WO2022057207A1 - 电驱动系统的混合冷却系统及车辆 - Google Patents

电驱动系统的混合冷却系统及车辆 Download PDF

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Publication number
WO2022057207A1
WO2022057207A1 PCT/CN2021/077450 CN2021077450W WO2022057207A1 WO 2022057207 A1 WO2022057207 A1 WO 2022057207A1 CN 2021077450 W CN2021077450 W CN 2021077450W WO 2022057207 A1 WO2022057207 A1 WO 2022057207A1
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WIPO (PCT)
Prior art keywords
motor
oil
reducer
motor housing
housing
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PCT/CN2021/077450
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English (en)
French (fr)
Inventor
刘金锋
赵慧超
高一
赵成福
张颖
徐德才
王宏宝
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中国第一汽车股份有限公司
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Publication of WO2022057207A1 publication Critical patent/WO2022057207A1/zh

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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0413—Controlled cooling or heating of lubricant; Temperature control therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0476—Electric machines and gearing, i.e. joint lubrication or cooling or heating thereof
    • 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
    • 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
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
    • H05K7/00—Constructional details common to different types of electric apparatus
    • H05K7/20—Modifications to facilitate cooling, ventilating, or heating
    • H05K7/20845—Modifications to facilitate cooling, ventilating, or heating for automotive electronic casings
    • H05K7/20872—Liquid coolant without phase change

Definitions

  • the present application relates to the technical field of cooling of electric drive systems, for example, to a hybrid cooling system of an electric drive system and a vehicle.
  • the cooling of the motor controller mainly relies on the cooling liquid to cool the power devices.
  • motor cooling water-cooled motor and oil-cooled motor.
  • the water-cooled motor relies on the circulating coolant in the water jacket to cool the stator, while the winding and The rotor cannot be in contact with the motor housing, and can only be cooled by air heat dissipation, without direct liquid cooling, so that the motor cannot run at maximum power for a long time; while oil-cooled motors can directly cool the inside of the motor by using oil-cooling methods, but The specific heat capacity of the oil is low, and only the oil cooling method is not effective for cooling the stator.
  • the insulation of the motor winding will deteriorate rapidly, and the insulation life will be reduced.
  • overheating will also cause the permanent magnets in the rotor to lose part of their magnetism, resulting in loss of efficiency.
  • the elevated temperature of their copper windings reduces induction motor efficiency, so it is important to cool the inner motor parts as well as the outer motor parts.
  • the reducer is mainly cooled by the internal lubricating oil, and the heat of the lubricating oil can only be dissipated naturally by the reducer shell, and the heat dissipation effect is not good. Causes internal parts to fail prematurely.
  • the mixed cooling method of oil cooling and water cooling is adopted in the motor at the same time, and its structure generally includes an oil cooling circulation system arranged inside the motor, a water cooling system arranged at the casing, and an independent heat exchange module.
  • the above heat exchange module includes an external independent heat exchange oil channel and an external independent heat exchange water channel.
  • the heat absorbed by the lubricating oil in the heat exchange oil channel is transferred to the cooling water of the heat exchange water channel, and the cooling water enters the heat dissipation device to complete the heat exchange.
  • the above-mentioned heat exchange device is generally installed outside the motor or reducer as an independent component, which increases the volume and cost of the electric drive system, and is inconvenient to install.
  • the present application provides a cooling system for an electric drive system and a vehicle, which reduce the components of the electric drive system, and also reduce the volume and cost of the electric drive system.
  • a hybrid cooling system for an electric drive system including:
  • the oil cooling system includes a reducer oil pipeline, a motor oil pipeline and a plurality of oil injection ports.
  • the lubricating oil in the reducer housing flows through the reducer oil pipeline and the motor oil pipeline, and is sprayed from the oil nozzle to the motor. inside the casing;
  • the motor housing includes a heat exchange area, and the lubricating oil in the motor housing can flow into the heat exchange area;
  • a water cooling system which includes a controller heat dissipation water circuit and a motor housing heat dissipation water circuit, the cooling liquid flowing through the controller heat dissipation water circuit is used for cooling the controller, and the cooling liquid flowing through the motor housing heat dissipation water circuit is used for cooling The motor housing and the stator of the motor and the lubricating oil in the heat exchange area.
  • the oil delivery circuit of the reducer includes an oil delivery pipeline of the reducer housing, the oil delivery circuit of the motor includes an oil delivery pipeline of the motor housing, and the oil injection port Including the motor housing fuel injection port;
  • the lubricating oil in the reducer housing flows through the oil delivery pipeline of the reducer housing and the oil delivery pipeline of the motor housing, and is sprayed from the oil injection port of the motor housing to the stator and stator windings of the motor.
  • the motor housing oil pipeline and the motor housing oil injection port are both located above the motor;
  • the motor housing is provided with a plurality of the motor housing oil injection ports at intervals along its axial direction.
  • the oil delivery circuit of the reducer further includes an oil delivery pipeline of the input shaft of the reducer
  • the oil delivery circuit of the motor further comprises an oil delivery pipeline of the motor shaft
  • the oil injection port Also includes the motor shaft fuel injection port
  • the lubricating oil in the reducer housing flows through the reducer input shaft oil pipeline and the motor shaft oil pipeline, and is sprayed from the motor shaft oil injection port to the motor rotor, stator and bearing.
  • the input shaft of the reducer and the motor shaft are both hollow shafts, and the two are connected by a connecting mechanism or integrally formed;
  • the reducer input shaft oil delivery pipeline is arranged on the reducer input shaft, the motor shaft oil delivery pipeline is arranged on the motor shaft, and the motor shaft oil injection port is arranged on the motor shaft.
  • the motor shaft is provided with a plurality of the motor shaft oil injection ports at intervals along the axial direction thereof.
  • an oil return line is provided at the bottom of the motor housing, and the oil return line is connected to the reducer housing. In order to return the lubricating oil in the motor casing to the reducer casing.
  • a part of the heat dissipation water path of the motor housing is arranged in the heat exchange area of the motor housing, and/or is arranged in the motor housing
  • the shell is adjacent to the heat exchange zone.
  • the cooling water circuit of the controller communicates with the cooling water circuit of the motor housing.
  • a vehicle comprising the hybrid cooling system of the electric drive system as described above.
  • FIG. 1 is a schematic structural diagram of a hybrid cooling system provided by the present application.
  • FIG. 2 is a schematic structural diagram of an arrangement of the electric drive system provided by the present application.
  • FIG. 3 is a schematic diagram 1 of the internal structure of the electric drive system provided by the present application.
  • FIG. 4 is a second schematic diagram of the internal structure of the electric drive system provided by the present application.
  • FIG. 5 is a schematic structural diagram of the second arrangement of the electric drive system provided by the present application.
  • FIG. 6 is a schematic structural diagram of arrangement mode 3 of the electric drive system provided in the present application.
  • Controller 2. Motor; 3. Reducer; 4. Water cooling system; 5. Oil cooling system;
  • a first feature "on” or “under” a second feature may include direct contact between the first and second features, or may include the first and second features Not directly but through additional features between them.
  • the first feature being “above”, “over” and “above” the second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is level higher than the second feature.
  • the first feature is “below”, “below” and “below” the second feature includes the first feature being directly below and diagonally below the second feature, or simply means that the first feature has a lower level than the second feature.
  • this embodiment discloses a hybrid cooling system of an electric drive system, which includes an oil cooling system 5 and a water cooling system 4 .
  • the oil cooling system 5 includes a reducer oil pipeline, a motor oil pipeline and a plurality of oil injection ports.
  • the lubricating oil in the reducer housing 302 flows through the reducer oil pipeline and the motor oil pipeline, and is injected from the motor 2 through the oil pipeline. It is sprayed into the motor housing 204 to cool the motor housing 204 , the rotor 206 , the stator 205 , the motor winding 203 and the like of the motor 2 .
  • the motor housing 204 includes a heat exchange area, and the lubricating oil in the motor housing 204 can flow into the heat exchange area after cooling and lubricating the various components of the motor 2 .
  • the water cooling system 4 includes a controller cooling water circuit and a motor housing cooling water circuit 218 , the coolant flowing through the controller cooling water circuit is used to cool the controller 1 , and the cooling liquid flowing through the motor housing cooling water circuit 218 is used to cool the motor The casing 204, the stator 205 of the motor 2 and the lubricating oil in the heat exchange area.
  • the cooling liquid flows in from the control cooling water channel, flows to the motor cooling water channel 218, and flows out after cooling.
  • the lubricating oil in the reducer housing 302 flows through the reducer oil delivery circuit and the motor oil delivery circuit, and is sprayed from the oil injection port of the motor 2 into the motor housing 204, so that the motor housing 204 and the rotor 206 of the motor 2 are sprayed. , the stator 205 and the motor winding 203 are cooled.
  • the lubricating oil can also lubricate components within the motor 2 .
  • the cooling liquid flowing through the cooling water circuit of the controller cools the controller 1, and the cooling liquid flowing through the cooling water circuit 218 of the motor housing cools the motor housing 204, the stator 205 of the motor 2 and the lubricating oil in the heat exchange area.
  • the lubricating oil is cooled by the cooling liquid in the heat exchange area, and there is no need to arrange a special heat exchange device, which reduces the components of the electric drive system, and also reduces the volume and cost of the electric drive system. At the same time, the stroke of coolant and lubricating oil is reduced, and unnecessary energy loss is reduced.
  • the heat exchange demand is easy to adjust, and the heat exchange between the water cooling system 4 and the oil cooling system 5 can be adjusted by adjusting the contact area between the heat dissipation water channel of the motor housing and the heat exchange area or the distance from the lubricating oil.
  • the reducer oil pipeline includes the reducer housing oil pipeline 305 and the reducer input shaft oil pipeline; the motor oil pipeline includes the motor housing oil pipeline 210 and the motor shaft oil pipeline, and the fuel injection port includes multiple oil pipelines.
  • the reducer housing oil pipeline 305, the motor housing oil pipeline 210 and the motor housing oil injection port 209 form a first cooling oil circuit, and the lubricating oil in the reducer housing 302 flows through the reducer housing oil pipeline 305 and The motor housing oil pipeline 210 is sprayed from the motor housing oil injection port 209 to the motor winding 203 in the motor housing 204 to cool down the motor winding 203 . Also, the components within the motor housing 204 may be lubricated. The cooling effect of the water cooling system 4 and the oil cooling system 5 reduces the temperature of the stator 205 of the motor 2 .
  • the motor housing oil pipeline 210 and the motor housing oil injection port 209 are both arranged on the motor housing 204 and are located directly above the motor 2, which can ensure that the lubricating oil can be sprayed to the motor winding 203, and then flow to the bottom of the motor 2 casing under the action of gravity.
  • the reducer housing oil pipeline 305 is provided on the reducer housing 302 .
  • the motor housing 204 is provided with two motor housing oil injection ports 209 at intervals along its axial direction, and the lubricating oil sprayed from the two motor housing oil injection ports 209 can cover the entire motor winding 203 of the motor 2 .
  • the number of the fuel injection ports 209 of the motor housing can also be selected according to the size of the motor winding 203 .
  • the reducer input shaft oil pipeline, the motor shaft oil pipeline and the motor shaft oil injection port 212 form a second cooling oil circuit, and the lubricating oil in the reducer housing 302 flows through the reducer input shaft oil pipeline and the motor shaft oil pipeline, from the motor to the motor shaft.
  • the shaft oil injection port 212 is sprayed into the motor housing 204 to cool down the rotor 206 and the motor winding 203 of the motor 2 .
  • the second cooling oil passage provides lubrication for the bearing 201 of the motor 2 through the bearing lubricating oil passage 213 .
  • the input shaft 304 of the reducer and the motor shaft 202 are both hollow shafts, and the two are connected by a connecting mechanism or integrally formed, for example, can be connected by a spline, or can be connected by a coupling.
  • the reducer input shaft 304 oil pipeline is provided on the reducer input shaft 304
  • the motor shaft oil pipeline is set on the motor shaft 202
  • the motor shaft oil injection port 212 is set on the motor shaft 202 .
  • the motor shaft 202 is provided with two motor shaft oil injection ports 212 at intervals along the axial direction thereof, and the two motor shaft oil injection ports 212 are respectively disposed on both sides of the motor winding 203 .
  • the motor shaft oil injection port 212 throws oil from both ends of the motor winding 203 to cool the end of the motor winding 203 , thereby greatly reducing the temperature of the motor winding 203 . At the same time, a large amount of heat of the rotor 206 is taken away by the lubricating oil in the motor shaft oil pipeline on the motor shaft 202, so that the temperature of the rotor 206 is lowered. Run at maximum power for extended periods of time. In other embodiments, the number of the motor shaft fuel injection ports 212 may also be selected according to actual needs.
  • the bottom of the motor housing 204 is provided with an oil storage area 219, and the oil storage area 219 is located at the heat exchange area.
  • the bottom of the motor housing 204 is provided with an oil return line 216.
  • the oil return port 217 of the oil return line 216 is set at the oil storage area 219.
  • the oil return line 216 is connected to the reducer housing 302.
  • the oil return line 216 is used for The lubricating oil in the casing of the motor 2 is returned to the reducer casing 302 .
  • the controller heat dissipation water circuit is arranged on the controller 1 case and surrounds the controller 1 case.
  • the motor case heat dissipation water circuit 218 is arranged around the motor case 204 and is partially disposed in the heat exchange area of the motor case 204 . , and/or, are provided at the motor housing 204 near the heat exchange area.
  • the cooling water channel of the controller communicates with the cooling water channel 218 of the motor housing.
  • the box body of the controller 1 is provided with a water inlet pipe 101 connected to the cooling water circuit of the controller, and the return water pipe is communicated with the cooling water circuit of the heat exchange area.
  • the cooling liquid flows in from the water inlet pipe 101, and then flows through the control heat dissipation water path and the motor housing heat dissipation water path 218 in sequence, and flows out from the return water pipe.
  • the controller 1 in this embodiment is located above the motor 2 , a water outlet pipe 102 is arranged on the casing of the controller 1 , and a water inlet 215 is arranged on the motor housing 204 .
  • the outlet pipe 102 is connected.
  • the controller 1 may be located at the end of the motor 2 away from the reducer 3 .
  • the cooling water circuit of the controller on the casing of the controller 1 and the electrical circuit on the motor casing 204 can be connected.
  • the cooling water channel 218 of the casing is directly connected, or can be connected through a pipeline.
  • the controller 1 is located on the side of the reducer 3 away from the motor 2 . At this time, the controller cooling water circuit on the controller 1 box and the motor housing on the motor housing 204 are cooled.
  • the waterway 218 is connected by piping.
  • the motor 2 and the reducer 3 share the oil cooling system 5.
  • the high-speed oil seal on the motor shaft 202 is cancelled, which reduces the number of parts and reduces the cost; the lubricating oil provides a good lubrication effect for the bearing 201 of the motor 2 and improves the bearing performance.
  • the motor 2 and the controller 1 share the water cooling system 4, and the water connection is simple and reliable, which facilitates the integration and miniaturization of the electric drive system, improves the utilization rate of cooling water, and provides excellent heat dissipation conditions for the electric drive system.
  • This embodiment also discloses a vehicle, which includes the above-mentioned hybrid cooling system of the electric drive system.
  • the lubricating oil in the reducer housing flows through the reducer oil pipeline and the motor oil pipeline, and is sprayed into the motor housing from the motor oil injection port, so that the motor housing, the rotor, the stator and the motor of the motor are sprayed. Windings, etc. are cooled.
  • Lubricating oil also lubricates components within the motor.
  • the coolant flowing through the cooling water circuit of the controller cools the controller, and the cooling liquid flowing through the cooling water circuit of the motor housing cools the motor housing, the stator of the motor and the lubricating oil in the heat exchange area.
  • the stator temperature of the motor is reduced; the winding temperature is greatly reduced through the motor oil pipeline in the oil cooling system to cool the windings and the motor shaft oil to cool the motor windings; At the same time, a large amount of rotor heat is taken away by the oil inside the motor shaft, which reduces the rotor temperature.
  • the overall heat dissipation performance of the motor is excellent, thereby ensuring that the motor can run at maximum power for a long time.
  • the lubricating oil is cooled by the cooling liquid in the heat exchange area, and there is no need to arrange a special heat exchange device, which reduces the components of the electric drive system, and also reduces the volume and cost of the electric drive system. At the same time, the stroke of coolant and lubricating oil is reduced, and unnecessary energy loss is reduced.
  • the heat exchange demand is easy to control, and the heat exchange between the water cooling system and the oil cooling system can be adjusted by adjusting the contact area between the heat dissipation waterway of the motor housing and the heat exchange area or the distance from the lubricating oil.
  • the motor and the reducer share the oil cooling system.
  • the high-speed oil seal on the motor shaft is cancelled, which reduces the number of parts and costs; the lubricating oil provides a good lubricating effect for the motor bearing, improving the bearing life and reliability of high-speed operation.
  • the lubricating oil after heat exchange by the water cooling system is at a better working temperature (especially under high-speed operating conditions), which greatly improves the lubrication and heat dissipation capacity of the gear shaft and bearing of the reducer, and improves the system efficiency.

Abstract

一种电驱动系统的混合冷却系统及车辆，电驱动系统的混合冷却系统，包括：油冷系统（5），其包括减速器输油路、电机输油路和多个电机喷油口，减速器壳体（302）内的润滑油流经减速器输油路和电机输油路，从电机喷油口喷至电机壳体（204）内；电机壳体（204）包括换热区，电机壳体（204）内的润滑油能够流至换热区内；水冷系统（4），其包括控制器散热水路、电机壳体散热水路（218），流经控制器散热水路的冷却液用于冷却控制器（1），流经电机壳体散热水路（218）的冷却液用于冷却电机壳体（204）和电机（2）的定子（205）以及冷却换热区内的润滑油。

Description

电驱动系统的混合冷却系统及车辆
本公开要求在2020年09月18日提交中国专利局、申请号为202010989579.4的中国专利申请的优先权，以上申请的全部内容通过引用结合在本公开中。
技术领域
本申请涉及电驱动系统的冷却技术领域，例如涉及一种电驱动系统的混合冷却系统及车辆。
背景技术
由于新能源汽车电驱动系统集成化、小型化、高转速和高功率密度的发展趋势，使得电驱动系统对可靠性、冷却、润滑等方面的要求越来越高。相关技术中，电机控制器冷却主要依靠冷却液对功率器件进行冷却，电机散热主要有两种模式，水冷电机和油冷电机，水冷电机依靠水套中循环冷却液对定子进行冷却，而绕组和转子无法与电机壳体接触，只能依靠空气散热进行降温，没有直接液冷，致使电机无法长时间在最大功率下运行；而油冷电机采用油冷方式可直接对电机内部进行冷却，但油的比热容较低，仅采用油冷方式对定子冷却效果不佳。一旦电机过热，会导致电机绕组绝缘迅速恶化，绝缘寿命降低，同时对于永磁体电机来说，过热还会导致转子中永磁体失去部分磁性，导致效率损失。
同样对于感应电机，其铜绕组的温度升高会降低感应电机效率，因此冷却内部电机部件以及外部电机部件都很重要。减速器主要通过内部润滑油进行循环冷却，而润滑油热量只能依靠减速器壳体对外自然散热，散热效果不佳，尤其在高转速区运行时，温升很快，造成内部热量堆积，容易造成内部零件提前失效。
相关技术中，大多仅考虑电机和减速器进行混合冷却，很少将电机控制器考虑在内，但随着电驱系统集成化发展趋势，必须综合考虑包括电机控制器、电机及减速器在内的电驱动系统的冷却需求。另外，相关技术中，在电机中同时采用油冷和水冷混合冷却的方式，其结构一般包括设置在电机内部的油冷循环系统和设置在壳体处的水冷系统，以及独立的热交换模块，上述热交换模块包括外部独立的热交换油道和外部独立的热交换水道，热交换油道中润滑油吸收的热量传递到热交换水道的冷却水中，上述冷却水再进入散热装置，完成热量交换，但上述热交换装置一般作为独立部件安装在电机或减速器外部，增大电驱系统体积及成本，且安装不便。
因此，亟需一种电驱动系统的冷却系统及车辆，以解决上述技术问题。
发明内容
本申请提供一种电驱动系统的冷却系统及车辆，其减小了电驱动系统的部件，同时也减小了电驱动系统的体积及成本。
本申请采用以下技术方案：
第一方面，提供一种电驱动系统的混合冷却系统，包括：
油冷系统，其包括减速器输油路、电机输油路和多个喷油口，减速器壳体内的润滑油流经减速器输油路和电机输油路，从喷油口喷至电机壳体内；
所述电机壳体包括换热区，所述电机壳体内的润滑油能够流至所述换热区内；
水冷系统，其包括控制器散热水路、电机壳体散热水路，流经所述控制器散热水路的冷却液用于冷却控制器，流经所述电机壳体散热水路的冷却液用于冷却电机壳体和电机的定子以及所述换热区内的润滑油。
作为一种电驱动系统的混合冷却系统的可选技术方案，所述减速器输油路包括减速器壳体输油管路，所述电机输油路包括电机壳体输油管路，所述喷油口包括电机壳体喷油口；
减速器壳体内的润滑油流经所述减速器壳体输油管路和所述电机壳体输油管路，从所述电机壳体喷油口喷至电机的定子及定子绕组上。
作为一种电驱动系统的混合冷却系统的可选技术方案，所述电机壳体输油管路和电机壳体喷油口均位于电机的上方；
所述电机壳体沿其轴向间隔设置有多个所述电机壳体喷油口。
作为一种电驱动系统的混合冷却系统的可选技术方案，所述减速器输油路还包括减速器输入轴输油管路，所述电机输油路还包括电机轴输油管路，所述喷油口还包括电机轴喷油口；
减速器壳体内的润滑油流经所述减速器输入轴输油管路和电机轴输油管路，从所述电机轴喷油口喷至所述电机转子、定子及轴承上。
作为一种电驱动系统的混合冷却系统的可选技术方案，减速器输入轴和电机轴均为空心轴，且二者之间通过连接机构连接或者一体成型；
所述减速器输入轴输油管路设置在所述减速器输入轴上，所述电机轴输油管路设置在所述电机轴上，所述电机轴喷油口设置在所述电机轴上。
作为一种电驱动系统的混合冷却系统的可选技术方案，所述电机轴沿其轴向间隔设置有多个所述电机轴喷油口。
作为一种电驱动系统的混合冷却系统的可选技术方案，所述电机壳体的底部设置有回油管路，所述回油管路连接于所述减速器壳体内，所述回油管路用于将所述电机壳体内的润滑油回流至所述减速器壳体内。
作为一种电驱动系统的混合冷却系统的可选技术方案，所述电机壳体散热 水路一部分设置在所述电机壳体的所述换热区,和/或，设置在所述电机壳体靠近所述换热区处。
作为一种电驱动系统的混合冷却系统的可选技术方案，所述控制器散热水路与所述电机壳体散热水路相连通。
第二方面，提供一种车辆，其包括如上所述的电驱动系统的混合冷却系统。
附图说明
图1是本申请提供的混合冷却系统的结构示意图；
图2是本申请提供的电驱动系统的布置方式一结构示意图；
图3是本申请提供的电驱动系统的内部结构示意图一；
图4是本申请提供的电驱动系统的内部结构示意图二；
图5是本申请提供的电驱动系统的布置方式二的结构示意图；
图6是本申请提供的电驱动系统的布置方式三的结构示意图。
图中：
1、控制器；2、电机；3、减速器；4、水冷系统；5、油冷系统；
101、进水管；102、出水管；103、管路；201、轴承；202、电机轴；203、电机绕组；204、电机壳体；205、定子；206、转子；209、电机壳体喷油口；210、电机壳体输油管路；212、电机轴喷油口；213、轴承润滑油路；215、进水口；216、回油管路；217、回油口；218、电机壳体散热水路；219、储油区；302、减速器壳体；304、减速器输入轴；305、减速器壳体输油管路。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清 楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。通常在此处附图中描述和示出的本申请实施例的组件可以以各种不同的配置来布置和设计。
因此，以下对在附图中提供的本申请的实施例的详细描述并非旨在限制要求保护的本申请的范围，而是仅仅表示本申请的选定实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
应注意到：相似的标号和字母在下面的附图中表示类似项，因此，一旦某一项在一个附图中被定义，则在随后的附图中不需要对其进行进一步定义和解释。
在本申请的描述中，需要说明的是，术语“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，或者是该申请产品使用时惯常摆放的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”、“第三”等仅用于区分描述，而不能理解为指示或暗示相对重要性。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。
在本申请的描述中，还需要说明的是，除非另有明确的规定和限定，术语“设置”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接。对于本领域的普通技术人员而言，可以根据情况理解上述术语在本申请中的含义。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接 触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
如图1-4所示，本实施例公开了一种电驱动系统的混合冷却系统，其包括油冷系统5和水冷系统4。
油冷系统5包括减速器输油路、电机输油路和多个喷油口，减速器壳体302内的润滑油流经减速器输油路和电机输油路，从电机2喷油口喷至电机壳体204内，以对电机2的电机壳体204、转子206、定子205和电机绕组203等进行冷却。
电机壳体204包括换热区，电机壳体204内的润滑油在冷却和润滑电机2的各个部件之后，能够流至换热区内。
水冷系统4包括控制器散热水路和电机壳体散热水路218，流经控制器散热水路的冷却液用于冷却控制器1，流经电机壳体散热水路218的冷却液用于冷却电机壳体204、电机2的定子205以及换热区内的润滑油。在一实施例中，如图1所示，冷却液从控制散热水路流入，流至电机散热水路218，冷却后流出。
减速器壳体302内的润滑油流经减速器输油路和电机输油路，从电机2喷油口喷至电机壳体204内，以对电机2的电机壳体204、转子206、定子205和电机绕组203等进行冷却。润滑油还可以润滑电机2内的元件。流经控制器散 热水路的冷却液冷却控制器1，流经电机壳体散热水路218的冷却液冷却电机壳体204、电机2的定子205以及换热区内的润滑油。
润滑油在换热区内被冷却液冷却降温，无需布设专用的热交换装置，减小了电驱动系统的部件，同时也减小了电驱动系统的体积及成本。同时减少了冷却液和润滑油的行程，减少了不必要的能量损失。
热量交换需求易调控，可以通过调整电机壳体散热水路与换热区的接触面积或者与润滑油的距离，便实现调整水冷系统4和油冷系统5间换热量。
在一实施例中，减速器输油路包括减速器壳体输油管路305和减速器输入轴输油管路；电机输油路包括电机壳体输油管路210和电机轴输油管路，喷油口包括多个电机壳体喷油口209和多个电机轴喷油口212。
减速器壳体输油管路305、电机壳体输油管路210和电机壳体喷油口209形成第一冷却油路，减速器壳体302内的润滑油流经减速器壳体输油管路305和电机壳体输油管路210，从电机壳体喷油口209喷至电机壳体204内的电机绕组203上，对电机绕组203进行冷却降温。而且还可以对电机壳体204内的部件进行润滑。水冷系统4和油冷系统5冷却作用，使得电机2的定子205的温度降低。
作为可选，本实施例中，电机壳体输油管路210和电机壳体喷油口209均设置在电机壳体204上，且均位于电机2的正上方，可以保证润滑油能够喷至电机绕组203上，然后再在重力的作用下流至电机2壳的底部。减速器壳体输油管路305设置在减速器壳体302上。电机壳体204沿其轴向间隔设置有两个电机壳体喷油口209，两个电机壳体喷油口209所喷出的润滑油可以覆盖电机2的整个电机绕组203。在其它实施例中，也可以根据电机绕组203的大小选择电机壳体喷油口209的数量。
减速器输入轴输油管路、电机轴输油管路和电机轴喷油口212形成第二冷却油路，减速器壳体302内的润滑油流经减速器输入轴输油管路和电机轴输油管路，从电机轴喷油口212喷至电机壳体204内，以对电机2的转子206及电机绕组203进行冷却降温。第二冷却油路通过轴承润滑油路213，为电机2的轴承201提供润滑。减速器输入轴304和电机轴202均为空心轴，且二者之间通过连接机构连接或者一体成型，比如可以通过花键连接，也可以通过联轴器连接。减速器输入轴304输油管路设置在减速器输入轴304上，电机轴输油管路设置在电机轴202上，电机轴喷油口212设置在电机轴202上。作为可选，本实施例中，电机轴202沿其轴向间隔设置有两个电机轴喷油口212，两个电机轴喷油口212分别设置在电机绕组203的两侧。电机轴喷油口212从电机绕组203的两端甩油，对电机绕组203的端部进行冷却，极大地降低了电机绕组203的温度。同时通过电机轴202上的电机轴输油管路内的润滑油带走大量转子206的热量，使得转子206温度有所降低，通过上述混合冷却效果，使得电机2整体散热性能优异，进而保证电机2可以在最大功率下长时间运行。在其它实施例中，也可以根据实际需要选择电机轴喷油口212的数量。
电机壳体204的底部设置有储油区219，储油区219位于换热区处。电机壳体204的底部设置有回油管路216，回油管路216的回油口217设置在储油区219处，回油管路216连接于减速器壳体302内，回油管路216用于将电机2壳内的润滑油回流至减速器壳体302内。
控制器散热水路设置在控制器1箱体上，且环绕控制器1箱体设置，电机壳体散热水路218环绕电机壳体204设置，且部分设置在电机壳体204的换热区,和/或，设置在电机壳体204靠近换热区处。
作为可选，本实施例中，控制器散热水路与电机壳体散热水路218相连通。 在控制器1箱体上设置有与控制器散热水路相连接的进水管101，回水管与换热区散热水路相连通。冷却液从进水管101流入，然后依次流经控制散热水路、电机壳体散热水路218，从回水管流出。
如图3所示，本实施例中的控制器1位于电机2的上方，控制器1箱体上设置有出水管102，在电机壳体204上设置有进水口215，通过管路103与出水管102相连接。在其它实施例中，如图5所示，控制器1可以位于电机2远离减速器3的一端，此时可以使控制器1箱体上的控制器散热水路与电机壳体204上的电机壳体散热水路218直接连接，也可以通过管路连接。或者是，如图6所示，控制器1位于减速器3远离电机2的一侧，此时使控制器1箱体上的控制器散热水路与电机壳体204上的电机壳体散热水路218通过管路连接。
电机2和减速器3共用油冷系统5，相比水冷电机2，取消了电机轴202上高速油封，减少零件数量，降低成本；润滑油为电机2的轴承201提供良好的润滑效果，提高轴承201寿命及高速运转的可靠性，同时使得经水冷系统4换热后的润滑油处于较佳的工作温度(尤其在高转速运行工况下)极大地提高减速器3齿轮轴和轴承201的润滑和散热能力，提升系统效率。电机2和控制器1共用水冷系统4，水路连接简单可靠，便于实现电驱系统的集成化、小型化，提高冷却水利用率，为电驱系统提供优良的散热条件。
本实施例还公开了一种车辆，其包括上述的电驱动系统的混合冷却系统。
在本申请中，减速器壳体内的润滑油流经减速器输油路和电机输油路，从电机喷油口喷至电机壳体内，以对电机的电机壳、转子、定子和电机绕组等进行冷却。润滑油还可以润滑电机内的元件。流经控制器散热水路的冷却液冷却控制器，流经电机壳体散热水路的冷却液冷却电机壳体、电机的定子以及换热区内的润滑油。
通过壳体水冷系统和电机壳体储油区综合冷却作用，使得电机的定子温度降低；通过油冷系统中电机输油管路对绕组冷却及电机轴甩油对电机绕组冷却，大大降低绕组温度；同时通过电机轴内部油液带走大量转子热量，使得转子温度有所降低，通过上述混合冷却效果，使得电机整体散热性能优异，进而保证电机可以在最大功率下长时间运行。
润滑油在换热区内被冷却液冷却降温，无需布设专用的热交换装置，减小了电驱动系统的部件，同时也减小了电驱动系统的体积及成本。同时减少了冷却液和润滑油的行程，减少了不必要的能量损失。
热量交换需求易调控，可以通过调整电机壳体散热水路与换热区的接触面积或者与润滑油的距离，便实现调整水冷系统和油冷系统间换热量。
而且，电机和减速器共用油冷系统，相比水冷电机，取消了电机轴上高速油封，减少零件数量，降低成本；润滑油为电机轴承提供良好的润滑效果，提高轴承寿命及高速运转的可靠性，同时使得经水冷系统换热后的润滑油处于较佳的工作温度(尤其在高转速运行工况下)大大提高减速器齿轮轴和轴承的润滑和散热能力，提升系统效率。

Claims (10)

  1. 一种电驱动系统的混合冷却系统，包括：
    油冷系统(5)，其包括减速器输油路、电机输油路和多个喷油口，减速器壳体(302)内的润滑油流经减速器输油路和电机输油路，从喷油口喷至电机壳体(204)内；
    所述电机壳体(204)包括换热区，所述电机壳体(204)内的润滑油能够流至所述换热区内；
    水冷系统(4)，其包括控制器散热水路、电机壳体散热水路(218)，流经所述控制器散热水路的冷却液用于冷却控制器(1)，流经所述电机壳体散热水路(218)的冷却液用于冷却电机壳体(204)和电机(2)的定子(205)以及所述换热区内的润滑油。
  2. 根据权利要求1所述的电驱动系统的混合冷却系统，其中，所述减速器输油路包括减速器壳体输油管路(305)，所述电机输油路包括电机壳体输油管路(210)，所述喷油口包括电机壳体喷油口(209)；
    减速器壳体(302)内的润滑油流经所述减速器壳体输油管路(305)和所述电机壳体输油管路(210)，从所述电机壳体喷油口(209)喷至电机的定子及定子绕组上。
  3. 根据权利要求2所述的电驱动系统的混合冷却系统，其中，所述电机壳体输油管路(210)和电机壳体喷油口(209)均位于电机(2)的上方；
    所述电机壳体(204)沿其轴向间隔设置有多个所述电机壳体喷油口(209)。
  4. 根据权利要求1所述的电驱动系统的混合冷却系统，其中，所述减速器输油路还包括减速器输入轴输油管路，所述电机输油路还包括电机轴输油管路，所述喷油口还包括电机轴喷油口(212)；
    减速器壳体(302)内的润滑油流经所述减速器输入轴输油管路和电机轴输 油管路，从所述电机轴喷油口(212)喷至所述电机转子、定子及轴承上。
  5. 根据权利要求4所述的电驱动系统的混合冷却系统，其中，减速器输入轴(304)和电机轴(202)均为空心轴，且二者之间通过连接机构连接或者一体成型；
    所述减速器输入轴(304)输油管路设置在所述减速器输入轴(304)上，所述电机轴输油管路设置在所述电机轴(202)上，所述电机轴喷油口(212)设置在所述电机轴(202)上。
  6. 根据权利要求5所述的电驱动系统的混合冷却系统，其中，所述电机轴(202)沿其轴向间隔设置有多个所述电机轴喷油口(212)。
  7. 根据权利要求1所述的电驱动系统的混合冷却系统，其中，所述电机壳体(204)的底部设置有回油管路(216)，所述回油管路(216)连接于所述减速器壳体(302)内，所述回油管路(216)用于将所述电机壳体(204)内的润滑油回流至所述减速器壳体(302)内。
  8. 根据权利要求1所述的电驱动系统的混合冷却系统，其中，所述电机壳体散热水路一部分设置在所述电机壳体(204)的所述换热区,和/或，设置在所述电机壳体(204)靠近所述换热区处。
  9. 根据权利要求1所述的电驱动系统的混合冷却系统，其中，所述控制器散热水路与所述电机壳体散热水路(218)相连通。
  10. 一种车辆，包括如权利要求1-9中任一项所述的电驱动系统的混合冷却系统。
PCT/CN2021/077450 2020-09-18 2021-02-23 电驱动系统的混合冷却系统及车辆 WO2022057207A1 (zh)

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