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WO2022178868A1 - 动力总成及电动车 - Google Patents

动力总成及电动车 Download PDF

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Publication number
WO2022178868A1
WO2022178868A1 PCT/CN2021/078274 CN2021078274W WO2022178868A1 WO 2022178868 A1 WO2022178868 A1 WO 2022178868A1 CN 2021078274 W CN2021078274 W CN 2021078274W WO 2022178868 A1 WO2022178868 A1 WO 2022178868A1
Authority
WO
WIPO (PCT)
Prior art keywords
cooling
cavity
liquid
heat dissipation
power assembly
Prior art date
Application number
PCT/CN2021/078274
Other languages
English (en)
French (fr)
Inventor
徐海淞
朱凌坤
汪一波
Original Assignee
华为数字能源技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 华为数字能源技术有限公司 filed Critical 华为数字能源技术有限公司
Priority to CN202180003401.0A priority Critical patent/CN113939980B/zh
Priority to PCT/CN2021/078274 priority patent/WO2022178868A1/zh
Priority to CN202410316365.9A priority patent/CN118232594A/zh
Priority to EP21927304.2A priority patent/EP4283843A4/en
Publication of WO2022178868A1 publication Critical patent/WO2022178868A1/zh
Priority to US18/455,288 priority patent/US20230402901A1/en

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H02K9/197—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil in which the rotor or stator space is fluid-tight, e.g. to provide for different cooling media for rotor and stator
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
    • H02K5/203—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium specially adapted for liquids, e.g. cooling jackets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/18—Casings or enclosures characterised by the shape, form or construction thereof with ribs or fins for improving heat transfer
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/22—Arrangements for cooling or ventilating by solid heat conducting material embedded in, or arranged in contact with, the stator or rotor, e.g. heat bridges
    • H02K9/225—Heat pipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present application relates to the technical field of electric vehicles, and in particular, to a powertrain and an electric vehicle.
  • the power source of the electric vehicle is the battery, and the powertrain including the motor is usually used to drive the electric vehicle.
  • the motor of the electric vehicle powertrain is the core of the power output of the electric vehicle, and ensuring the normal and stable operation of the motor is the focus of the motor design.
  • the heat loss of the motor during operation includes copper wire loss, iron core loss, wind abrasion loss, stray loss and mechanical loss.
  • the air cooling system uses the wind generated by the movement of the car as the cooling medium, and the heat transfer path is: the heat conduction between the motor and the motor casing, and the forced convection heat dissipation between the motor casing and the air. Due to the long heat transfer path and the weak convective heat dissipation capability of the air, the air-cooled system is usually only used for motors with small heat generation.
  • the water cooling system uses vehicle coolant as the cooling medium, and the heat transfer path is: heat conduction between the motor and the water cooling jacket, and forced convection heat dissipation between the water cooling jacket and the cooling liquid. Compared with air, the forced convection heat dissipation capacity of the coolant is stronger, so the overall heat dissipation capacity of the water cooling system is also stronger, but due to the additional thermal resistance of heat conduction, the water cooling system usually requires a larger heat exchange area.
  • the current electric vehicle motor cooling method, the water cooling system is the most widely used.
  • the oil cooling system uses special insulating coolant or directly uses specially prepared transmission oil as the coolant, and the heat transfer path is: forced convection heat dissipation between the motor and the cooling oil. Compared with the first two, because the coolant is in direct contact with the heat source, the oil cooling system has the strongest cooling capacity and can be designed to optimize the performance. It can be applied to scenarios with higher power density.
  • the general oil-cooled electric drive system architecture mainly includes the following components: the electric oil pump, the heat exchanger and the cooling structure of the motor stator and rotor, the electric oil pump is used to provide the power to circulate the cooling oil, the heat exchanger is used to dissipate the heat from the system, and The cooling structure designed in the stator and rotor of the motor determines the heat exchange method between the cooling oil and the heat source.
  • Electric vehicle drive motors are developing in the direction of miniaturization, high speed and low cost. For small and medium power electric drive assemblies, the use of water cooling systems can no longer meet the heat dissipation requirements generated by the increasing power density of motors, and traditional oil cooling is used. system, due to the problem of adding electric oil pump and heat exchanger, the cost is relatively high, and there is no price advantage.
  • a power assembly which includes a casing and a power assembly disposed in the casing, wherein the casing includes an accommodating structure, a flow guiding structure, a liquid storage structure, and a heat dissipation structure. structure and heat exchange structure, the accommodating structure is filled with cooling liquid, the power component is rotatably arranged in the accommodating structure, and can drive the cooling liquid in the accommodating structure to flow when rotating;
  • the diversion structure is used to guide the flow direction of the cooling liquid that is driven to flow by the power assembly;
  • the liquid storage structure is used to store the cooling liquid guided into the liquid storage structure by the diversion structure.
  • the cooling liquid is distributed therein; the heat dissipation structure is respectively communicated with the liquid storage structure and the accommodating structure, and the heat dissipation structure is used for receiving the cooling liquid distributed by the liquid storage structure and transporting the cooling liquid to the power assembly, so as to realize the cooling of the power assembly; the heat exchange structure is used for heat exchange and cooling of the cooling liquid in the accommodating structure.
  • the powertrain can directly drive the cooling liquid to flow and exchange heat, without the need for an additional electric oil pump and an external heat exchanger.
  • the cost of the oil pump and the cost of the heat exchanger not only have the heat dissipation advantages of the oil cooling system, but also reduce the cost.
  • the casing includes a motor casing and a reducer casing, the motor casing and the reducer casing are connected to each other, and the motor casing is provided with a shaft cavity , the reducer housing is provided with a gear cavity, the rotating shaft cavity and the gear cavity communicate with each other and together form the accommodating structure.
  • the heat dissipation structure includes a stator heat dissipation slot, a partition plate is provided on the top of the shaft cavity, and the partition plate and the motor housing are surrounded to form the stator heat dissipation slot , a liquid guide hole is provided on the partition plate, and the liquid guide hole communicates with the stator heat dissipation groove and the rotating shaft cavity.
  • the stator can be dissipated by disposing a partition plate on the rotating shaft cavity to form a stator heat dissipation groove on the motor casing, and opening holes in it.
  • the partition plate is integrally formed with the motor housing.
  • the one-piece design can improve the compactness and stability of the structure.
  • a liquid storage plate is provided on the top of the gear cavity, the liquid storage plate and the reducer housing are surrounded to form the liquid storage structure, and the liquid storage structure is connected to the The stator heat sinks are connected.
  • the liquid storage plate is integrally formed with the reducer housing.
  • the one-piece design can improve the compactness and stability of the structure.
  • the flow guide structure is further arranged in the gear cavity, and a liquid inlet is arranged between the side of the liquid storage plate close to the flow guide structure and the reducer housing.
  • the liquid inlet hole communicates with the liquid storage structure and the gear cavity.
  • the flow guide structure is integrally formed with the reducer housing.
  • the one-piece design can improve the compactness and stability of the structure.
  • the heat exchange structure includes a heat exchange cavity, a cooling cavity, a water inlet pipe and a water outlet pipe, and the heat exchange cavity communicated with the accommodating structure is provided at the bottom of the accommodating structure,
  • the bottom of the shell forms the cooling cavity
  • the cooling cavity surrounds the shell forming the heat exchange cavity
  • the water inlet pipe and the water outlet pipe are respectively communicated with the cooling cavity
  • the inlet pipe is connected to the cooling cavity.
  • the water pipe is used for the inflow of cooling water
  • the water outlet pipe is used for the outflow of cooling water.
  • a heat exchange structure with a heat exchange cavity, a cooling cavity, a water inlet pipe and a water outlet pipe can be provided to cool the cooling liquid in the shell by means of water cooling, thereby improving the cooling efficiency.
  • the heat exchange structure includes heat dissipation fins, the heat dissipation fins are provided in the cooling cavity, and the heat dissipation fins are used to form a cooling water flow in the cooling cavity 's flow channel.
  • the heat dissipation fins can improve the heat exchange performance of the cooling cavity.
  • the heat exchange structure includes heat dissipation fins, and the heat dissipation fins are formed at the bottom of the casing.
  • the cooling fins are used for air-cooling heat exchange for the cooling liquid in the casing.
  • the power assembly includes a stator, a rotor, an input shaft, an intermediate gear, and an output shaft gear, the stator is arranged in the shaft cavity, and the rotor is rotatably arranged in the stator,
  • the input shaft is arranged on the rotor and the two are arranged coaxially, the input shaft is rotatably arranged in the reducer casing, and one end of the input shaft arranged in the reducer casing is provided with an input shaft.
  • the intermediate gear includes an input gear and an output gear arranged coaxially, the input gear and the input shaft gear are meshed with each other, so The output gear and the output shaft gear are meshed with each other, and the flow guiding structure is used to guide the cooling liquid lifted by the intermediate gear or the output shaft gear into the liquid storage structure.
  • the heat dissipation structure includes a rotor heat dissipation groove, a mounting portion is provided in the gear cavity, the input shaft is rotatably arranged on the mounting portion, and the mounting portion is provided with a liquid guide hole , the rotor heat dissipation groove is set in the reducer housing, and one end is connected with the liquid storage structure, and the other end is connected with the liquid guide hole, the input shaft is provided with an installation hole and a heat dissipation cavity along the axial direction, The mounting portion is arranged in the mounting hole.
  • the rotor heat dissipation groove is formed by being surrounded by a plate structure integrally formed with the reducer housing.
  • the one-piece design can improve the compactness and stability of the structure.
  • the rotor cooling groove is formed by a part provided in the reducer housing.
  • the separate part design can adjust the cooling efficiency by adjusting the size of the rotor cooling groove to adjust the flow rate of the cooling liquid that cools the rotor.
  • an electric vehicle including a powertrain, a battery, and wheels; the powertrain is the powertrain described in the first aspect and any possible design thereof, and the battery is the powertrain described in the first aspect and any possible design thereof.
  • a powertrain provides electrical energy; the wheels are connected to the powertrain.
  • the electric vehicle provided by the embodiment of the present invention has the same technical effect as the powertrain provided by the foregoing embodiment, which is not repeated here, and meets the cost requirement of the electric vehicle.
  • FIG. 1 is a schematic diagram of a powertrain provided by the first embodiment of the present application.
  • FIG. 2 is a schematic exploded view of the structure of the powertrain shown in FIG. 1 .
  • FIG. 3 is a schematic exploded view of the structure of the powertrain shown in FIG. 1 from another angle.
  • FIG. 4 is a cross-sectional view taken along IV-IV of the powertrain shown in FIG. 1 .
  • FIG. 5 is a schematic diagram of a powertrain provided by the second embodiment of the present application.
  • FIG. 6 is a schematic exploded view of the structure of the powertrain shown in FIG. 5 .
  • FIG. 7 is a schematic exploded view of the powertrain shown in FIG. 5 from another angle.
  • FIG. 8 is a cross-sectional view of the powertrain shown in FIG. 5 along VIII-VIII.
  • Liquid storage structure 103 Liquid storage structure 103
  • first”, second, etc. are only used for descriptive purposes, and should not be understood as indicating or implying relative importance or implying the number of indicated technical features.
  • a feature defined as “first”, “second”, etc. may expressly or implicitly include one or more of that feature.
  • plural means two or more.
  • Orientation terms such as “upper”, “lower”, “left” and “right” are defined relative to the orientation in which the components in the drawings are schematically placed. It should be understood that these directional terms are relative concepts, and they are used with Relative to the description and clarification, it may vary accordingly depending on the orientation in which the components are placed in the figures.
  • connection should be understood in a broad sense.
  • connection may be a fixed connection, a detachable connection, or an integrated body; it may be directly connected, or Can be indirectly connected through an intermediary.
  • connection may be a fixed connection, a detachable connection, or an integrated body; it may be directly connected, or Can be indirectly connected through an intermediary.
  • connection may be a fixed connection, a detachable connection, or an integrated body; it may be directly connected, or Can be indirectly connected through an intermediary.
  • and/or includes any and all combinations of one or more of the associated listed items.
  • FIG. 1 it is a schematic structural diagram of a powertrain 100 according to the first embodiment of the present invention.
  • the powertrain 100 includes a casing 10 and a power assembly 20 .
  • the power assembly 20 is arranged in the casing 10 .
  • the housing 10 is formed with an accommodating structure 101 , a heat dissipation structure 102 , a liquid storage structure 103 , a flow guiding structure 104 and a heat exchange structure 105 .
  • the accommodating structure 101 is filled with cooling liquid.
  • the power assembly 20 is rotatably disposed in the accommodating structure 101 of the housing 10 , and can drive the cooling liquid in the accommodating structure 101 to flow when rotating, so as to displace the cooling liquid in the accommodating structure 101 .
  • the cooling liquid rises.
  • the flow guiding structure 104 is used to guide the flow direction of the cooling liquid driven by the power assembly 20 , so that the lifted cooling liquid enters the liquid storage structure 103 .
  • the liquid storage structure 103 is used to store and distribute the cooling liquid entering therein.
  • the heat dissipation structure 102 communicates with the liquid storage structure 103 and the accommodating structure 101 respectively.
  • the heat dissipation structure 102 is configured to receive the cooling liquid distributed by the liquid storage structure 103 and deliver the cooling liquid to the power assembly 20 to cool the power assembly 20 .
  • the heat exchange structure 105 is used for exchanging heat with the cooling liquid entering therein, so as to cool the cooling liquid in the casing 10 , so as to realize the dissipation of heat generated by the powertrain 100 out of the powertrain 100 .
  • the housing 10 includes a motor housing 11 and a reducer housing 12 .
  • the motor housing 11 and the reducer housing 12 are connected to each other.
  • the motor housing 11 is provided with a shaft cavity 111 .
  • the reducer housing 12 is provided with a gear cavity 121 .
  • the shaft cavity 111 and the gear cavity 121 communicate with each other and together form the accommodating structure 101 for filling cooling liquid.
  • the power assembly 20 includes a stator 21 , a rotor (not shown), an input shaft 22 , an intermediate gear 23 and an output shaft gear 24 .
  • the stator 21 is arranged in the shaft cavity 111 .
  • the rotor is rotatably arranged in the stator 21 .
  • the input shaft 22 is arranged on the rotor and the two are arranged coaxially.
  • the input shaft 22 is rotatably arranged in the reducer housing 12 .
  • One end of the input shaft 22 passes through the motor housing 11 and is disposed on the rotor.
  • An input shaft gear 221 is provided at the other end of the input shaft 22 in the reducer housing 12 .
  • the intermediate gear 23 and the output shaft gear 24 are arranged in the gear cavity 121 .
  • the intermediate gear 23 includes an input gear 231 and an output gear 232 arranged coaxially.
  • the input gear 231 meshes with the input shaft gear 221 .
  • the output gear 232 meshes with the output shaft gear 24 .
  • the reducer housing 12 is also provided with an output hole 125 .
  • the axis of the output shaft gear 24 coincides with the axis of the output hole 125, and the output shaft gear 24 is provided with a mounting hole 241 for externally connecting the output shaft (not shown), so as to connect the The power output produced by the Powertrain 100.
  • the heat dissipation structure 102 includes a stator heat dissipation slot 1021 for heat dissipation of the stator 21 .
  • a partition plate 112 is formed on the top of the rotating shaft cavity 111 .
  • the partition plate 112 and the top outer shell of the motor housing 11 surround the stator heat dissipation slot 1021.
  • the separating plate 112 is provided with a plurality of liquid guiding holes 113 .
  • the liquid guide hole 113 communicates with the stator heat dissipation groove 1021 and the shaft cavity 111 .
  • the stator 21 includes a stator core and a coil.
  • the stator heat dissipation slot 1021 transmits the cooling liquid to the stator core and the coil through the liquid guide hole 113 , such as by spraying, so that the cooling liquid contacts the stator 21 to dissipate heat from the stator 21 .
  • a liquid storage plate 122 is formed on the top of the gear cavity 121 .
  • the liquid storage structure 103 is formed by surrounding the liquid storage plate 122 with the top shell of the reducer housing 12 .
  • the liquid storage structure 103 communicates with the stator heat dissipation groove 1021 .
  • the flow guiding structure 104 is also formed in the gear cavity 121 .
  • the guide structure 104 may be a guide plate, a guide groove, a guide hole, or the like.
  • An opening exists between a side of the liquid storage plate 122 close to the flow guide structure 104 and the top shell of the reducer housing 12 to form a liquid inlet hole 123 .
  • the liquid inlet hole 123 communicates with the liquid storage structure 103 and the gear cavity 121 .
  • the diversion structure 104 in the gear cavity 121 and the liquid inlet hole 123 opened near the diversion structure 104 can facilitate the cooling liquid to enter the liquid storage structure 103 from the gear cavity 121 under the guidance of the diversion structure 104 .
  • the heat exchange structure 105 is located at the bottom of the accommodating structure 101 .
  • the heat exchange structure 105 includes a heat exchange cavity 114 , a cooling cavity 115 , a heat dissipation fin 116 , a water inlet pipe 117 and a water outlet pipe 118 .
  • the heat exchange cavity 114 is provided at the bottom of the rotating shaft cavity 111 .
  • the heat exchange cavity 114 is in direct communication with the shaft cavity 111 .
  • the cooling cavity 115 is formed at the bottom of the outer shell of the motor housing 11 .
  • the cooling cavity 115 surrounds the outer shell of the motor housing 11 forming the heat exchange cavity 114 .
  • the cooling fins 116 are disposed in the cooling cavity 115 .
  • the water inlet pipe 117 and the water outlet pipe 118 are respectively communicated with the cooling cavity 115 .
  • the heat exchange cavity 114 is used to allow the cooling liquid in the shaft cavity 111 to enter the heat exchange structure 105 , so as to perform heat exchange cooling on the cooling liquid through the heat exchange structure 105 .
  • the cooling cavity 115 is used for external cooling water to circulate, so as to perform water-cooling heat exchange for the cooling liquid in the heat exchange cavity 114 .
  • the cooling fins 116 can form a flow channel for cooling water to flow in the cooling cavity 115 , and the cooling fins 116 are used to improve the heat exchange performance of the cooling cavity 115 .
  • the water inlet pipe 117 and the water outlet pipe 118 are respectively used for connecting the cooling water pipeline to allow the cooling water to flow in and out.
  • the heat exchange structure 105 further includes cooling fins 124 .
  • the cooling fins 124 are formed on the bottom of the outer shell of the reducer housing 12 .
  • the cooling fins 124 are used for air-cooling heat exchange for the cooling liquid in the gear cavity 121 .
  • the heat dissipation structure 102 further includes a rotor heat dissipation groove 1022 for heat dissipation of the rotor and the input shaft 22 of the motor.
  • the rotor includes a rotor iron core, a magnetic steel, a rotating shaft and an end cover.
  • a mounting portion 126 is provided in the gear cavity 121 .
  • the input shaft 22 is rotatably disposed on the mounting portion 126 .
  • the mounting portion 126 is provided with a liquid guide hole 127 .
  • the rotor cooling groove 1022 is formed in the reducer housing 12 . One end of the rotor heat dissipation groove 1022 is connected to the liquid storage structure 103 , and the other end is connected to the liquid guide hole 127 .
  • the input shaft 22 is provided with an installation hole 222 and a heat dissipation cavity 223 along the axial direction.
  • the mounting portion 126 is disposed in the mounting hole 222 .
  • the cooling liquid flows into the heat dissipation cavity 223 through the liquid storage structure 103 , the rotor heat dissipation groove 1022 , the liquid guide holes 127 and the installation holes 222 to dissipate heat from the input shaft 22 and flow to the rotor to dissipate heat.
  • the shaft of the rotor is provided with a through hole in the axial direction, the shaft can be cooled by means of liquid passing through, and if there are spray holes in the radial direction of the rotating shaft, the rotor core, Magnetic steel and end caps are sprayed for cooling.
  • the partition plate 112 extends along the axial direction of the rotor and the input shaft 22 , and the liquid guide holes 113 are uniformly arranged on the partition plate 112 along the axial direction of the rotor and the input shaft 22 .
  • the cooling liquid enters the stator heat dissipation groove 1021 through the liquid storage structure 103 , and flows into the shaft cavity 111 from the top through the liquid guide hole 113 to flow evenly onto the stator 21 to dissipate heat from the stator 21 .
  • the flow guiding structure 104 is formed on the wall surface of the gear cavity 121 away from the motor housing 11 .
  • the diversion structure 104 is disposed in the gear cavity 121 along the outer circumference of the input gear 231 , and the diversion structure 104 is disposed on the top of the gear cavity 121 on the side close to the liquid storage structure 103 .
  • the other side is connected to the wall of the bottom of the gear cavity 121 .
  • the partition plate 112 is integrally formed with the motor housing 11 , so that the stator heat dissipation groove 1021 is formed on the top of the motor housing 11 ; the liquid storage plate 122 and the The reducer casing 12 is integrally formed, so that the liquid storage structure 103 is formed on the top of the reducer casing 12 ; the diversion structure 104 is integrally formed with the reducer casing 12 ; the rotor cooling groove 1022 The trough-like structure is surrounded by the plate structure formed in the reducer housing 12 .
  • the cooling liquid is filled in the lower half of the accommodating structure 101; during operation, when the power assembly 100 runs at a low speed, the rotor of the power assembly 20 generates less heat, and the heat mainly comes from the stator 21. At this time, because the power assembly 20 The lifting force of the cooling liquid is insufficient, the liquid level of the cooling liquid is basically kept near the static liquid level, the cooling liquid immerses the stator core and coil windings in the lower half of the stator 21, and the heat generated by the stator 21 is directly transferred to the cooling liquid.
  • the cooling liquid in the liquid storage structure 103 is distributed to the stator heat dissipation groove 1021 and the rotor heat dissipation groove 1022, and the cooling liquid is transported to the stator 21 and the rotor through the liquid guide hole 113 and the liquid guide hole 127 respectively, which is the stator of the power assembly 20. 21 and the rotor are cooled, and the heat exchange structure 105 at the bottom of the accommodating structure 101 cools the cooling liquid in the accommodating structure 101 .
  • the powertrain 100 provided by the embodiment of the present application has a greater cost advantage compared to an oil-cooling system in a powertrain system with medium and low power, because the arrangement of heat exchangers and electric oil pumps is reduced, and a cooling liquid is used.
  • a cooling liquid is used for cooling, compared with water cooling and air cooling, it has a greater cooling advantage.
  • the cooling liquid is collected and lifted into the liquid storage structure 103 by the power assembly 20, which reduces the dynamic liquid level, reduces the loss of oil stirring in the reducer, and improves the output efficiency of the reducer; and is used for cooling the stator 21 and the rotor.
  • the amount of liquid is proportional to the rotational speed of the gear of the power assembly 20, that is, the faster the rotational speed, the more cooling liquid in the liquid storage structure 103, and the more cooling liquid in the heat dissipation structure 102 for cooling the power assembly 20, which is beneficial to
  • the stator 21 and the rotor are cooled at high rotational speeds.
  • the powertrain 100 by forming a heat dissipation structure 102 , a liquid storage structure 103 , a flow guiding structure 104 and a heat exchange structure 105 in the casing 10 , the powertrain 100 can directly drive the cooling liquid to flow and For heat exchange, there is no need for an additional electric oil pump and an external heat exchanger, which saves the cost of the oil pump and the cost of the heat exchanger. It not only has the heat dissipation advantage of the oil cooling system, but also reduces the cost.
  • FIG. 5 it is a schematic structural diagram of a powertrain 200 according to the second embodiment of the present invention.
  • the powertrain 200 is substantially the same as the powertrain 100 .
  • the main difference from the power assembly 100 in the first embodiment shown in FIG. 1 is that the heat dissipation structure 102 and the liquid storage structure 103 in the power assembly 200 are not integrally formed on the casing 10 .
  • the rotating shaft cavity 111 is provided with a partition plate 112 which is independent of the motor housing 11 .
  • the stator heat dissipation slot 1021 for dissipating heat to the stator 21 in the heat dissipation structure 102 is formed by the partition plate 112 provided on the top of the rotating shaft cavity 111 and the outer shell on the top of the motor housing 11 surrounded by.
  • the gear cavity 121 is provided with a liquid storage plate 122 which is independent from the reducer housing 12 .
  • the liquid storage structure 103 is formed by surrounding a liquid storage plate 122 provided on the top of the gear cavity 121 and a casing on the top of the reducer housing 12 .
  • the partition plate 112 is provided with three rows of liquid guide holes 113 along the axial direction of the rotor and the input shaft 22 , and holes are opened on the side close to the reducer housing 12 to communicate with the liquid storage structure 103 .
  • a side of the liquid storage plate 122 close to the flow guide structure 104 is not connected with the top shell of the reducer housing 12 to form a liquid inlet hole 123 .
  • the partition plate 112 and the liquid storage plate 122 are arranged in the casing 10 to form a heat dissipation structure 102 and a liquid storage structure 103 with the casing 10 , and the casing
  • the formation of the diversion structure 104 and the heat exchange structure 105 can realize that the powertrain 200 directly drives the cooling liquid to flow and exchange heat, without the need for an additional electric oil pump and an external heat exchanger, which saves the cost of the oil pump and the cost of the heat exchanger , which not only has the heat dissipation advantages of the oil cooling system, but also reduces the cost.
  • the separate partition plate 112 and the liquid storage plate 122 can be easily processed, and the partition plate 112 and the liquid storage plate 122 can be adjusted adaptively according to the needs of heat dissipation, so as to improve the production efficiency.
  • the cooling liquid in the specific embodiment of the present application may be cooling oil, especially low-viscosity cooling oil.
  • Other cooling liquids suitable for use in electrical machines, especially in electronic equipment, can also be selected.
  • the formation method of the heat dissipation structure 102 may be different from that in the first embodiment and the second embodiment, as long as its function can be realized.
  • the structure of the heat dissipation structure 102 may be a structure similar to that of the first and second embodiments for accommodating cooling liquid, and a hole for guiding the cooling liquid to flow out, or a guiding structure for directly guiding the cooling liquid to flow and flow out.
  • stator heat dissipation groove 1021 may also be a component provided on the motor housing 11 alone, or a groove-like structure formed by a component provided in the shaft cavity 111 and the stator 21 surrounded by, or formed
  • the plate structure formed in the shaft cavity 111 and the stator 21 surround the groove-shaped structure.
  • the rotor cooling groove 1022 may also be formed by a component provided on the reducer housing 12 alone, or a groove-like structure formed by a component provided on the reducer housing 12 and the reducer housing 12 .
  • the rotor heat dissipation slot 1022 may also be a part for delivering cooling liquid directly to the rotor or to other components arranged on the rotor.
  • the size of the rotor heat dissipation slot 1022 can be adjusted according to the heat dissipation requirements, so as to adjust the flow rate of the cooling liquid used for cooling the rotor.
  • the formation method of the liquid storage structure 103 may be different from that in the first embodiment and the second embodiment, as long as its function can be realized.
  • the structure of the liquid storage structure 103 may be a structure similar to that of the first and second embodiments for accommodating cooling liquid, and a hole for guiding the cooling liquid to be distributed thereon, or it may directly guide the cooling liquid to flow into the heat dissipation structure 102 . guide structure.
  • the liquid storage structure 103 may also be a component provided on the motor housing 11 or the reducer housing 12 alone, or surrounded by a component provided in the housing 10 and the stator 21 .
  • the parts in the casing 10 , the plate structure formed in the casing 10 and the slot-like structure formed by the stator 21 are enclosed.
  • the flow guiding structure 104 may not be limited to the above-mentioned form, as long as its function can be achieved.
  • the flow guide structure 104 may also be disposed in the gear cavity 121 along the outer circumference of the output shaft gear 24 , or directly form a wall surface of the gear cavity 121 along the outer circumference of the output shaft gear 24 .
  • the diversion structure 104 may also be a component provided on the reducer housing 12 alone, or a component provided in the reducer housing 12 and a plate formed in the reducer housing 12 together. formed guiding structure.
  • the heat exchange structure 105 may not be limited to the above-mentioned form, as long as its function can be achieved.
  • radiating fins 124 for air-cooled heat exchange can be formed on the motor housing 11
  • heat-exchange chambers 114 , cooling chambers 115 , radiating fins 116 , water inlet pipes 117 and an outlet for water-cooled heat exchange can be formed on the reducer housing 12 .
  • the embodiments of the present application also provide an electric vehicle.
  • the electric vehicle may be a common electric vehicle/electric vehicle (EV), pure electric vehicle (PEV/BEV), hybrid electric vehicle (HEV), extended-range electric vehicle (REEV), plug-in hybrid electric vehicle (PHEV), New energy vehicles (Renewable Vehicle), electric buses, electric motorcycles and other electric devices.
  • EV common electric vehicle/electric vehicle
  • PEV/BEV pure electric vehicle
  • HEV hybrid electric vehicle
  • REEV extended-range electric vehicle
  • PHEV plug-in hybrid electric vehicle
  • New energy vehicles Renewable Vehicle
  • electric buses electric motorcycles and other electric devices.
  • the electric vehicle includes a battery, wheels and a powertrain.
  • the powertrain is the powertrain 100 or the powertrain 200 in the above embodiment.
  • the battery provides electrical energy to the powertrain.
  • the motor of the power assembly is connected with the wheel through a reducer and an output shaft to drive the wheel to rotate.
  • the electric vehicle provided in this embodiment also includes common electric vehicle components such as a vehicle body and a vehicle door, which will not be repeated here.
  • the electric vehicle provided by the embodiment of the present invention has the same technical effect as the powertrain provided by the foregoing embodiment, and meets the cost requirement of the electric vehicle.

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  • Physics & Mathematics (AREA)
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  • Mechanical Engineering (AREA)
  • Motor Or Generator Cooling System (AREA)
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Abstract

一种动力总成，包括壳体（10）及设于壳体中的动力组件（20），壳体中包括容置结构（101）、导流结构（104）、储液结构（103）、散热结构（102）及换热结构（105），容置结构中填充有冷却液体，动力组件可转动地设于容置结构中，并可在转动时带动容置结构中的冷却液体流动；导流结构用于引导被动力组件带动流动的冷却液体的流向；储液结构用于储存被导流结构引导进入储液结构中的冷却液体，并对冷却液体进行分配；散热结构分别与储液结构及容置结构连通，散热结构用于接收储液结构分配的冷却液体，并将冷却液体输送至动力组件，以实现对动力组件的冷却；换热结构用于对容置结构中的冷却液体进行换热冷却。一种电动车也被公开。

Description

动力总成及电动车 技术领域
本申请涉及电动车技术领域，尤其涉及一种动力总成及电动车。
背景技术
有别于传统燃油汽车的通过燃油燃烧产生的能量驱动发动机而使燃油汽车运动，电动车的动力来源为电池，通常采用包含电机在内的动力总成来驱动电动车。电动车动力总成的电机是电动车动力输出的核心，保证电机正常稳定运行是电机设计的重点。电机在运行过程中的热损耗包含铜线损耗、铁芯损耗、风磨损耗、杂散损耗和机械损耗等。通常，对电动车电机的冷却方式有三种，分别为风冷、水冷以及油冷。
风冷系统使用的是汽车运动产生的风作为冷却介质，传热路径为：电机与电机壳之间的导热，电机壳与空气的强制对流散热。由于传热路径远，空气的对流散热能力弱，风冷系统通常仅应用于发热量较小的电机。
水冷系统使用的是车用冷却液作为冷却介质，传热路径为：电机与水冷套之间的导热，水冷套与冷却液之间的强制对流散热。与空气相比，冷却液的强制对流散热能力更强，因此水冷系统的整体散热能力也更强，但由于同样存在着导热这一额外的热阻，水冷系统通常需要较大的换热面积。目前的电动车电机冷却方式，水冷系统应用最广。
油冷系统使用专门的绝缘冷却剂或直接使用特殊调制的变速箱油作为冷却剂，传热路径为：电机与冷却油的强制对流散热。与前两者相比，由于冷却剂直接与热源接触，油冷系统的冷却能力最强，可设计优化性能也越强，可应用于更高功率密度的场景。
一般油冷电驱动系统架构主要包含以下组件：电动油泵、换热器及电机定子转子的冷却结构，电动油泵用以提供冷却油循环的动力，换热器用以将热量从系统中散发出去，而电机定子转子中设计的冷却结构则决定冷却油与热源的换热方式。电动汽车驱动电机向小型化、高速化及低成本化的方向发展，对于中小功率的电驱动总成，使用水冷系统已经不能满足电机日益增高的功率密度产生的散热需求，而使用传统的油冷系统，则由于存在电动油泵及换热器的增设问题，成本相对较高，没有价格优势。
发明内容
有鉴于此，有必要提供一种动力总成及电动车，能够有效提高散热效率并降低成本。
本申请实施例的第一方面，提供一种动力总成，包括壳体及设于所述壳体中的动力组件，所述壳体中包括容置结构、导流结构、储液结构、散热结构及换热结构，所述容置结构中填充有冷却液体，所述动力组件可转动地设于所述容置结构中，并可在转动时带动所述容置结构中的冷却液体流动；所述导流结构用于引导被所述动力组件带动流动的冷却液体的流向；所述储液结构用于储存被所述导流结构引导进入所述储液结构中的冷却液体，并对进入其中的所述冷却液体进行分配；所述散热结构分别与所述储液结构及所述容置结构连通，所述散热结构用于接收所述储液结构分配的冷却液体，并将冷却液体输送至所述动力组件，以实现对所述动力组件的冷却；所述换热结构用于对所述容 置结构中的冷却液体进行换热冷却。
通过在壳体中形成散热结构、储液结构、导流结构及换热结构，可实现动力总成直接带动冷却液体进行流动及换热，无需额外的电动油泵及外接换热器，省去了油泵的成本及换热器的成本，既具有油冷系统的散热优势，成本也得到降低。
第一方面的一种可能设计，所述壳体包括电机壳体及减速器壳体，所述电机壳体与所述减速器壳体相互连接，所述电机壳体设有转轴腔，所述减速器壳体设有齿轮腔，所述转轴腔与所述齿轮腔相互连通且共同组成所述容置结构。
第一方面的一种可能设计，所述散热结构包括定子散热槽，所述转轴腔的顶部设有分隔板，所述分隔板与所述电机壳体围设形成所述定子散热槽，所述分隔板上开设有导液孔，所述导液孔连通所述定子散热槽与所述转轴腔。通过在转轴腔上设置分隔板从而在电机壳体上形成定子散热槽，并在其上开孔，可对定子进行散热。
第一方面的一种可能设计，所述分隔板与所述电机壳体一体成型。一体成型设计能够提升结构紧凑性和稳固性。
第一方面的一种可能设计，所述齿轮腔的顶部设有储液板，所述储液板与所述减速器壳体围设形成所述储液结构，所述储液结构与所述定子散热槽相连通。通过在齿轮腔上设置储液板从而在减速器壳体上形成储液结构，可对齿轮腔中抬升的冷却液体进行储存。
第一方面的一种可能设计，所述储液板与所述减速器壳体一体成型。一体成型设计能够提升结构紧凑性和稳固性。
第一方面的一种可能设计，所述齿轮腔中还设有所述导流结构，所述储液板靠近所述导流结构的一侧与所述减速器壳体之间设有进液孔，所述进液孔连通所述储液结构与所述齿轮腔。齿轮腔中的导流结构设计，及靠近导流结构开设的进液孔，可便于冷却液体在导流结构的引导下从齿轮腔中进入储液结构。
第一方面的一种可能设计，所述导流结构与所述减速器壳体一体成型。一体成型设计能够提升结构紧凑性和稳固性。
第一方面的一种可能设计，所述换热结构包括换热腔、冷却腔、进水管及出水管，所述容置结构的底部设置与所述容置结构连通的所述换热腔，所述壳体的底部形成所述冷却腔，所述冷却腔将形成所述换热腔的所述壳体包围，所述进水管及所述出水管分别与所述冷却腔连通，所述进水管用于冷却水的流入，所述出水管用于冷却水的流出。设置带有换热腔、冷却腔、进水管及出水管的换热结构可通过水冷形式将壳体中的冷却液体冷却，提高冷却效率。
第一方面的一种可能设计，所述换热结构包括散热翅片，所述散热翅片设于所述冷却腔中，所述散热翅片用于在所述冷却腔中形成供冷却水流动的流道。所述散热翅片能够提高所述冷却腔的换热性能。
第一方面的一种可能设计，所述换热结构包括散热翅片，所述散热翅片形成于所述壳体的底部。所述散热翅片用于对壳体中的冷却液体进行空冷换热。
第一方面的一种可能设计，所述动力组件包括定子、转子、输入轴、中间齿轮及输出轴齿轮，所述定子设于所述转轴腔中，所述转子转动设于所述定子中，所述输入轴设于所述转子上且二者同轴设置，所述输入轴转动设于所述减速器壳体中，所述输入轴设 于所述减速器壳体中的一端设有输入轴齿轮，所述中间齿轮及所述输出轴齿轮设于所述齿轮腔中，所述中间齿轮包括同轴设置的输入齿轮及输出齿轮，所述输入齿轮与所述输入轴齿轮相互啮合，所述输出齿轮与所述输出轴齿轮相互啮合，所述导流结构用于引导被所述中间齿轮或所述输出轴齿轮抬升的冷却液体进入所述储液结构中。
第一方面的一种可能设计，所述散热结构包括转子散热槽，所述齿轮腔中设有安装部，所述输入轴转动设于所述安装部上，所述安装部设有导液孔，所述转子散热槽设于所述减速器壳体中，且一端连通所述储液结构，另一端连通所述导液孔，所述输入轴沿轴向设有装设孔及散热腔，所述安装部设于所述装设孔中。通过设置导液孔、转子散热槽、装设孔及散热腔，冷却液体可流入散热腔中，以对所述输入轴进行散热，并流向所述转子，以对所述转子进行散热。
第一方面的一种可能设计，所述转子散热槽由与所述减速器壳体一体成型的板材结构围设形成。一体成型设计能够提升结构紧凑性和稳固性。
第一方面的一种可能设计，所述转子散热槽由设于所述减速器壳体中的零件形成。单独的零件设计，可通过调整转子散热槽的大小而调节对转子进行冷却的冷却液体的流量，从而调节冷却效率。
本申请实施例的第二方面，提供一种电动车，包括动力总成、电池及车轮；所述动力总成为第一方面及其任一种可能设计所述的动力总成，电池为所述动力总成提供电能；所述车轮与所述动力总成连接。本发明实施例提供的电动车具有与前述实施例提供的动力总成相同的技术效果，此处不再赘述，且满足电动车成本需求。
附图说明
图1是本申请第一实施例提供的一种动力总成的示意图。
图2是图1所示动力总成的结构分解示意图。
图3是图1所示动力总成另一角度的结构分解示意图。
图4是图1所示动力总成沿IV-IV的剖视图。
图5是本申请第二实施例提供的一种动力总成的示意图。
图6是图5所示动力总成的结构分解示意图。
图7是图5所示动力总成另一角度的结构分解示意图。
图8是图5所示动力总成沿VIII-VIII的剖视图。
主要元件符号说明
动力总成                     100、200
壳体                         10
容置结构                     101
散热结构                     102
定子散热槽                   1021
转子散热槽                   1022
储液结构                     103
导流结构                     104
换热结构                     105
电机壳体                     11
转轴腔                       111
分隔板                       112
导液孔                       113
换热腔                       114
冷却腔                       115
散热翅片                     116、124
进水管                       117
出水管                       118
减速器壳体                   12
齿轮腔                       121
储液板                       122
进液孔                       123
输出孔                       125
安装部                       126
导液孔                       127
动力组件                     20
定子                         21
输入轴                       22
输入轴齿轮                   221
装设孔                       222
散热腔                       223
中间齿轮                     23
输入齿轮                     231
输出齿轮                     232
输出轴齿轮                   24
安装孔                       241
如下具体实施方式将结合上述附图进一步说明本发明。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。
除非另有定义，本文所使用的所有的技术和科学术语与属于本发明的技术领域的技术人员通常理解的含义相同。本文中在本发明的说明书中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本发明。
以下，术语“第一”、“第二”等仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”等的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，除非另有说明，“多个” 的含义是两个或两个以上。“上”、“下”、“左”、“右”等方位术语是相对于附图中的部件示意置放的方位来定义的，应当理解到，这些方向性术语是相对的概念，它们用于相对于的描述和澄清，其可以根据附图中部件所放置的方位的变化而相应地发生变化。
在本申请中，除非另有明确的规定和限定，术语“连接”应做广义理解，例如，“连接”可以是固定连接，也可以是可拆卸连接，或成一体；可以是直接相连，也可以通过中间媒介间接相连。本文所使用的术语“及/或”包括一个或多个相关的所列项目的任意的和所有的组合。
在下述实施例结合示意图进行详细描述时，为便于说明，表示器件局部结构的图会不依一般比例作局部放大，而且所述示意图只是示例，其在此不应限制本发明保护的范围。
实施例一
如图1所示，为本发明第一种实施例提供的一种动力总成100的结构示意图。所述动力总成100包括壳体10及动力组件20。所述动力组件20设于所述壳体10中。
请同时参阅图2至图4，所述壳体10中形成有容置结构101、散热结构102、储液结构103、导流结构104及换热结构105。所述容置结构101中填充有冷却液体。所述动力组件20可转动地设于所述壳体10的容置结构101中，并可在转动时带动所述容置结构101中的冷却液体流动，以将所述容置结构101中的冷却液体抬升。所述导流结构104用于引导被所述动力组件20带动流动的冷却液体的流向，以使抬升的冷却液体进入所述储液结构103。所述储液结构103用于储存并分配进入其中的所述冷却液体。所述散热结构102分别与所述储液结构103及所述容置结构101连通。所述散热结构102用于接收所述储液结构103分配的所述冷却液体，并向动力组件20输送冷却液体，以实现对所述动力组件20的冷却。所述换热结构105用于对进入其中的冷却液体进行换热，以使所述壳体10中的冷却液体得到冷却，实现将动力总成100产生热量的散出动力总成100。
所述壳体10包括电机壳体11及减速器壳体12。所述电机壳体11与减速器壳体12相互连接。所述电机壳体11中设有转轴腔111。所述减速器壳体12上设有齿轮腔121。所述转轴腔111与所述齿轮腔121相互连通且共同组成用于填充冷却液体的所述容置结构101。
所述动力组件20包括定子21、转子(图未示)、输入轴22、中间齿轮23及输出轴齿轮24。所述定子21设于所述转轴腔111中。所述转子转动设于所述定子21中。所述输入轴22设于所述转子上且二者同轴设置。所述输入轴22转动设于所述减速器壳体12中。所述输入轴22一端穿过所述电机壳体11，设于所述转子上。所述输入轴22设于所述减速器壳体12中的另一端设有输入轴齿轮221。所述中间齿轮23及输出轴齿轮24设于所述齿轮腔121中。所述中间齿轮23包括同轴设置的输入齿轮231及输出齿轮232。所述输入齿轮231与所述输入轴齿轮221相互啮合。所述输出齿轮232与所述输出轴齿轮24相互啮合。所述减速器壳体12上还设有输出孔125。所述输出轴齿轮24的轴线与所述输出孔125的轴线相重合，所述输出轴齿轮24上设有用于外接输出轴(图未示)的安装孔241，以通过外接输出轴将所述动力总成100产生的动力输出。
所述散热结构102包括用于对定子21进行散热的定子散热槽1021。所述转轴腔111的顶部形成有分隔板112。分隔板112与电机壳体11的顶部外壳围设形成所述定子散热 槽1021。所述分隔板112上开设有多个导液孔113。所述导液孔113连通所述定子散热槽1021与所述转轴腔111。所述定子21包括定子铁芯及线圈。所述定子散热槽1021通过导液孔113将冷却液体输送至定子铁芯及线圈上，如通过喷淋的方式使冷却液体接触定子21，以对定子21进行散热。
所述齿轮腔121的顶部形成有储液板122。储液板122与减速器壳体12的顶部外壳围设形成所述储液结构103。所述储液结构103与所述定子散热槽1021相连通。
所述齿轮腔121中还形成有所述导流结构104。所述导流结构104可是导流板、导流槽、导流孔等。所述储液板122靠近所述导流结构104的一侧与所述减速器壳体12的顶部外壳之间存在开口以形成进液孔123。所述进液孔123连通所述储液结构103与所述齿轮腔121。齿轮腔121中的导流结构104，及靠近导流结构104开设的进液孔123，可便于冷却液体在导流结构104的引导下从齿轮腔121中进入储液结构103。
所述换热结构105位于所述容置结构101的底部。所述换热结构105包括换热腔114、冷却腔115、散热翅片116、进水管117及出水管118。所述转轴腔111的底部设有所述换热腔114。所述换热腔114与所述转轴腔111直接连通。所述电机壳体11外壳的底部形成所述冷却腔115。所述冷却腔115将形成所述换热腔114的所述电机壳体11外壳包围。所述散热翅片116设于所述冷却腔115中。所述进水管117及出水管118分别与所述冷却腔115连通。所述换热腔114用于使转轴腔111中的冷却液体进入所述换热结构105中，以通过换热结构105对所述冷却液体进行换热冷却。所述冷却腔115用于外部冷却水进行循环，以对换热腔114中的冷却液体进行水冷换热。所述散热翅片116能够在所述冷却腔115中形成供冷却水流动的流道，所述散热翅片116用于提高所述冷却腔115的换热性能。所述进水管117及出水管118分别用于连接冷却水管路以使冷却水流入及流出。
所述换热结构105还包括散热翅片124。所述散热翅片124形成于所述减速器壳体12外壳的底部。所述散热翅片124用于对齿轮腔121中的冷却液体进行空冷换热。
所述散热结构102还包括用于对电机的转子及输入轴22进行散热的转子散热槽1022。所述转子包含转子铁芯、磁钢、转轴及端盖。所述齿轮腔121中设有安装部126。所述输入轴22转动设于所述安装部126上。所述安装部126设有导液孔127。所述转子散热槽1022形成于所述减速器壳体12中。且所述转子散热槽1022一端连通所述储液结构103，另一端连通所述导液孔127。所述输入轴22沿轴向设有装设孔222及散热腔223。所述安装部126设于所述装设孔222中。所述冷却液体通过所述储液结构103、转子散热槽1022、导液孔127及装设孔222，流入散热腔223中，以对所述输入轴22进行散热，并流向所述转子，以对所述转子进行散热，如转子的转轴轴向设有通孔，则可通过通液的方式对转轴进行冷却，转轴径向设有喷孔，则可通过喷液的方式对转子铁芯、磁钢及端盖等进行喷液冷却。
所述分隔板112沿所述转子及输入轴22的轴向延伸，且所述导液孔113沿所述转子及输入轴22的轴向均匀设于所述分隔板112上。所述冷却液体通过所述储液结构103进入定子散热槽1021中，并通过导液孔113从顶部流入转轴腔111中，以均匀流至定子21上，对所述定子21进行散热。
所述导流结构104形成于所述齿轮腔121远离所述电机壳体11的壁面上。所述导 流结构104沿所述输入齿轮231的外周设于所述齿轮腔121中，且所述导流结构104靠近所述储液结构103的一侧设于所述齿轮腔121的顶部，另一侧则连接所述齿轮腔121底部的壁面。在所述转子带动所述输入轴22旋转并带动所述输入齿轮231转动时，通过所述导流结构104与所述中间齿轮23的输入齿轮231配合，所述齿轮腔121中的冷却液体通过所述进液孔123导向所述储液结构103中。
本实施例中，所述分隔板112与所述电机壳体11一体成型，使得在所述电机壳体11的顶部形成所述定子散热槽1021；所述储液板122与所述减速器壳体12一体成型，使得在所述减速器壳体12的顶部形成所述储液结构103；所述导流结构104与所述减速器壳体12一体成型；所述转子散热槽1022由形成于所述减速器壳体12中的板材结构围设形成的槽状结构。通过采用一体成型的设计，能够提升结构的紧凑性和稳固性。
使用前，冷却液体填充于容置结构101的下半部分；工作时，在动力总成100低速运行时，动力组件20的转子发热量较小，主要发热来自定子21，此时由于动力组件20的抬升力不足，冷却液体的液面基本保持在静止液面附近，冷却液体浸没定子21下半部的定子铁芯及线圈绕组，定子21产生的热量直接传递给冷却液体，由于此时转速较低，冷却液体的液面即使与一部分动力组件20的齿轮接触，也不会损失大量机械能，容置结构101底部的换热结构105对容置结构101中的冷却液体进行冷却；在动力总成100高速运行时，动力组件20的转子发热量大，同时，由于高速运转，被动力组件20抬升至储液结构103中的冷却液体变多，使得储液结构103中储存的冷却液体变多，使得容置结构101中冷却液体的液面急剧下降，从而使得减速器壳体12中齿轮与冷却液体的接触面积变小，降低了由于与液面接触而造成的机械能损失，此时，抬升至储液结构103中的冷却液体被分配至定子散热槽1021及转子散热槽1022中，并分别通过导液孔113及导液孔127将冷却液体输送至定子21及转子，为动力组件20的定子21及转子进行冷却，容置结构101底部的换热结构105对容置结构101中的冷却液体进行冷却。
本申请实施例提供的动力总成100在中低功率的动力总成系统中，由于减少了换热器及电动油泵的设置，相较于油冷系统有较大的成本优势，而采用冷却液体进行冷却，相较于水冷及空气冷却有较大的冷却优势。通过动力组件20将冷却液体收集抬升至储液结构103中，降低动态液面，降低了减速器中搅油的损失，提升了减速器的输出效率；且用于对定子21及转子冷却的冷却液体的量与动力组件20齿轮的转速成正比，即转速越快，储液结构103中的冷却液体越多，用于冷却动力组件20的散热结构102中的冷却液体也就越多，有利于在高转速时对定子21及转子进行冷却。
本申请实施例提供的动力总成100，通过在壳体10中形成散热结构102、储液结构103、导流结构104及换热结构105，可实现动力总成100直接带动冷却液体进行流动及换热，无需额外的电动油泵及外接换热器，省去了油泵的成本及换热器的成本，既具有油冷系统的散热优势，成本也得到降低。
实施例二
如图5所示，为本发明第二种实施例提供的一种动力总成200的结构示意图。
所述动力总成200与动力总成100大致相同。与图1所示第一种实施例中的动力总成100的主要区别在于：所述动力总成200中的散热结构102及储液结构103并不是一体成型于壳体10上。
具体地，请同时参阅图6至图8，所述转轴腔111中设有与电机壳体11相互独立的分隔板112。所述散热结构102中用于对定子21进行散热的定子散热槽1021由设于所述转轴腔111顶部的分隔板112及电机壳体11顶部的外壳围设形成。
所述齿轮腔121中设有与减速器壳体12相互独立的储液板122。所述储液结构103由设于所述齿轮腔121顶部的储液板122与减速器壳体12顶部的外壳围设形成。
所述分隔板112上沿转子及输入轴22的轴向开设有三排导液孔113，且在靠近所述减速器壳体12的一侧开孔以连通所述储液结构103。所述储液板122靠近所述导流结构104的一侧与所述减速器壳体12的顶部外壳不连接以形成进液孔123。
本申请实施例提供的动力总成200，通过在壳体10中设置分隔板112及储液板122以与所述壳体10形成散热结构102及储液结构103，并在壳体10中形成导流结构104及换热结构105，可实现动力总成200直接带动冷却液体进行流动及换热，无需额外的电动油泵及外接换热器，省去了油泵的成本及换热器的成本，既具有油冷系统的散热优势，成本也得到降低。且单独设置的分隔板112及储液板122可便于加工，且可根据散热需要对分隔板112及储液板122进行适应性的调整，便于提高生产效率。
本申请具体实施方式中所述冷却液体可以是冷却油，尤其是低粘度冷却油。也可以选择其他适用于电机尤其是适用于电子设备中的冷却液体。
可以理解的，在其他实施例中，所述散热结构102的形成方式可与实施例一及实施例二中的形成方式不同，只要能够实现其功能即可。所述散热结构102的结构可是与实施例一及实施例二类似的容纳冷却液体的结构，并在其上设置引导冷却液体流出的孔洞，还可是直接引导冷却液体流动并流出的引导结构。
具体地，定子散热槽1021还可是单独设于所述电机壳体11上的零件、或由设于所述转轴腔111中的零件与所述定子21围设形成的槽状结构、或形成于所述定子21上的槽状结构、或由形成于所述转轴腔111中的板材结构与所述定子21围设形成的槽状结构、或由设于所述转轴腔111中的零件、形成于所述转轴腔111中的板材结构与所述定子21围设形成的槽状结构。
转子散热槽1022还可是单独设于所述减速器壳体12上的零件形成、或由设于所述减速器壳体12上的零件与所述减速器壳体12围设形成的槽状结构。所述转子散热槽1022还可是直接向所述转子或向转子上设置的其他组件进行输送冷却液体的零件。单独的零件设计或组合式设计，可根据散热需求，对转子散热槽1022的大小进行调节，从而对用于转子冷却的冷却液体的流量进行调节。
可以理解的，在其他实施例中，所述储液结构103的形成方式可与实施例一及实施例二中的形成方式不同，只要能够实现其功能即可。所述储液结构103的结构可是与实施例一及实施例二类似的容纳冷却液体的结构，并在其上设置引导冷却液体进行分配的孔洞，还可是直接引导冷却液体向散热结构102中流动的引导结构。具体地，所述储液结构103还可是单独设于所述电机壳体11或减速器壳体12上的零件、或由设于所述壳体10中的零件与所述定子21围设形成的槽状结构、或由形成于所述壳体10中的板材结构与所述定子21围设形成的槽状结构、或形成于所述定子21上的槽状结构、或由设于所述壳体10中的零件、形成于所述壳体10中的板材结构与所述定子21围设形成的槽状结构。
可以理解的，在其他实施例中，所述导流结构104可不限于上述形式，只要能够实现其功能即可。所述导流结构104的结构还可是沿所述输出轴齿轮24的外周设于所述齿轮腔121中、或直接为所述齿轮腔121沿所述输出轴齿轮24的外周形成的壁面。在所述转子带动所述输入轴22旋转并使中间齿轮23带动所述输出轴齿轮24转动时，通过所述导流结构104与所述输出轴齿轮24配合，所述齿轮腔121中的冷却液体通过所述进液孔123导向所述储液结构103中。
所述导流结构104还可是单独设于所述减速器壳体12上的零件、或由设于所述减速器壳体12中的零件与形成于所述减速器壳体12中的板材共同形成的导向结构。
可以理解的，在其他实施例中，所述换热结构105可不限于上述形式，只要能够实现其功能即可。如可在电机壳体11上形成空冷换热的散热翅片124，在减速器壳体12上形成水冷换热的换热腔114、冷却腔115、散热翅片116、进水管117及出水管118；或在电机壳体11及减速器壳体12上均形成空冷换热的散热翅片124；或在电机壳体11及减速器壳体12上均形成水冷换热的换热腔114、冷却腔115、散热翅片116、进水管117及出水管118。
本申请实施例还提供一种电动车。
所述电动车可是常见的电动车/电动汽车(EV)、纯电动汽车(PEV/BEV)、混合动力汽车(HEV)、增程式电动汽车(REEV)、插电式混合动力汽车(PHEV)、新能源汽车(Renewable Vehicle)、电动巴士、电动摩托车等电动装置。
所述电动车包括电池、车轮及动力总成。所述动力总成为上述实施例中所述动力总成100或动力总成200。所述电池为所述动力总成提供电能。所述动力总成的电机通过减速器及输出轴与所述车轮连接，以驱动所述车轮转动。
应该理解的是，本实施例提供的电动车还包括车体、车门等常见的电动车元件，在此不再赘述。
本发明实施例提供的电动车具有与前述实施例提供的动力总成相同的技术效果，且满足电动车的成本需求。
以上所述仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何在本申请揭露的技术范围内的变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。

Claims (16)

  1. 一种动力总成，包括壳体及设于所述壳体中的动力组件，其特征在于，所述壳体中包括：
    容置结构，所述容置结构中填充有冷却液体，所述动力组件可转动地设于所述容置结构中，并可在转动时带动所述容置结构中的冷却液体流动；
    导流结构，所述导流结构用于引导被所述动力组件带动流动的冷却液体的流向；
    储液结构，所述储液结构用于储存被所述导流结构引导进入所述储液结构中的冷却液体，并对进入其中的所述冷却液体进行分配；
    散热结构，所述散热结构分别与所述储液结构及所述容置结构连通，所述散热结构用于接收所述储液结构分配的冷却液体，并将冷却液体输送至所述动力组件，以实现对所述动力组件的冷却；及
    换热结构，所述换热结构用于对所述容置结构中的冷却液体进行换热冷却。
  2. 如权利要求1所述的动力总成，其特征在于，所述壳体包括电机壳体及减速器壳体，所述电机壳体与所述减速器壳体相互连接，所述电机壳体设有转轴腔，所述减速器壳体设有齿轮腔，所述转轴腔与所述齿轮腔相互连通且共同组成所述容置结构。
  3. 如权利要求2所述的动力总成，其特征在于，所述散热结构包括定子散热槽，所述转轴腔的顶部设有分隔板，所述分隔板与所述电机壳体围设形成所述定子散热槽，所述分隔板上开设有导液孔，所述导液孔连通所述定子散热槽与所述转轴腔。
  4. 如权利要求3所述的动力总成，其特征在于，所述分隔板与所述电机壳体一体成型。
  5. 如权利要求3所述的动力总成，其特征在于，所述齿轮腔的顶部设有储液板，所述储液板与所述减速器壳体围设形成所述储液结构，所述储液结构与所述定子散热槽相连通。
  6. 如权利要求5所述的动力总成，其特征在于，所述储液板与所述减速器壳体一体成型。
  7. 如权利要求5所述的动力总成，其特征在于，所述齿轮腔中还设有所述导流结构，所述储液板靠近所述导流结构的一侧与所述减速器壳体之间设有进液孔，所述进液孔连通所述储液结构与所述齿轮腔。
  8. 如权利要求7所述的动力总成，其特征在于，所述导流结构与所述减速器壳体一体成型。
  9. 如权利要求1至8任一项所述的动力总成，其特征在于，所述换热结构包括换热腔、冷却腔、进水管及出水管，所述容置结构的底部设置与所述容置结构连通的所述换热腔，所述壳体的底部形成所述冷却腔，所述冷却腔将形成所述换热腔的所述壳体包围，所述进水管及所述出水管分别与所述冷却腔连通，所述进水管用于冷却水的流入，所述出水管用于冷却水的流出。
  10. 如权利要求9所述的动力总成，其特征在于，所述换热结构包括散热翅片，所述散热翅片设于所述冷却腔中，所述散热翅片用于在所述冷却腔中形成供冷却水流动的流道。
  11. 如权利要求1所述的动力总成，其特征在于，所述换热结构包括散热翅片，所述散热翅片形成于所述壳体的底部。
  12. 如权利要求2所述的动力总成，其特征在于，所述动力组件包括定子、转子、输入轴、中间齿轮及输出轴齿轮，所述定子设于所述转轴腔中，所述转子转动设于所述定子中，所述输入轴设于所述转子上且二者同轴设置，所述输入轴转动设于所述减速器壳体中，所述输入轴设于所述减速器壳体中的一端设有输入轴齿轮，所述中间齿轮及所述输出轴齿轮设于所述齿轮腔中，所述中间齿轮包括同轴设置的输入齿轮及输出齿轮，所述输入齿轮与所述输入轴齿轮相互啮合，所述输出齿轮与所述输出轴齿轮相互啮合，所述导流结构用于引导被所述中间齿轮或所述输出轴齿轮抬升的冷却液体进入所述储液结构中。
  13. 如权利要求12所述的动力总成，其特征在于，所述散热结构包括转子散热槽，所述齿轮腔中设有安装部，所述输入轴转动设于所述安装部上，所述安装部设有导液孔，所述转子散热槽设于所述减速器壳体中，且一端连通所述储液结构，另一端连通所述导液孔，所述输入轴沿轴向设有装设孔及散热腔，所述安装部设于所述装设孔中。
  14. 如权利要求13所述的动力总成，其特征在于，所述转子散热槽由与所述减速器壳体一体成型的板材结构围设形成。
  15. 如权利要求13所述的动力总成，其特征在于，所述转子散热槽由设于所述减速器壳体中的零件形成。
  16. 一种电动车，其特征在于，包括：
    权利要求1-15任意一项所述动力总成；
    电池，为所述动力总成提供电能；
    车轮，与所述动力总成连接。
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