by holding the temperature sensing component 4446 in place, restricts the valve shaft 4442 from shifting during axial movement, ensuring precise control of the valve 444 and effectively improving the stability and reliability of the powertrain 10 operation.

[0081] In this embodiment of the application, please continue to refer to FIG10. The bottom 4434 of a groove 443 includes another annular groove 4439. The other annular groove 4439 is used to surround another groove 4438. The oil hole 4421 is used to penetrate the outer peripheral wall of the other annular groove 4439 along the radial direction of the powertrain 10.

[0082] In one embodiment, the bottom 4434 of a groove 443 includes another annular groove 4439, which extends circumferentially along the inner wall surface of a groove 443. The central axis of the other annular groove 4439 coincides with the central axis of a groove 443. The other annular groove 4439 surrounds another groove 4438, and the inner diameter of the other annular groove 4439 is greater than or equal to the outer diameter of the other groove 4438. In one embodiment, the oil hole 4421 penetrates the outer peripheral wall of another annular groove 4439 radially along the powertrain 10. The other annular groove 4439 is connected to the outlet hole 411 through the oil hole 4421 to form a coolant passage. The coolant in the internal flow channel 430 enters the gap 4111 through the outlet hole 411. The coolant in the gap 4111 enters the other annular groove 4439 through the oil hole 4421. The temperature sensing component 4446 contained in the other annular groove 4439 senses the temperature of the coolant and then adjusts the opening of the valve 444 as needed to precisely control the flow rate of the coolant entering the shaft hole 111 of the input shaft 110.

[0083] In this embodiment of the application, please refer to Figures 12, 13, 14 and 15. Figure 12 is a schematic diagram of an integrated oil plug provided in this embodiment of the application. Figure 13 is a schematic diagram of an integrated oil plug provided in this embodiment of the application. Figure 14 is a schematic diagram of a powertrain provided in this embodiment of the application. Figure 15 is a schematic diagram of a powertrain provided in this embodiment of the application. The threaded section 441 includes another through hole 4412, which is used to penetrate the threaded section 441 along the axial direction of the powertrain 10. The valve 444 includes a solenoid valve 4447. The other through hole 4412 is used to receive and fix at least one of the power line and signal line of the solenoid valve 4447.

[0084] In one embodiment, the threaded section 441 is axially penetrated by another through hole 4412 along the powertrain 10. This other through hole 4412 can be used to accommodate other components. For example, when valve 444 is a solenoid valve 4447, the other through hole 4412 can be used to accommodate and secure the power supply line and signal line of the solenoid valve 4447 to ensure its normal operation. The power supply line connects to a power source, providing the solenoid valve 4447 with the necessary electrical energy to operate, ensuring that the solenoid valve 4447 receives sufficient power to open or close. The signal line transmits control signals to the solenoid valve 4447 to control its on / off state. Changes in the current on the signal line control the opening or closing amplitude of the solenoid valve 4447, precisely controlling the flow rate of coolant entering the input shaft 110.

[0085] In this embodiment of the application, please continue to refer to Figures 7 and 8. The housing 400 includes a bearing groove 420. A through hole 410 is used to penetrate the bottom of the bearing groove 420 along the axial direction of the powertrain 10. The bearing groove 420 is used to accommodate a bearing 460. The bearing 460 is used to surround one end of the drive shaft (110, 120, 130, 210). The length of the portion of the annular member 442 accommodated in the drive shaft (110, 120, 130, 210) along the axial direction of the powertrain 10 is greater than the length of the bearing 460. For example, an input shaft bearing groove 420 is provided on the inner side of the reducer end cover 140. The input shaft bearing groove 420 surrounds the periphery of the through hole 410 and is used to accommodate the input shaft bearing 460. The input shaft bearing 460 can be sleeved on the outside of the input shaft 110 of the reducer 100 to fix one end of the input shaft 110. The through hole 410 penetrates the bottom of the groove of the input shaft bearing groove 420 along its center line direction. The center line of the through hole 410 coincides with the axis of the input shaft 110 of the reducer 100.

[0086] In one embodiment, the length of the portion of the axial annular member 442 of the powertrain 10 housed within the input shaft 110 is greater than the length of an input shaft bearing 460. This ensures that after the valve 444 is integrated into the integrated plug 440, the extended portion of the integrated plug 440 is housed on one side of the input shaft 110, rather than extending towards the side near the through hole 410. This prevents the axial length of the powertrain 10 from increasing and avoids the integrated plug 440 occupying too much space in the powertrain 10, which could affect the arrangement of other components and the overall structure of the vehicle.

[0087] In this embodiment of the application, please continue to refer to Figures 6, 7 and 12. The sidewall of the annular member 442 includes a plurality of oil holes 4421. The plurality of oil holes 4421 are arranged at intervals along the circumference of the annular member 442. The inner diameter of the wall surface where the liquid outlet hole 411 is located is larger than the outer diameter of the wall surface where the oil hole 4421 is located. The annular gap 4111 between the wall surface where the liquid outlet hole 411 is located and the wall surface where the oil hole 4421 is located is used to connect the liquid outlet hole 411 and the plurality of oil holes 4421.

[0088] In one embodiment, a plurality of oil holes 4421 are arranged axially at intervals along the outer peripheral surface of the annular member 442. The outer diameter of the portion of the annular member 442 where the plurality of oil holes 4421 are located is smaller than the inner diameter of the through hole 410 where the liquid outlet hole 411 is located. There is an annular gap 4111 between the plurality of oil holes 4421 and the liquid outlet hole 411. The annular gap is used to connect the liquid outlet hole 411 and the plurality of oil holes 4421.

[0089] In one embodiment, the annular member 442 is screwed into the through hole 410 following the threaded section 441. After being screwed in place, an annular gap 4111 exists between the multiple oil holes 4421 and the liquid outlet hole 411 of the annular member 442. The coolant in the internal flow channel 430 enters the annular gap 4111 through the liquid outlet hole 411. The coolant in the annular gap 4111 enters the groove 443 through the multiple oil holes 4421, and then flows to the shaft hole 111 of the input shaft 110 through the groove 443, thereby cooling the input shaft 110. In another embodiment, when the integrated oil plug 440 is screwed into the through hole 410, even if it is not screwed in place, the coolant can still enter the oil hole 4421 through the liquid outlet hole 411 due to the existence of the annular gap 4111. In one embodiment, multiple oil holes 4421 can improve the efficiency of coolant entering the groove 443, ensuring that the coolant can be supplied evenly and continuously into the groove 443. This helps reduce friction and wear between the annular member 442 and the through hole 410, thereby improving the operating efficiency and lifespan of the powertrain 10. Furthermore, the multiple oil holes 4421 can guide the coolant to flow along a specific path, thereby achieving optimized distribution and circulation of the coolant, which helps reduce coolant waste and leakage.

[0090] In this embodiment of the application, please refer to Figures 8, 10 and 16. Figure 16 is a schematic diagram of a housing provided in this embodiment of the application. The outer diameter of the annular part 442 is smaller than the outer diameter of the threaded section 441. The through hole 410 includes two openings (413, 414). The two openings (413, 414) are located at both ends of the axial direction of the through hole 410. The inner diameter of one of the openings 413 is equal to the inner diameter of the internal thread 412, larger than the inner diameter of the other opening 414, and larger than the outer diameter of the portion of the annular part 442 inserted into the shaft hole of the transmission shaft (110, 120, 130, 210).

[0091] In one embodiment, the outer diameter of the annular part 442 is smaller than the outer diameter of the threaded section 441. When the integrated oil plug 440 is screwed into the through hole 410, the threaded section 441 forms another similar retaining wall structure, forming an oil-blocking structure between the annular part 442 and the threaded section 441 to prevent coolant from leaking out from the threaded section 441.

[0092] In one embodiment, the through hole 410 penetrates the reducer end cover 140 and forms an opening 413 on the outer surface of the reducer end cover 140 and another opening 414 on the inner surface. The opening 413 and the other opening 414 are located at the two axial ends of the through hole 410. Wherein: the inner diameter of one opening 413 is equal to the inner diameter of the internal thread 412, the external thread 4411 of the threaded segment 441 meshes with the internal thread 412, and the threaded segment 441 can extend into one opening 413; the inner diameter of one opening 413 is larger than the inner diameter of another opening 414, the threaded segment 441 can only pass through one opening 413 and cannot pass through the other opening 414, the threaded segment 441 is restricted outside the other opening 414, and the annular part 442 with an outer diameter smaller than the outer diameter of the threaded segment 441 can pass through the other opening 414; the inner diameter of one opening 413 is larger than the outer diameter of the portion of the annular part 442 inserted into the shaft hole 111 of the input shaft 110, and the portion of the annular part 442 can be inserted into the shaft hole 111 of the input shaft 110 in sequence through one opening 413 and the other opening 414 to deliver coolant to the shaft hole 111 of the input shaft 110.

[0093] The two openings (413, 414) of the through hole 410 have different inner diameters, providing an accurate positioning reference for installing the integrated oil plug 440. One opening 413 is used to accommodate the threaded section 441, and the other opening 414 is used to accommodate the annular part 442, limiting the depth to which the integrated oil plug 440 is screwed into the through hole 410, making the installation process smoother and more precise. When the through hole 410 and the integrated oil plug 440 are engaged, the two openings (413, 414), the threaded section 441, and the annular part 442 can form a tighter sealing structure, which helps prevent coolant leakage and external contaminants from entering the reducer 100 through the through hole 410, thereby maintaining the good working condition of the reducer 100. The reducer end cover 140 has different wall thicknesses at the two openings (413, 414), which helps optimize the structural strength of the reducer end cover 140, helps resist the vibration and impact generated by the powertrain 10 during operation, and improves the durability and reliability of the reducer end cover 140.

[0094] In this embodiment of the application, please continue to refer to Figures 8, 10 and 16. The inner diameter of the other opening 414 is larger than the outer diameter of the portion of the annular part 442 that is accommodated in the drive shaft (110, 120, 130, 210).

[0095] In one embodiment, the inner diameter of the other opening 414 is larger than the outer diameter of the portion of the annular member 442 accommodated within the input shaft 110, and the portion of the annular member 442 accommodated within the input shaft 110 can enter and exit axially through the other opening 414. When assembling or disassembling the integrated oil plug 440, it can be directly screwed into the through hole 410, which helps improve the ease of assembly and disassembly of the integrated oil plug 440.

[0096] In this embodiment of the application, please continue to refer to Figures 8, 10 and 16. The inner diameter of the other opening 414 is smaller than the inner diameter of the shaft hole of the transmission shaft (110, 120, 130, 210).

[0097] In one embodiment, the inner diameter of the other opening 414 is smaller than the inner diameter of the shaft hole 111 of the input shaft 110. During the installation of the integrated oil plug 440, the larger inner diameter of the shaft hole 111 provides more ample insertion space for the integrated oil plug 440, while the larger inner diameter of the shaft hole 111 allows for a certain degree of deviation, enabling the integrated oil plug 440 to be inserted into the appropriate position more smoothly. In another embodiment, the solid wall of a portion of the inner diameter of the other opening 414 acts as a barrier to the flow of coolant, effectively preventing coolant backflow from the integrated oil plug 440 and ensuring that the coolant can flow along the designed path, better lubricating and cooling the various components of the powertrain 10.

[0098] In this embodiment of the application, please refer to Figures 8, 10, 12 and 16. The integrated oil plug 440 includes a drain section 446. The drain section 446 is located at both ends of the threaded section 441 along with the annular member 442. The outer diameter of the drain section 446 is larger than the inner diameter of an opening 413. The drain section 446 is located on both sides of the housing 400 along with the drive shafts (110, 120, 130, 210).

[0099] In one embodiment, the integrated oil plug 440 further includes a drain section 446 for fixing one end of the threaded section 441. The drain section 446 is located on the side of the threaded section 441 opposite to the annular member 442. In one embodiment, the outer diameter of the drain section 446 is larger than the inner diameter of an opening 413. When the integrated oil plug 440 is screwed into the through hole 410, the drain section 446 is located on the axial side of the through hole 410 opposite to the input shaft 110. When the integrated oil plug 440 is assembled into the through hole 410, the larger outer diameter of the drain section 446 contacts the outer side of the housing 400, thereby limiting the depth of the integrated oil plug 440 screwed into the through hole 410 and avoiding damage or sealing failure due to over-screwing.

[0100] In one embodiment, the protruding section 446 has a hollow through cavity, and the threaded section 441 has a groove that is connected to the through cavity to form an outward-facing groove on the integrated oil plug 440. The groove is provided with a structure suitable for assembly, such as a hexagonal groove, so that the operator can use assembly tools such as a hexagonal wrench to assemble the integrated oil plug 440 and the through hole 410.

[0101] In one embodiment, a sealing ring 500 is provided between the leakage section 446 and the through hole 410, and the leakage section 446 and the through hole 410 are sealed together by the sealing ring 500. In another embodiment, the leakage section 446 includes an annular groove 4461, and the engagement of the annular groove 4461 with the sealing ring 500 forms a tight sealing interface, effectively preventing coolant leakage. The annular groove 4461 fixes and positions the sealing ring 500, preventing the sealing ring 500 from sliding or rotating during installation and use, ensuring accurate alignment between the sealing ring and the sealing groove, and improving the stability and reliability of the sealing ring 500. At the same time, the annular groove 4461 can also effectively prevent the sealing ring 500 from falling off or being damaged when subjected to external forces, thereby extending the service life of the sealing ring 500. The fit design between the sealing ring 500 and the annular groove 4461 also makes the installation and disassembly process more convenient. During installation, the sealing ring 500 can simply be fixed in the desired position using an integrated oil plug 440. This installation method not only saves time and effort but also reduces installation difficulty and cost. Disassembly is also straightforward; simply unscrew the integrated oil plug 440 to easily remove the sealing ring 500 from the annular groove 4461, facilitating maintenance and replacement. Furthermore, because the sealing ring 500 is easy to replace and install, this method also reduces equipment maintenance costs and time.

[0102] In one embodiment, the sealing ring 500 includes an angular contact sealing ring and an end face contact sealing ring. The angular contact sealing ring can withstand radial and axial forces, as well as a certain torque, to ensure a complete seal between the integrated oil plug 440 and the through hole 410; the end face contact sealing ring achieves a seal by utilizing the contact of two planes, providing a good sealing effect on the through hole 410 and making it less prone to coolant leakage.

[0103] In this embodiment, please continue to refer to Figures 3 and 6. The transmission shafts (110, 120, 130, 210) include the input shaft 110 of the reducer 100. The annular member 442 is inserted into one end of the input shaft 110 of the reducer 100. One end of the motor shaft 210 of the drive motor 200 of the powertrain 10 is used to insert into the other end of the input shaft 110 of the reducer 100.

[0104] In one embodiment, the input shaft 110 and the motor shaft 210 are key components in the powertrain 10 for transmitting and converting power. An annular element 442 is inserted into the input shaft 110 to supply coolant to the shaft hole 111 of the input shaft 110. In another embodiment, the valve 444 in the integrated oil plug 440 can regulate the flow rate of coolant entering the shaft hole 111 of the input shaft 110 at different temperatures. At low temperatures, the amount of coolant entering the shaft hole 111 is reduced, saving coolant consumption; at high temperatures, the amount of coolant entering the shaft hole 111 is increased, rapidly cooling the input shaft 110. In another embodiment, one end of the motor shaft 210 of the drive motor 200 extends into the shaft hole 111 of the input shaft 110 of the reducer 100. The shaft hole 111 of the input shaft 110 of the reducer 100 can transmit coolant to the shaft hole 211 of the motor shaft 210, thereby cooling the motor shaft 210.

[0105] 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. A powertrain having an integrated oil plug, characterized by, The powertrain housing includes a through-hole and an integrated oil plug. The through-hole communicates the inner and outer sides of the housing along the axial direction of the powertrain. The integrated oil plug passes through the through-hole. The through-hole wall includes a fluid outlet. The integrated oil plug includes a threaded section and an annular component, wherein: The threaded section is used to extend into the through hole and to engage the internal thread of the through hole. One end of the annular member is axially connected to one end of the threaded section, and the other end of the annular member is used to extend into the shaft hole of a drive shaft in the powertrain. The sidewall of the annular component includes an oil hole, and the inner cavity of the annular component and the axial end face of the threaded segment form a groove. The oil hole is used to connect the liquid outlet hole and the groove in the radial direction of the annular component. The opening of the groove is located at the other end of the annular component. The cavity of the groove is used to accommodate a valve, and the valve is used to regulate the flow rate of coolant in the integrated oil plug.

2. The powertrain of claim 1, wherein, Along the axial direction of the powertrain, the length of the groove cavity of the groove is greater than the length of the portion of the annular member inserted into the shaft hole of the drive shaft, the bottom of the groove is positioned on the axial side of the oil hole along with the threaded section, and the distance between the valve and the bottom of the groove is less than or equal to the distance between the oil hole and the bottom of the groove.

3. The powertrain of claim 1 or 2, characterized in that The inner wall of the groove includes an annular groove, which is located on the axial side of the valve along with the opening of the groove. The annular groove is used to accommodate a retaining ring, the radial width of which is greater than the radial depth of the annular groove, and the inner diameter of the center hole of the retaining ring is smaller than the outer diameter of the valve.

4. The powertrain of any one of claims 1-3, wherein, The valve includes a valve sleeve, a valve shaft, an annular valve core, two springs, and a temperature sensing component. The central hole of the valve sleeve is used to accommodate one of the springs, one end of the valve shaft, and the valve core. The central hole of the valve sleeve includes two inner wall surfaces, one of which is located on the axial side of the other inner wall surface, and the opening of the groove is located on the other inner wall surface. The outer diameter of the valve core is smaller than the inner diameter of the first inner wall surface and equal to the inner diameter of the other inner wall surface. The valve core and another spring are both sleeved on the valve shaft. The two ends of the first spring are used to fix the outer peripheral surface of the valve shaft and the inner wall surface of a section of the valve sleeve, respectively. The two ends of the second spring are used to fix the outer peripheral surface of the valve shaft and one axial end of the valve core, respectively. The second spring is located on both sides of the valve core along with the first spring. The temperature sensing component is located at both ends of the valve shaft along with the first spring and is used to push the valve shaft toward the first spring.

5. The powertrain of claim 4, wherein, The bottom of the groove includes another groove, the inner diameter of which is smaller than that of the first groove. The other groove is used to accommodate one end of the valve shaft and the temperature sensing component. The one end of the valve shaft and the bottom of the other groove are located on opposite axial sides of the temperature sensing component.

6. The powertrain of claim 5, wherein, The bottom of one groove includes another annular groove for surrounding the other groove, and the oil hole is for penetrating the outer peripheral wall of the other annular groove radially through the powertrain.

7. The powertrain of any one of claims 1-6, wherein, The threaded section includes another through-hole for penetrating the threaded section along the axial direction of the powertrain, the valve includes a solenoid valve, and the other through-hole is used to receive and secure at least one of the power line and signal line of the solenoid valve.

8. The powertrain of any one of claims 1-7, wherein, The housing includes a bearing groove, the through hole being for penetrating the bottom of the bearing groove along the axial direction of the powertrain, the bearing groove being for accommodating a bearing, the bearing being for surrounding one end of the drive shaft, and the length of the portion of the annular member accommodated within the drive shaft along the axial direction of the powertrain being greater than the length of the bearing.

9. The powertrain of any of claims 1-8, wherein, The sidewall of the annular component includes a plurality of oil holes, which are arranged at intervals along the circumference of the annular component. The inner diameter of the wall surface where the liquid outlet is located is larger than the outer diameter of the wall surface where the oil holes are located. The annular gap between the wall surface where the liquid outlet is located and the wall surface where the oil holes are located is used to connect the liquid outlet and the plurality of oil holes.

10. The powertrain of any one of claims 1-9, wherein, The outer diameter of the annular component is smaller than the outer diameter of the threaded section. The through hole includes two openings located at both axial ends of the through hole. The inner diameter of one opening is equal to the inner diameter of the internal thread, larger than the inner diameter of the other opening, and larger than the outer diameter of the portion of the annular component inserted into the shaft hole of the drive shaft.

11. The powertrain of claim 10, wherein, The inner diameter of the other opening is larger than the outer diameter of the portion of the annular member that is housed within the drive shaft.

12. The powertrain of claim 11, wherein, The inner diameter of the other opening is smaller than the inner diameter of the shaft hole of the drive shaft.

13. The powertrain of any of claims 10-12, wherein, The integrated oil plug includes a drain section, which is located at both ends of the threaded section along with the annular component. The outer diameter of the drain section is larger than the inner diameter of the opening. The drain section is located on both sides of the housing along with the drive shaft.

14. The powertrain of any one of claims 1-13, wherein, The drive shaft includes a reducer input shaft, the annular member is inserted into one end of the reducer input shaft, and one end of the motor shaft of the drive motor of the powertrain is used to insert into the other end of the reducer input shaft.

15. An electric vehicle characterized by comprising: It includes a plurality of wheels and a powertrain as described in any one of claims 1-14, the powertrain being used to drive one or more of the wheels.

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