CN116733936A - Electric drive transmission system and automobile - Google Patents

Abstract

The application discloses an electric drive transmission system and an automobile, wherein the electric drive transmission system comprises a motor assembly, a differential mechanism and at least one first speed reducer; the motor assembly further comprises a motor shaft, and the motor shaft is connected to the differential mechanism; the first speed reducer comprises a first shell and a first input shaft arranged on the first shell, the first input shaft is connected with the differential mechanism, and the first input shaft is a hollow shaft and comprises a hollow oil path; the electric drive transmission system further comprises a first lubricating oil circuit system arranged on the first shell; the first lubricating oil way system comprises a first oil pipe assembly, the first oil pipe assembly is communicated with the hollow oil way, a plurality of oil spray holes are further arranged on the first oil pipe assembly at intervals, and the oil spray holes are arranged on the first input shaft, the differential mechanism and the first shell and are connected with each other. Through the mode, the efficiency loss of the transmission mechanism in the lubricating process can be reduced.

Description

Electric drive transmission system and automobile

Technical Field

The application relates to the field of automobiles, in particular to an electric drive transmission system and an automobile.

Background

In the automotive field, electric drive transmission systems need to be lubricated during operation. However, there is also a problem of efficiency loss of the transmission during lubrication, and thus it is required to reduce the efficiency loss of the transmission during lubrication.

Disclosure of Invention

The application mainly solves the technical problem of providing an electric drive transmission system and an automobile, and can reduce the efficiency loss of a transmission mechanism in the lubrication process.

In order to solve the technical problems, the application adopts a technical scheme that: providing an electric drive system comprising a motor assembly, a differential and at least one first speed reducer; the motor assembly further comprises a motor shaft, and the motor shaft is connected to the differential mechanism; the first speed reducer comprises a first shell and a first input shaft arranged on the first shell, the first input shaft is connected with the differential mechanism, and the first input shaft is a hollow shaft and comprises a hollow oil path; the electric drive transmission system further comprises a first lubricating oil circuit system arranged on the first shell; the first lubrication oil way system comprises a first oil pipe assembly, the first oil pipe assembly is communicated with the hollow oil way, a plurality of oil spray holes are further arranged on the first oil pipe assembly at intervals, and the oil spray holes are arranged at the interconnection positions among the first input shaft, the differential mechanism and the first shell.

In order to solve the technical problems, the application adopts another technical scheme that: an automobile is provided that includes a battery and an electric drive train, the electric drive train being electrically connected to the battery.

The beneficial effects of the application are as follows: in contrast to the related art, the lubricant can be precisely sprayed in the area to be lubricated through the first oil pipe assembly, so that the amount of the lubricant is reduced, and the influence of viscosity or gravity of the lubricant on the efficiency loss of the transmission mechanism (such as a speed reducer and a differential mechanism) is reduced. In addition, the lubrication oil is capable of lubricating the differential via the first oil line assembly and the hollow oil passage. This makes it possible to lubricate the transmission mechanism in its entirety.

Drawings

FIG. 1 is a schematic block diagram of an embodiment of an automobile of the present application;

FIG. 2 is a schematic cross-sectional view of an embodiment of an electric drive system of the present application;

FIG. 3 is a partial schematic view of the transmission of FIG. 2;

FIG. 4 is a partial schematic view of the first and second housings of FIG. 2;

FIG. 5 is a schematic structural view of a first tubing assembly and a second tubing assembly;

FIG. 6 is a schematic view of the first pipeline disposed on the first side wall;

FIG. 7 is a schematic view of the assembly relationship of the first housing;

FIG. 8 is a schematic cross-sectional view of FIG. 7 taken along section A-A;

FIG. 9 is a schematic diagram of the structure of the second pipeline;

FIG. 10 is a schematic view of the second conduit in another view;

FIG. 11 is a schematic view of the second pipeline disposed on the second side wall;

FIG. 12 is a schematic view of the assembly relationship of the second sidewall;

FIG. 13 is a schematic illustration of the first conduit spraying lubrication to the first pair of gears;

FIG. 14 is a schematic diagram of a second line spraying lubrication to a second gear train;

FIG. 15 is a schematic view of the third pipeline;

FIG. 16 is a schematic view of the third conduit in another view;

FIG. 17 is a schematic view of a third pipeline disposed on a third sidewall;

FIG. 18 is a schematic view of the assembly relationship of the third sidewall;

FIG. 19 is a schematic view of the fourth pipeline;

FIG. 20 is a schematic view of the fourth pipeline disposed on the fourth sidewall;

FIG. 21 is a schematic plan view of the fourth pipeline disposed on the fourth sidewall;

FIG. 22 is a schematic diagram of the cooling principle of the motor assembly;

fig. 23 is a schematic cross-sectional view of the cooling oil passage inlet opening in the first housing.

Detailed Description

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

The following automotive embodiments of the present application describe an exemplary structure of the automobile 1.

Referring to fig. 1, an automobile 1 is a vehicle commonly used in life. In general, the vehicle 1 includes an electric drive train 10, a battery 20, and a travel system 30. Electric drive train system 10 may be electrically connected to battery 20 to drive operation of drive train system 30.

The running system 30 may include, among other things, a frame, a spindle, wheels (steering and drive), a frame-most (front and rear suspensions), and the like. The electric drive train 10 may be in power connection with the travel system 30 to drive the spindle and wheels in rotation, thereby enabling movement of the vehicle 1.

The electric drive train 10 generally includes: motor assembly 100, transmission 200, and inverter 300.

The motor assembly 100 may be used to convert electrical energy into mechanical energy to power the operation of the new energy automobile 1. The transmission 200 can be used to reduce the rotational speed of the drive motor, increase the torque, and further transmit it to the main shaft of the motor vehicle 1 for driving the new energy vehicle 1. The inverter 300 is mainly used for converting direct current into alternating current and further driving the motor to work.

The converter 300 generally includes an inverter and a DC/DC converter 300, among others. The inverter may be used to convert the direct current of the battery 20 into alternating current, which in turn drives the motor. The DC/DC converter 300 may be used to transform the power supply voltage of the battery 20 for high-low voltage conversion. For example, the high voltage power of the battery 20 may be converted into low voltage power to power multimedia devices or air conditioning devices.

The transmission 200 generally includes a reduction and differential 210. The differential 210 mainly serves to make the rotational speeds of the vehicles on both sides different when the automobile 1 turns. The speed reducer is mainly used for reducing the rotation speed of the driving motor and increasing the torque output by the driving motor at the same time, and then transmitting the torque to the main shaft of the automobile 1.

The present inventors have long studied and found that in the related art, in general, the lubrication of the electric drive system 10 is performed by using a manner of immersion lubrication and splash lubrication. In the above manner, the parts (for example, gears) of the speed reducer and the differential 210 that need to be lubricated need to be immersed in the lubricating oil, and the parts that are not immersed in the lubricating oil need to be splashed by the lubricating oil that is splashed by the gears. Because the electro-drive transmission system 10 requires work during agitation of the lubricating oil, efficiency losses of the electro-drive transmission system 10 result. In order to solve the above technical problems, the present application proposes the following embodiments.

Reference is made to the following description of an embodiment of an electric drive system according to the present application with respect to an embodiment of an electric drive system 10 according to the present application. The following description of exemplary configurations of the electro-drive transmission system 10 is provided in connection with the electro-drive transmission system embodiments of the present application.

Referring to fig. 2-14, electric drive train 10 includes a motor assembly 100, a differential 210, and at least one first reduction gear 230. The motor assembly 100 may include a motor shaft 101, a rotor assembly, and a stator assembly. Motor shaft 101 is connected to differential 210. The first decelerator 230 includes a first housing 240 and a first input shaft 231 provided on the first housing 240. The first input shaft 231 is connected to the differential 210. The first input shaft 231 is a hollow shaft including a hollow oil passage 2310. The electric drive train 10 further includes a first lubrication oil circuit system 400 disposed in the first housing 240. The first lubrication oil circuit system 400 includes a first oil pipe assembly 401. The first oil pipe assembly 401 communicates with the hollow oil passage 2310. The first oil pipe assembly 401 is further provided with a plurality of oil spray holes 402 at intervals. The oil jet 402 is disposed at the interconnection between the first input shaft 231, the differential 210, and the first housing 240.

In this case, the lubricating oil in the first oil pipe assembly 401 can be sprayed to the portion requiring lubrication, such as the connection between the first input shaft 231 and the first housing 240, the surface of the gear on the first input shaft 231, and the gear engagement, through the plurality of oil spray holes 402. In addition, the first oil pipe assembly 401 is also in communication with the hollow oil passage 2310 of the first input shaft 231, and since the first input shaft 231 is also connected to the differential 210, the lubricating oil of the first oil pipe assembly 401 can flow to the differential 210 via the hollow oil passage 2310 to lubricate the differential 210. Wherein the lubricant flowing within the first oil line assembly 401 may be hot, relatively low viscosity lubricant.

Unlike the related art, the lubricant can be precisely sprayed to the area requiring lubrication through the first oil pipe assembly 401, thereby reducing the amount of lubricant. In addition, the use of hot, low viscosity lubricating oil facilitates reducing the effects of factors such as viscosity or gravity of the lubricating oil on the efficiency losses of the transmission 200 (e.g., first reducer 230, differential 210). In addition, lubrication oil can lubricate differential 210 via first oil line assembly 401 and hollow oil line 2310. This makes it possible to lubricate the transmission mechanism 200 in its entirety.

Referring to fig. 5 and 6, the first decelerator 230 may optionally further include a first transmission shaft 232. The first drive shaft 232 is drivingly connected to the first input shaft 231 by at least a pair of gear meshes. The first transmission shaft 232 and the first input shaft 231 are connected to the first housing 240 through bearings. The first housing 240 is provided with a first oil guiding groove 241. The first oil guide groove 241 and at least one pair of gears are located within an injection range of the corresponding oil injection hole 402.

In this case, the lubricating oil of the first oil pipe assembly 401 can be sprayed to the connection of the first transmission shaft 232 and the first input shaft 231 and the first housing 240, and the gear engagement of the first decelerator 230 via the plurality of oil spray holes 402, thereby being lubricated in a targeted manner. In addition, the first oil guiding groove 241 is formed in the first housing 240, and the first oil guiding groove 241 is located in the injection range of the oil injection hole 402, so that the lubricating oil sprays the first oil guiding groove 241 and then lubricates the connection part between the first transmission shaft 232 and the first input shaft 231 and the first housing 240 (for example, the bearing in the bearing chamber of the first housing 240), and compared with the connection part directly spraying the first transmission shaft 232 and the first input shaft 231 and the first housing 240, the effect on the first transmission shaft 232 and the first input shaft 231 can be reduced, the efficiency loss of the transmission mechanism 200 can be further reduced, and the transmission efficiency of the transmission mechanism 200 can be improved.

Optionally, the first housing 240 includes oppositely disposed first and second sidewalls 242 and 243 (see fig. 4). The first drive shaft 232 and the first input shaft 231 are disposed between the two sidewalls. The first side wall 242 and the second side wall 243 are provided with a first oil guiding groove 241. The first tubing assembly 401 includes a first conduit 410 disposed on the first side wall 242 and a second conduit 420 disposed on the second side wall 243 (see fig. 4, 5, 9-12). Optionally, the first pipe 410 and the second pipe 420 are respectively provided with the oil spray holes 402, so that the first oil guiding grooves 241 of the first side wall 242 and the second side wall 243 can be located in the injection range of the corresponding oil spray holes 402. This allows the first reduction gear 230 (including the bearing and the gear) to be lubricated in a comprehensive and precise manner.

Optionally, the first pipe 410 is further provided with a connection hole 411 (see fig. 5). The first housing 240 is further provided with an oil guide passage 244 (see fig. 6, 7 and 8) communicating with the hollow oil passage 2310. The connection hole 411 communicates with the oil guide passage 244. In this case, the lubricating oil of the first pipe 410 can flow to the oil guide passage 244 inside the first housing 240 through the connection hole 411 and further to the hollow oil passage 2310 to lubricate the differential 210. That is, the lubricating oil portion of the first pipe 410 is sprayed to the portion of the first reduction gear 230 to be lubricated through the plurality of oil spray holes 402, and the other portion may be split through the connection hole 411 and flow to the differential 210 through the oil guide passage 244 and the hollow oil path 2310.

In addition, both ends of the first input shaft 231 are connected to the first and second side walls 242 and 243, respectively, so the first side wall 242 may be further provided with first and second oil passing holes (not shown) for communicating the inside and outside of the first speed reducer 230. The first oil passing hole may be used to connect an external guide pipe (not shown) and the first pipe 410. The second oil passing hole may be used to connect the external guide pipe and the hollow oil path 2310. In this case, the lubricating oil of the first pipe 410 may flow to the external guide pipe through the first oil passing hole and further flow to the hollow oil passage 2310 through the second oil passing hole.

Compared with the scheme of opening the oil guide passage 244 inside the first housing 240, the scheme of opening the first and second oil passing holes in the first sidewall 242 requires an additional external guide pipe, which may result in an increase in the volume of the electric drive system 10 and an increase in assembly and production costs. That is, the oil guide passage 244 is formed inside the first housing 240, which can make the first housing 240 compact and reduce assembly cost. In addition, the first oil passing hole and the second oil passing hole are formed in the first side wall 242, which is less expensive to manufacture (e.g., the first side wall 242) than the oil guiding channel 244 is formed in the first housing 240.

Optionally, the first lubrication oil circuit system 400 further includes an oil guide pipe 412 (see fig. 5, 6, and 8). The oil guide pipe 412 connects the oil guide passage 244 and the hollow oil passage 2310.

Optionally, the first drive shaft 232 includes a first output shaft 233 and at least one first intermediate shaft 234. The first intermediate shaft 234 and the first input shaft 231 are drivingly connected by a first pair of gear meshes. The first intermediate shaft 234 and the first output shaft 233 are drivingly connected by a second pair of gear meshes. The first pair of gears is located within the injection range of the at least one injection port 402 of the first conduit 410. The second pair of gears is located within the injection range of at least one injection port 402 of the second conduit 420.

Optionally, the first housing 240 is further provided with a bearing chamber 245. The first oil guide groove 241 is located above the bearing chamber 245 and communicates with the bearing chamber 245 so that the lubricating oil sprayed through the oil spray holes 402 can flow to the bearing chamber 245 through the first oil guide groove 241.

Alternatively, the first oil guide groove 241 may be in a hole shape (see fig. 6). In other words, the first oil guiding groove 241 may be an oil hole opened in the first housing 240 (e.g., the first side wall 242 or the second side wall 243) and communicating with the bearing chamber 245.

The first oil guide groove 241 may be a groove (see fig. 11) formed in the first housing 240 (e.g., the first side wall 242 or the second side wall 243) and communicating with the bearing chamber 245. Further, the first oil guiding groove 241 may have a V-shape, that is, the width of the first oil guiding groove 241 may be gradually reduced from top to bottom, and the cross section of the first oil guiding groove 241 may be gradually reduced. In this case, the portion of the first oil guide groove 241 near the upper side has a large notch area, which is advantageous in receiving the lubricating oil ejected from the oil jet hole 402. The lubricating oil collects in the first oil guide groove 241 and flows into the bearing chamber 245. In addition, the area of the portion of the notch of the first oil guiding groove 241 near the lower side is small, so that the possibility of the lubricating oil accumulating in the first oil guiding groove 241 can be reduced.

Taking the first reduction gear 230 as a two-stage reduction gear, as shown in fig. 4 to 14, the first transmission shaft 232 includes a first output shaft 233 and a first intermediate shaft 234. The first pair of gears includes a first gear provided to the first input shaft 231 and a second gear provided to the first intermediate shaft 234. The second pair of gears includes a third gear provided to the first intermediate shaft 234 and a fourth gear provided to the first output shaft 233.

In addition, the first input shaft 231, the first intermediate shaft 234, and the first output shaft 233 may be provided to the first side wall 242 and the second side wall 243 through bearings at both ends. Correspondingly, the first side wall 242 may be provided with three bearing chambers 245 for receiving bearings at one end of the first input shaft 231, the first intermediate shaft 234 and the first output shaft 233, respectively. The second side wall 243 may be provided with three bearing chambers 245 for receiving bearings of the other ends of the first input shaft 231, the first intermediate shaft 234, and the first output shaft 233, respectively. Correspondingly, the first side wall 242 may be provided with three first oil guiding grooves 241 in one-to-one correspondence with the three bearing chambers 245, and the second side wall 243 may be provided with three first oil guiding grooves 241 in one-to-one correspondence with the three bearing chambers 245.

Correspondingly, the first pipeline 410 may be provided with three oil injection holes 402. The three first oil guide grooves 241 of the first side wall 242 may be respectively located within the injection ranges of the three oil injection holes 402 of the first pipe 410. Therefore, the lubricating oil in the first pipeline 410 can be sprayed to the three first oil guiding grooves 241 of the first sidewall 242 through the three oil spraying holes 402 of the first pipeline 410, so as to lubricate the three bearings arranged in the three bearing chambers 245 of the first sidewall 242.

In addition, as shown in fig. 13, the first pipeline 410 may further be provided with more than one oil spraying hole 402 for spraying the meshing position of the first pair of gears. Wherein the first pair of gear meshes may include tooth flanks near the first gear and the second gear meshes. The first gear and the second gear intermesh may be located within the injection range of the injection port 402. Thus, the lubricating oil in the first pipe 410 can be sprayed to the meshing position of the first pair of gears through the oil spray hole 402.

Likewise, the second pipe 420 may be provided with three fuel injection holes 402. The three first oil guide grooves 241 of the second sidewall 243 may be respectively located within the injection ranges of the three oil injection holes 402 of the second pipe 420. Therefore, the lubricating oil in the second pipeline 420 can be sprayed to the three first oil guiding grooves 241 of the second sidewall 243 through the three oil spraying holes 402 of the second pipeline 420, so as to lubricate the three bearings arranged in the three bearing chambers 245 of the second sidewall 243.

In addition, as shown in fig. 14, the second pipeline 420 may further be provided with more than one oil spraying hole 402 for spraying the meshing position of the second pair of gears. The second pair of gear meshes may include tooth flanks near the third gear and the fourth gear meshes. The third gear and the fourth gear intermesh to be within the injection range of the injection port 402. Thus, the lubricating oil in the second line 420 can be sprayed through the oil spray hole 402 to the engagement portion of the second pair of gears.

Of course, in other examples, the first decelerator 230 may be a primary decelerator or a tertiary decelerator. That is, the number of the first intermediate shafts 234 may vary, in which case the number and position of the oil jet holes 402 may also be appropriately adjusted.

In addition, a portion of the lubrication oil of first conduit 410 may also be diverted to differential 210 to provide submerged lubrication to differential 210. The portion of the lubrication oil split flow direction of the first conduit 410 may be referred to in the foregoing description, and will not be described herein.

Optionally, the electric drive train 10 further comprises a second reduction gear 250 (see fig. 2-4). Alternatively, the second decelerator 250 and the first decelerator 230 are respectively located at opposite sides of the motor assembly 100 and connected to the motor assembly 100. Optionally, the second reducer 250 includes a second housing 260 and a second lubrication oil system 450. The second lubrication oil path system 450 is provided in the second housing 260. The second decelerator 250 further includes a second input shaft 251 and a second transmission shaft 252. The second input shaft 251 is connected to the motor shaft 101 of the motor assembly 100 and is drivingly connected to the second drive shaft 252 through at least one pair of gear meshes.

Optionally, the second lubrication oil path system 450 includes a second oil pipe assembly 451 (see fig. 5), and a plurality of oil injection holes 402 are further disposed on the second oil pipe assembly 451 at intervals, where the oil injection holes 402 are disposed at the interconnection between the second input shaft 251, the second transmission shaft 252, the motor assembly 100, and the second housing 260. In this case, the lubrication oil in the second oil pipe assembly 451 can be precisely sprayed to the region in the second reduction gear 250 where lubrication is required through the plurality of oil spray holes 402. In addition, the lubricant flowing in the second oil line assembly 451 may be a hot, relatively low viscosity lubricant, and the use of a hot, relatively low viscosity lubricant for lubrication may be advantageous in reducing the effects of viscosity of the lubricant or gravity and other factors on the efficiency loss of the transmission 200 (e.g., the second reduction gear 250, the motor assembly 100).

In addition, the lubricating oil can also partially absorb heat in at least one of the differential, the first speed reducer, the second speed reducer and the motor assembly when flowing through the differential, so as to properly cool the transmission component.

Optionally, the second housing 260 includes third and fourth sidewalls 261 and 262 (see fig. 4) disposed opposite to each other. The second drive shaft 252 and the second input shaft 251 are disposed between the two side walls. The third and fourth side walls 261 and 262 are provided with a second oil guide groove 263. The second oil pipe assembly 451 includes a third pipe 460 disposed at the third side wall 261 and a fourth pipe 470 disposed at the fourth side wall 262 (see fig. 15 to 21). The third and fourth pipes 460 and 470 are respectively provided with the oil spray holes 402 so that the second oil guide grooves 263 of the third and fourth side walls 261 and 262 can be located within the injection range of the corresponding oil spray holes 402. This makes it possible to lubricate the bearings and gears of the second reduction gear 250 in a complete and precise manner.

Optionally, referring to fig. 15 and 16, a tap hole 461 is further provided on the third pipe 460. The second housing 260 is further provided with an in-housing oil passage 264 communicating with the split hole 461. That is, a portion of the lubricating oil in the third conduit 460 may flow to the in-shell oil passage 264 of the second housing 260 through the split hole.

Optionally, referring to fig. 17, the second lubrication oil circuit system 450 further includes an auxiliary line connected to the in-shell oil passage 264 and the motor assembly 100.

Optionally, referring to fig. 17, the electric drive train 10 further includes a filter 500 and an oil-cooled heat exchanger 510 disposed outside the second housing 260. The in-shell oil passage 264 includes a first inner oil passage 2641 and a second inner oil passage 2642 that are not in communication. One end of the first inner oil passage 2641 communicates with the split hole 461. The auxiliary pipeline comprises a plurality of sections of outer pipelines. The inlet of the filter 500 communicates with the other end of the first inner oil passage 2641 through at least one of the plurality of stages of the outer pipe. The outlet of the filter 500 communicates with one end of the second inner oil passage 2642 through at least one of the plurality of stages of the outer pipe. An inlet of the oil-cooled heat exchanger 510 communicates with the other end of the second inner oil passage 2642 through at least one of the plurality of stages of the outer piping.

In this case, the hot lubricating oil of the third pipe 460 may partially flow to the first inner oil passage 2641 through the split hole 461 and enter the filter 500 through the first inner oil passage 2641 and at least one section of the outer pipe communicating with the first inner oil passage 2641 to be filtered, so as to filter impurities such as iron dust that may exist. The filtered hot lubricant oil may flow from the outlet of the filter 500 and through at least one section of the outer piping connected to the outlet of the filter 500 and the second inner oil passage 2642 to the second inner oil passage 2642 and through at least one section of the outer piping communicating the second inner oil passage 2642 and the oil-cooled heat exchanger 510 to the oil-cooled heat exchanger 510 for cooling. That is, the lubrication oil in the second oil pipe assembly 451 is cooled down after passing through the oil-cooled heat exchanger. The filtered, cooled clean lubricating oil may flow to the motor assembly 100 to oil cool the motor assembly 100.

Of course, in other examples, the third pipe 460 may not be provided with the diversion hole 461. That is, the lubrication oil of the third conduit 460 may not flow to the motor assembly 100 to cool the motor assembly 100. In this case, the cooling system of the motor assembly 100 may be independent, and the cooling system may be either an oil cooling system or a water cooling system.

Optionally, the second drive shaft 252 includes a second output shaft 253 and at least one second intermediate shaft 254. The second intermediate shaft 254 and the second input shaft 251 are drivingly connected by a third pair of gear meshes. The second intermediate shaft 254 and the second output shaft 253 are drivingly connected by a fourth pair of gear meshes. The third pair of gears is located within the injection range of at least one injection port 402 of the third conduit 460. The fourth pair of gears is located within the injection range of at least one injection hole 402 of the fourth line 470. The lubrication principle of the third pair of gears and the fourth pair of gears may refer to the lubrication principle of the first pair of gears and the second pair of gears, and will not be described herein.

Optionally, the second housing 260 is further provided with a bearing chamber 245 (see fig. 17, 20). The second oil guide groove 263 is located above the bearing chamber 245 and communicates with the bearing chamber 245 so that the hot lubricating oil sprayed through the oil spray holes 402 can flow to the bearing chamber 245 through the second oil guide groove 263.

Taking the second reduction gear 250 as an example of a two-stage reduction gear, referring to fig. 15 to 21, the second transmission shaft 252 includes a second output shaft 253 and a second intermediate shaft 254. The third pair of gears includes a fifth gear provided to the second input shaft 251 and a sixth gear provided to the second intermediate shaft 254. The fourth pair of gears includes a seventh gear provided to the second intermediate shaft 254 and an eighth gear provided to the second output shaft 253.

In addition, the second input shaft 251, the second intermediate shaft 254, and the second output shaft 253 may be provided to the third side wall 261 and the fourth side wall 262 through bearings at both ends. Correspondingly, the third side wall 261 may be provided with three bearing chambers 245 for receiving bearings at one ends of the second input shaft 251, the second intermediate shaft 254 and the second output shaft 253, respectively. The third side wall 261 may be provided with three bearing chambers 245 for receiving bearings of the other ends of the second input shaft 251, the second intermediate shaft 254 and the second output shaft 253, respectively. Correspondingly, the fourth side wall 262 may be provided with three second oil guiding grooves 263 in one-to-one correspondence with the three bearing chambers 245, and the fourth side wall 262 may be provided with three second oil guiding grooves 263 in one-to-one correspondence with the three bearing chambers 245.

Correspondingly, the third pipe 460 may be provided with three fuel injection holes 402 (see fig. 15 to 18). The three second oil guide grooves 263 of the third side wall 261 may be respectively located within the injection ranges of the three oil injection holes 402 of the third pipe 460. Therefore, the hot lubricating oil in the third pipe 460 can be sprayed to the three second oil guide grooves 263 of the third side wall 261 through the three oil spray holes 402 of the third pipe 460, respectively, and thereby lubricate the three bearings provided in the three bearing chambers 245 of the third side wall 261.

In addition, the third pipeline 460 may be provided with more than one oil spraying hole 402 for spraying the engagement position of the fourth pair of gears. The fourth pair of gear meshes may include tooth flanks near the seventh gear and eighth gear meshes. The seventh gear and the eighth gear may be located within the injection range of the injection hole 402 at the point where they mesh with each other. Thus, the lubricating oil in the third pipe 460 can be sprayed to the meshing position of the fourth pair of gears through the oil spray hole 402.

Also, the fourth pipe 470 may be provided with three oil spray holes 402 (see fig. 19 to 21). The three second oil guide grooves 263 of the fourth side wall 262 may be respectively located within the injection ranges of the three oil injection holes 402 of the fourth pipe 470. Therefore, the lubricating oil in the fourth pipeline 470 can be sprayed to the three second oil guide grooves 263 of the fourth side wall 262 through the three oil spray holes 402 of the fourth pipeline 470, so as to lubricate the three bearings arranged in the three bearing chambers 245 of the fourth side wall 262.

In addition, the fourth pipeline 470 may be provided with more than one oil spraying hole 402 for spraying the meshing position of the third pair of gears. The fifth gear and the sixth gear intermesh may be located within the injection range of the injection port 402. The third pair of gear meshes may include tooth flanks near the fifth gear and the sixth gear mesh. Thus, the lubricating oil in the fourth line 470 can be sprayed to the engagement portion of the third pair of gears through the oil spray hole 402.

Of course, in other examples, the second reducer 250 may be a primary reducer or a tertiary reducer. That is, the number of the first intermediate shafts 234 may vary, in which case the number and position of the oil jet holes 402 may also be appropriately adjusted.

Alternatively, second input shaft 251 is a hollow shaft, including second hollow oil passage 2510. The second hollow oil passage 2510 is connected to the in-casing oil passage 264 and the motor shaft 101.

Optionally, referring to fig. 18 and 22, the in-shell oil gallery 264 further includes a flow-diverting flow passage 2643. The inlet of the flow diverting passage 2643 is connected to the outlet of the oil-cooled heat exchanger 510 through at least one section of external piping for receiving the filtered cooled lubricating oil. In addition, the flow diverting passage 2643 may further include a first diverting outlet and a second diverting outlet. The first and second split outlets are both in communication with the inlet of the split flow passage 2643 so that the cooled lubrication oil can flow partially through the first split outlet to the stator assembly of the motor assembly 100 and partially through the second split outlet to the rotor assembly of the motor assembly 100.

Optionally, second hollow oil line 2510 is also connected to a second outflow port. In addition, since the second input shaft 251 is connected to the motor shaft 101, clean cold lubricant oil flowing out through the second outflow port may flow to the motor shaft 101 of the rotor assembly through the second hollow oil passage 2510 to cool the rotor assembly. In addition, the motor shaft 101 may be rotated so that the lubricating oil is thrown out by centrifugal force and cools the inside of the stator assembly, for example, the windings inside the stator assembly.

Alternatively, the second and third side walls 243 and 261 are located between the first and fourth side walls 242 and 262, and the motor is disposed between the second and third side walls 243 and 261 (see fig. 2 to 4, 22).

Optionally, the first housing 240 further includes a first cylindrical sidewall 246 and a second cylindrical sidewall 247 connected to the second sidewall 243. The first cylindrical side wall 246 extends toward the first side wall 242. The second cylindrical side wall 247 extends toward the third side wall 261, and the second cylindrical side wall 247 serves as a housing of a stator assembly of the motor. In this case, the motor assembly 100 may be disposed between the two decelerators, and the electric drive train 10 can be made compact.

Alternatively, referring to fig. 23, at least two cooling oil passage inlets 2471 are provided in the second cylindrical side wall 247 at intervals. At least two cooling gallery inlets 2471 communicate with the in-shell oil gallery 264.

Further, at least two cooling gallery inlets 2471 may communicate with a first split outlet of the split runner 2643 of the in-shell runner. In this case, the filtered and cooled lubricating oil can flow to at least two cooling oil passage inlets 2471 via the flow-dividing flow passage 2643 and further cool the stator assembly. Specifically, the cold filtered and cooled lubricant may cool the stator core within the stator assembly and the exterior of the windings.

In this case, when the filtered and cooled lubricating oil flows to the stator assembly through the at least two cooling oil duct inlets 2471, the paths of the cooled lubricating oil flowing to each area of the stator assembly are approximately the same, and the possibility that the cooled lubricating oil is heated unevenly in the flowing process and then the cooling effect is reduced can be effectively avoided.

Optionally, the outer periphery of the stator assembly is also provided with cooling oil passage branches (not shown). Alternatively, the outer periphery of the stator assembly may form a cooling gallery branch with the second cylindrical sidewall 247. The cooling gallery branches communicate with at least two cooling gallery inlets 2471.

Optionally, the cooling gallery branch may further include an annular main gallery and a branch gallery. The annular main oil gallery may be annularly arranged or helically arranged along the circumference of the stator assembly. Alternatively, the number of the branch oil passages may be plural, and the plurality of branch oil passages may be arranged at intervals around the stator assembly in a circumferential direction parallel to the stator assembly.

Optionally, the electric drive train 10 further includes an oil sump 249 and an oil pump assembly 520. The oil pump assembly 520 may be provided to the first housing 240. The oil pool 249 is provided inside the first housing 240. The oil pump assembly 520 is used to pump the lubricating oil in the sump 249 to the first oil line assembly 401. Optionally, the oil pump assembly 520 may also be used to pump lubrication oil in the sump 249 to the second oil pipe assembly 451.

Alternatively, as shown in fig. 11 and 17, the first housing 240 may further have an oil inlet 248. In this case, the lubrication in the sump 249 may flow into the oil inlet 248 via an external line by the oil pump assembly 520. Alternatively, the oil inlet 248 may be opened inside the first housing 240, and the oil inlet 248 may communicate with the first oil pipe assembly 401 and the second oil pipe assembly 451. In this case, the lubricant may flow to the first and second oil pipe assemblies 401 and 451 through the oil inlet holes 248.

Alternatively, the second side wall 243 of the first housing 240, the second cylindrical side wall 247, and the third side wall 261 of the second housing 260 may be combined to form the oil pool 249. In addition, a region formed between the first side wall 242 and the second side wall 243 of the first housing 240 for accommodating the first input shaft 231, the first drive shaft 232 may communicate with a region where the oil sump 249 is located, so that the lubricating oil can flow back to the oil sump 249. Also, a region formed between the third and fourth side walls 261 and 262 of the second housing 260 for accommodating the second input shaft 251, the second transmission shaft 252 may communicate with a region where the oil sump 249 is located, so as to facilitate the return of the lubricating oil to the oil sump 249.

Optionally, the electric drive train 10 further comprises a controller. The controller may be used to control the motor assembly to achieve controlled operation. That is, the controller may be used to control at least one of the rotational speed and torque of the motor assembly. In addition, the controller may also control the flow and/or flow rate of the lubrication oil of the oil pump assembly. In this case, the flow rate and/or the flow velocity of the lubricating oil can be controlled, and the lubricating efficiency can be improved, and the lubricating can be performed accurately for each region.

In summary, the hot lubricating oil can be sprayed to the first decelerator 230 and the region of the differential 210 requiring lubrication through the first oil pipe assembly 401; the second oil pipe assembly 451 sprays the oil to the second speed reducer 250 and the area needing lubrication in the motor assembly 100, so that the accurate spraying lubrication of the transmission mechanism 200 can be realized, and the efficiency loss caused by lubrication can be further reduced. In addition, the active lubrication system can realize the sufficient cooling of the filtered and cooled cold oil to the motor assembly 100, so that the temperature rise control in the motor operation is better and the motor assembly 100 performance is better released.

The foregoing description is only illustrative of the present application and is not intended to limit the scope of the application, and all equivalent structures or equivalent processes or direct or indirect application in other related technical fields are included in the scope of the present application.

Claims (19)

1. An electric drive system comprises a motor assembly, a differential mechanism and at least one first speed reducer; wherein the motor assembly further comprises a motor shaft, the motor shaft being connected to the differential; the first speed reducer comprises a first shell and a first input shaft arranged on the first shell, the first input shaft is connected with the differential mechanism, and is characterized in that,

the first input shaft is a hollow shaft and comprises a hollow oil circuit;

the electric drive transmission system further comprises a first lubricating oil circuit system arranged on the first shell; the first lubrication oil way system comprises a first oil pipe assembly, the first oil pipe assembly is communicated with the hollow oil way, a plurality of oil spray holes are further arranged on the first oil pipe assembly at intervals, and the oil spray holes are arranged at the interconnection part between the first input shaft, the differential mechanism and the first shell.

2. The electro-drive transmission system of claim 1, wherein the first reducer further comprises a first drive shaft; the first transmission shaft is in transmission connection with the first input shaft through at least one pair of gears;

the first transmission shaft and the first input shaft are connected with the first shell through bearings, a first oil guide groove is formed in the first shell, and the first oil guide groove and the at least one pair of gears are located in an injection range corresponding to the oil injection hole.

3. The electric drive system of claim 2, wherein the first housing includes oppositely disposed first and second sidewalls; the first transmission shaft and the first input shaft are arranged between the two side walls, the first side wall and the second side wall are provided with the first oil guide groove,

the first oil pipe assembly comprises a first pipeline arranged on the first side wall and a second pipeline arranged on the second side wall, and oil spray holes are respectively formed in the first pipeline and the second pipeline so that first oil guide grooves of the first side wall and the second side wall can be located in an injection range corresponding to the oil spray holes;

the first pipeline is further provided with a connecting hole, the first shell is further provided with an oil guide channel communicated with the hollow oil circuit, and the connecting hole is communicated with the oil guide channel.

4. An electrically driven transmission according to claim 3 wherein the first lubrication circuit system further comprises an oil conduit connecting the oil conduit and the hollow oil circuit.

5. An electro-drive transmission as claimed in claim 3, wherein the first drive shaft comprises a first output shaft and at least one first intermediate shaft; the first intermediate shaft is in transmission connection with the first input shaft through a first pair of gears in engagement, and the first intermediate shaft is in transmission connection with the first output shaft through a second pair of gears in engagement; the first pair of gears is located within the injection range of the at least one oil jet of the first conduit and the second pair of gears is located within the injection range of the at least one oil jet of the second conduit.

6. The electric drive transmission system of claim 5, wherein the first housing is further provided with a bearing chamber, and the first oil guide groove is located above and in communication with the bearing chamber so that the lubricating oil ejected through the oil jet hole can flow to the bearing chamber through the first oil guide groove.

7. An electro-drive transmission system as set forth in any one of claims 1-6, further comprising a second reducer, said second reducer and said first reducer being located on opposite sides of said motor assembly, respectively;

the second reducer further includes a second input shaft coupled to the differential.

8. The electric drive system of claim 7, wherein the second reducer includes a second housing and a second lubrication oil circuit system disposed in the second housing;

the second speed reducer further comprises a second transmission shaft; the second input shaft is in transmission connection with the second transmission shaft through at least one pair of gears,

the second lubrication oil way system comprises a second oil pipe assembly, a plurality of oil spray holes are further arranged on the second oil pipe assembly at intervals, and the oil spray holes are arranged at the interconnection positions among the second input shaft, the second transmission shaft, the motor assembly and the first shell.

9. The electric drive system of claim 8, wherein the second housing includes third and fourth oppositely disposed sidewalls; the second transmission shaft and the second input shaft are arranged between the two side walls, a second oil guide groove is arranged on the third side wall and the fourth side wall,

the second oil pipe assembly comprises a third pipeline arranged on the third side wall and a fourth pipeline arranged on the fourth side wall, the third pipeline and the fourth pipeline are respectively provided with an oil spray hole so that a second oil guide groove of the third side wall and the fourth side wall can be positioned in an injection range corresponding to the oil spray hole,

and the third pipeline is also provided with a diversion hole, and the second shell is also provided with an in-shell oil duct communicated with the diversion hole.

10. The electric drive system of claim 9 wherein the second lubrication circuit system further comprises an auxiliary circuit connected to the in-housing oil gallery and the motor assembly.

11. The electric drive system of claim 10 further comprising a filter and an oil-cooled heat exchanger disposed outside the second housing, the in-housing oil passage including a first inner oil passage and a second inner oil passage that are not in communication, one end of the first inner oil passage being in communication with the split bore,

the auxiliary pipeline comprises a plurality of sections of outer pipelines, an inlet of the filter is communicated with the other end of the first inner oil duct through at least one section of the plurality of sections of outer pipelines, an outlet of the filter is communicated with one end of the second inner oil duct through at least one section of the plurality of sections of outer pipelines, and an inlet of the oil-cooled heat exchanger is communicated with the other end of the second inner oil duct through at least one section of the plurality of sections of outer pipelines.

12. The electric drive system of claim 9, wherein the second drive shaft comprises a second output shaft and at least one second intermediate shaft; the second intermediate shaft is in transmission connection with the second input shaft through a third pair of gears in engagement, and the second intermediate shaft is in transmission connection with the second output shaft through a fourth pair of gears in engagement; the third pair of gears is located in the injection range of at least one oil injection hole of the third pipeline, and the fourth pair of gears is located in the injection range of at least one oil injection hole of the fourth pipeline.

13. The electric drive system of claim 12 wherein the second housing is further provided with a bearing chamber, the second oil guide groove being located above and in communication with the bearing chamber such that lubricating oil ejected through the oil jet holes can flow through the second oil guide groove to the bearing chamber.

14. The electric drive system of claim 10 wherein the second input shaft is a hollow shaft including a second hollow oil passage connected to the in-housing oil passage and the motor shaft.

15. The electric drive system of claim 9 wherein the second and third side walls are positioned between the first and fourth side walls, the motor being positioned between the second and third side walls,

the first housing further includes a first cylindrical sidewall and a second cylindrical sidewall connected to the second sidewall, the first cylindrical sidewall extending toward the first sidewall, the second cylindrical sidewall extending toward the third sidewall, and the second cylindrical sidewall serving as a housing for a stator assembly of the motor.

16. The electric drive system of claim 15, wherein at least two cooling oil duct inlets are formed in the second cylindrical side wall at intervals, and at least two cooling oil duct inlets are communicated with the oil duct in the shell;

the periphery of stator module still is provided with the cooling oil duct branch road, cooling oil duct branch road intercommunication is at least two the cooling oil duct entry.

17. The electrically driven transmission system of claim 1, further comprising an oil sump opening within the first housing and an oil pump assembly for pumping lubricating oil in the oil sump to the first oil tube assembly.

18. The electric drive system of claim 17 further comprising a controller for controlling a flow and/or a flow rate of the lubricating oil of the oil pump assembly.

19. An automobile is characterized in that,

including a battery;

and an electro-drive transmission as claimed in any one of claims 1 to 18, electrically connected to the battery.