WO2022121549A1 - 一种三合一油冷电驱动结构 - Google Patents

一种三合一油冷电驱动结构 Download PDF

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Publication number
WO2022121549A1
WO2022121549A1 PCT/CN2021/127342 CN2021127342W WO2022121549A1 WO 2022121549 A1 WO2022121549 A1 WO 2022121549A1 CN 2021127342 W CN2021127342 W CN 2021127342W WO 2022121549 A1 WO2022121549 A1 WO 2022121549A1
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WIPO (PCT)
Prior art keywords
oil
cooling
rotor
stator
rear end
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PCT/CN2021/127342
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English (en)
French (fr)
Inventor
刘蕾
程勇
张平平
郭殿伟
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合肥巨一动力系统有限公司
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Application filed by 合肥巨一动力系统有限公司 filed Critical 合肥巨一动力系统有限公司
Publication of WO2022121549A1 publication Critical patent/WO2022121549A1/zh

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    • 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
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/12—Stationary parts of the magnetic circuit
    • H02K1/20—Stationary parts of the magnetic circuit with channels or ducts for flow of cooling medium
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/28—Means for mounting or fastening rotating magnetic parts on to, or to, the rotor structures
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/32—Rotating parts of the magnetic circuit with channels or ducts for flow of cooling medium
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K3/00—Details of windings
    • H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
    • H02K3/24—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors with channels or ducts for cooling medium between the conductors
    • 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
    • H02K5/16—Means for supporting bearings, e.g. insulating supports or means for fitting bearings in the bearing-shields
    • H02K5/161—Means for supporting bearings, e.g. insulating supports or means for fitting bearings in the bearing-shields radially supporting the rotary shaft at both ends of the rotor
    • 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
    • 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
    • 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
    • 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 invention belongs to the technical field of oil cooling, and relates to a three-in-one oil-cooled electric drive structure.
  • the market demand for electric vehicle power system performance continues to increase, and the volume and power density required for electric drive systems are also getting higher and higher. That is to say, the power system structure needs to be as compact and light as possible, so the market is currently in the "three-in-one" product structure integrating the three units of main thrust motor + reducer + controller.
  • the traditional water cooling solution cannot directly cool the heat source, and there is thermal resistance. So there is a temperature gradient from the motor windings to the water-cooled case. The windings cannot be cooled directly, resulting in temperature build-up and localized hot spots. Therefore, it is necessary to directly cool the heat source to improve the cooling efficiency.
  • the oil itself has no influence on the magnetic circuit of the motor because of its non-magnetic and non-conductive characteristics, and the reducer itself has a large amount of lubricating cooling oil. Therefore, choosing oil as the internal direct cooling medium has become the development trend of new energy electric drive systems.
  • the existing oil-cooled electric drive structure generally adopts an oil-spraying or oil-spraying structure for cooling the stator.
  • oil spraying requires specially designed injection molded parts for oil separation, which increases material cost and may cause the risk of abnormal noise.
  • the fuel injection structure needs to design a special copper tube with holes for spraying. The production process and assembly process are very complicated, and the small holes of the copper tube may be blocked, so that the motor stator cannot be effectively cooled.
  • the existing oil-cooled electric drive structure is generally not compact enough in design of the oil-cooled cooling circuit, and requires many external oil pipes for connection, such as oil pumps, oil coolers and other components, which not only increases the cost but also has a great risk of oil leakage.
  • the purpose of the present invention is to provide a three-in-one oil-cooled electric drive structure with a high degree of integration, which adopts an integrated casing, uses the structural design of the casing itself to connect the oil filter, the oil pump and the oil cooler, and performs special operation in the casing.
  • the design divides the oil circuit to ensure the cooling of the stator and the rotor, without additional oil separation structure and copper pipes, and also without oil pipes.
  • the technical scheme of the present invention is: a three-in-one oil-cooled electric drive structure, comprising: an oil-cooled structure from a reducer integrated with an electric drive housing to the rear end of the motor, a rotor cooling structure, and a stator cooling structure;
  • the electric drive casing includes a motor casing, a rear end cover, and a reducer casing, and the rear end cover and the reducer casing are respectively installed on both sides of the motor casing; the motor the casing communicates with the lower end of the reducer casing;
  • the oil cooling structure from the reducer to the rear end of the motor transports the lubricating and cooling oil of the reducer in the reducer housing to the main oil circuit of the motor housing, and the main oil circuit is divided into the second part at the rear end cover.
  • an oil circuit and a second oil circuit the first oil circuit communicates with the stator cooling structure, and the second oil circuit communicates with the rotor cooling structure;
  • the stator cooling structure is used to introduce cooling oil into the upper part of the electric drive, and the stator is directionally cooled through the oil spray holes in the stator oil distribution channel on the motor housing;
  • the rotor cooling structure is used for cooling the rotor by rotating the cooling oil introduced into the rotor and throwing oil;
  • the heat-absorbing oil in the stator cooling structure and the rotor cooling structure flows into the lower end of the motor housing under the action of gravity, and flows back to the reducer housing.
  • the cooling structure from the reducer to the rear end of the motor includes an oil filter, an oil pump and an oil cooler;
  • the lubricating and cooling oil of the reducer is stored under the casing of the reducer, and the lubricating and cooling oil of the reducer enters the casing of the motor through the oil pump;
  • the oil filter It is placed in the reducer lubricating and cooling oil under the reducer casing, and is arranged at the inlet of the oil pump;
  • the oil pump surface is attached to the outside of the reducer casing, providing power to pump oil into the In the main oil circuit of the motor housing;
  • the reducer housing is communicated with the interior of the motor housing through corresponding drill holes, and the drill holes in the motor housing are communicated with the external oil cooler, so
  • the oil cooler is attached to the outer wall of the motor housing, and the cooling water of the motor controller unit is used to cool the oil;
  • the main oil circuit of the motor housing passes through the shaft arranged on the motor housing.
  • the hole leads to the rear end cover, where the rear end cover is divided into a first oil passage and a second oil passage.
  • the oil pump adopts an electronic pump, which is used for intelligent regulation in combination with the motor heating up and the instructions of the whole vehicle.
  • the stator cooling structure includes a stator end wire wrap and a stator iron core
  • a circumferential oil groove is opened at the end of the rear end cover and the motor housing, and the cooling oil enters the oil groove from the electrically driven rear end cover, and runs along the oil groove. It is introduced into the upper part of the electric drive; the outer circumference of the motor casing is provided with an axial stator oil duct near the upper part, and the stator oil duct is communicated with the oil groove; the stator oil duct is provided with a cooling part Corresponding oil spray holes, the cooling oil falls from the oil spray holes to directionally cool the stator end wire package and the stator iron core.
  • stator iron core is fixed in the motor housing by long bolts, and there is a gap between the stator core and the motor housing.
  • the upper part of the bearing of the motor housing and the rear end cover is provided with an oil retaining rib structure, which is used to block the cooling oil of the stator oil separation channel, and the cooling oil accumulates and falls to the bearing. Cool down.
  • stator oil distribution channel is sealed by a welding process through an aluminum material plate; the welding process at least includes friction stir welding.
  • the rotor cooling structure includes a rotating shaft, a first rotor pressure plate, a second rotor pressure plate, a rotor iron core, a front bearing (close to the reducer end bearing), and a rear bearing (far away from the reducer end bearing);
  • the first rotor pressure plate is the rotor pressure plate on one side close to the rear end cover
  • the second rotor pressure plate is the rotor pressure plate on the other side
  • the rear bearing is the bearing on the side close to the rear end cover
  • the front bearing is the other side. bearing on one side;
  • the blind hole In the rotor cooling structure, there is a blind hole inside the rotating shaft, the blind hole opens toward the rear end cover of the electric drive, and the front end of the blind hole is provided with a first oil guide groove, which communicates the inside of the blind hole and the bearing block; the rotor iron The core is provided with a deweighting hole corresponding to the position; the first rotor pressure plate is provided with an oil collecting groove and an oil passing hole, one end of the oil passing hole is connected with the oil collecting groove, and the other end is connected with the oil collecting groove.
  • the opening position of the oil passage hole covers the position of the deweighting hole on the rotor iron core; the inner side of the second rotor pressure plate is provided with a second guide radiating from the outer circumferential edge. oil tank;
  • the cooling oil enters the inside of the rotating shaft from the rear end cover of the electric drive to form a first oil separation channel and a second oil separation channel;
  • the first oil separation channel is composed of deweighting holes on each rotor core, and the cooling Under the centrifugal force, the oil enters the deweighting hole of the rotor iron core from the oil collecting groove and the oil passage hole in the first rotor pressing plate, and throws out the rotor from the second oil guiding groove on the second rotor pressing plate;
  • the second oil channel includes a first oil guide groove.
  • the cooling oil enters the blind hole of the rotating shaft from the rear end, and flows out of the bearing block from the first oil guide groove at the front end of the blind hole to cool the front bearing. Part of the cooling oil flows back to the rear end to cool the rear bearings during operation.
  • the oil collecting groove is an annular groove for accumulating part of the cooling oil after entering the rotating shaft.
  • a further technical solution is that: the first rotor pressure plate, the second rotor pressure plate, and the rotor iron core are respectively provided with positioning holes at corresponding positions.
  • the circulating oil circuit is connected by the structural design of the housing itself, and the oil circuit is divided on the housing.
  • the cooling of the stator and rotor is ensured, no additional oil separation structure and copper pipes are required, and no oil pipes are required, which improves the integration of the oil-cooled electric drive, reduces the cost, and reduces the risk of oil leakage from the oil pipes;
  • FIG. 1 is a schematic structural diagram of a three-in-one oil-cooled electric drive structure provided by the application;
  • FIG. 2 is an external schematic diagram of a three-in-one oil-cooled electric drive structure provided by the present application
  • FIG. 3 is a cross-sectional view of a three-in-one oil-cooled electric drive structure provided by the present application.
  • Fig. 4 is the A-A screenshot of Fig. 3;
  • Fig. 5 is the B-B screenshot of Fig. 3;
  • Fig. 6 is the C-C screenshot of Fig. 3;
  • FIG. 7 is a schematic diagram of a rear end cover in the stator cooling structure provided by the present application.
  • FIG. 8 is a schematic diagram of a motor housing in the stator cooling structure provided by the present application.
  • Fig. 9 is the assembly schematic diagram of the oil cooler provided by the present application.
  • FIG. 10 is a schematic diagram of a rotor cooling structure provided by the present application.
  • FIG. 11 is a schematic diagram of the first rotor pressure plate provided by the present application.
  • FIG. 12 is a schematic diagram of the second rotor pressure plate provided by the present application.
  • FIG. 13 is a schematic diagram of the rotor core provided by the present application.
  • Example: The present application provides a three-in-one oil-cooled electric drive structure, which mainly uses the lubricating oil of the reducer itself, provides power through the oil pump after filtering by the filter, and enters the electric drive after cooling, wherein the oil circuit is cooled after cooling. After that, it is divided into two paths at the rear end cover. One path enters the rotor to cool the rotor and bearings, and the other path enters the housing to cool the stator. Finally, the oil drops to the lower part of the motor due to the power and flows back to the reducer to complete the entire cooling. cycle.
  • the three-in-one oil-cooled electric drive structure 1 includes: an oil-cooled structure from the reducer to the rear end of the motor integrated with the electric drive housing, a rotor cooling structure, and a stator cooling structure.
  • the electric drive casing includes a motor casing 2, a rear end cover 3, and a reducer casing 4.
  • the rear end cover 3 and the reducer casing 4 are respectively installed on both sides of the motor casing 2; the motor casing 2 and The lower end of the reducer housing 4 communicates with each other.
  • the motor housing 2 and the lower end of the reducer housing 4 are connected by drilling holes, so that the oil in the motor housing 2 can be returned to the reducer housing 4 through the drilling holes.
  • the oil cooling structure from the reducer to the rear end of the motor transports the reducer lubricating cooling oil 41 in the reducer housing 4 to the main oil passage 25 of the motor casing 2 , and the main oil passage 25 is divided into the first oil at the rear end cover 3
  • the stator cooling structure is used to introduce cooling oil above the electric drive, and the stator 5 is directionally cooled through the oil spray holes 25ab in the stator oil separation passage 25aa on the motor housing 2 .
  • the rotor cooling structure is used to cool the rotor 6 by rotating the cooling oil introduced into the rotor 6 and throwing oil.
  • the heat-absorbing oil in the stator cooling structure and the rotor cooling structure flows into the lower end of the motor housing 2 under the action of gravity, and flows back to the reducer housing 4 .
  • the cooling structure from the reducer to the rear end of the motor includes an oil filter 21 , an oil pump 22 , and an oil cooler 23 .
  • the lubricating and cooling oil 41 of the reducer is stored under the reducer housing 4, and the lubricating and cooling oil 41 of the reducer enters the motor casing 2 through the oil pump 22; the oil filter 21 is placed in the reducer
  • the reducer below the housing 4 lubricates the cooling oil 41 and is arranged at the inlet of the oil pump 22; In 25; the reducer housing 4 is communicated with the interior of the motor housing 2 through the corresponding drilling holes, the inner drilling of the motor housing 2 is communicated with the external oil cooler 23, and the oil cooler 23 is surface-affixed to the motor housing
  • the outer wall of the body 2 is connected to the external cooling water circuit 24, and the cooling water of the motor controller unit is used to cool the oil;
  • the rear end cover 3 is divided into a first oil passage 25a and a second oil passage 25b.
  • the reducer lubricating and cooling oil 41 is stored under the reducer housing 4.
  • the gear shaft can be splashed and lubricated by the reducer gear, and on the other hand, the reducer lubricating and cooling
  • the oil 41 participates in the electrically driven oil-cooled lubrication via the oil pump 22 .
  • the oil filter 21 can ensure that the oil entering the electric drive is filtered and clean oil, which can prevent the oil passage from being blocked and protect the motor stator, motor rotor and bearing from being damaged.
  • the oil pump 22 adopts an electronic pump, which is used for intelligent regulation in combination with the heating of the motor and the instructions of the whole vehicle. For example, when the temperature of the motor increases, the flow rate of the oil pump 22 is increased; or the oil pump 22 is restarted after the speed of the vehicle reaches a certain stage according to the working conditions.
  • the electronic pump is equipped with corresponding control and drive circuits.
  • the stator cooling structure includes a stator end wire wrap 26 and a stator core 27 .
  • the ends of the rear end cover 3 and the motor housing 2 are provided with circumferential oil grooves 25ac.
  • the outer circumference of the motor housing 2 is provided with an axial stator oil duct 25aa close to the upper side, and the stator oil duct 25aa communicates with the oil groove 25ac;
  • the stator oil duct 25aa is provided with an oil spray hole 25ab corresponding to the cooling part , the cooling oil falls from the oil spray hole 25ab to directionally cool the stator end wire package 26 and the stator iron core 27 .
  • the main oil circuit is introduced into the lower part of the motor housing 2 , and the main oil circuit 25 enters the oil groove 25ac through the axial hole 31 of the rear end cover 3 .
  • the axial hole 31 of the rear end cover 3 communicates with the axial hole of the motor housing 2 to form the main oil passage 25 .
  • the outer circumference of the motor housing 2 is provided with at least one stator oil separation channel 25aa near the upper part, and a plurality of parallel stator oil separation channels 25aa can also be designed according to practical applications.
  • a plurality of oil spray holes 25ab are provided according to the needs of the cooling part.
  • the positions of the oil spray holes 25ab correspond to the stator end wire wrap 26 and the stator iron core 27 respectively.
  • the stator iron core 27 is fixed in the motor housing 2 by long bolts 29, and a gap is left between the stator core 27 and the motor housing 2, which is convenient for cooling of the oil.
  • the stator core 27 is fixed on the motor housing 2 by four long bolts 29 .
  • the upper part of the bearing of the motor housing 2 and the rear end cover 3 is provided with an oil retaining rib structure, which is used to block the cooling oil in the stator oil separation passage 25aa, and the cooling oil accumulates and falls to cool the bearing.
  • the falling cooling oil can not only cool the bearing, but also lubricate the bearing.
  • the oil falling from the oil baffle structure at the front end of the motor housing 2 cools and lubricates the front bearing 7
  • the oil falling from the oil baffle structure at the rear end of the motor housing 2 cools and lubricates the rear bearing 8 .
  • the stator oil distribution channel 25aa is sealed by the aluminum material plate 28 using a welding process; the welding process at least includes friction stir welding. In practical applications, the aluminum plate 28 can also be welded in other ways. After the stator oil duct 25aa is processed on the outer circumference of the motor housing 2, the outer surface is welded and sealed by the aluminum material plate 28, which simplifies the manufacturing difficulty of the stator oil duct 25aa, and at the same time ensures the oil passage in the motor housing 2. tightness.
  • the oil groove 25ac on the rear end cover 3 is sealed with a metal gasket or a sealing ring.
  • the rear end cover 3 and the motor housing 2 are provided with oil grooves 25ac in corresponding positions and shapes. After the rear end cover 3 and the motor housing 2 are sealed by metal gaskets or sealing rings, the rear end cover 3 A circumferential oil guide channel is formed between it and the motor housing 2 .
  • the stator cooling structure utilizes the structural design of the motor housing 2 and the rear end cover 3 to divide the oil circuit to ensure the cooling of the stator, without the need for additional oil separation structures, copper pipes, oil pipes, etc., which improves the oil-cooled electric drive. of integration.
  • the rotor cooling structure includes a rotating shaft 61, a first rotor pressure plate 62, a second rotor pressure plate 63, a rotor core 64, a front bearing 7, and a rear bearing 8;
  • the first rotor pressure plate 62 is close to the rear end cover 3 is the rotor pressing plate on one side
  • the second rotor pressing plate 63 is the rotor pressing plate on the other side;
  • the rear bearing 8 is the bearing on the side close to the rear end cover 3, and the front bearing 7 is the bearing on the other side.
  • the blind hole inside the rotating shaft 61, the blind hole is open to the rear end cover 3 of the electric drive, and a first oil guide groove 61a is opened at the front end of the blind hole, which communicates the inside of the blind hole and the bearing block;
  • a deweighting hole 64a corresponding to the position;
  • the first rotor pressure plate 62 is provided with an oil collecting groove 62a and an oil passage hole 62b, one end of the oil passage hole 62b is connected to the oil collecting groove 62a, and the other end is connected to the first rotor.
  • the opening position of the oil passage hole 62b covers the position of the weight removal hole 64a on the rotor iron core 64; the inner side of the second rotor pressure plate 63 has a second oil guide groove 63a that diverges from the outer peripheral edge.
  • the cooling oil enters the interior of the rotating shaft 61 from the electrically driven rear end cover 3 to form the first oil separation passage 25ba and the second oil separation passage 25bb;
  • the cooling oil is subjected to centrifugal force from the oil collecting groove 62a and the oil passage hole 62b in the first rotor pressing plate 62 into the deweighting hole 64a of the rotor core 64, and the rotor is thrown out from the second oil guiding groove 63a on the second rotor pressing plate 63.
  • the second oil separation passage 25bb includes a first oil guide groove 61a, the cooling oil enters the blind hole of the rotating shaft 61 from the rear end, and flows out of the bearing block from the first oil guide groove 61a at the front end of the blind hole, cooling the front bearing 7, the rotating shaft 61. Part of the cooling oil in the blind hole flows back to the rear end to cool the rear bearing 8 during operation.
  • the inner side of the first rotor pressure plate 62 refers to the side facing the rotor iron core 64, and the outer side is in a sealed state.
  • the liquid cannot be directly thrown out of the rotor, and is introduced into the inner side of the first rotor pressure plate 62 from the oil collecting groove 62a and the oil passage hole 62b, and enters the inside of the deweighting hole 64a corresponding to the position, along the deweighting hole 64a on each rotor core 64. It flows to the second rotor pressing plate 63, and throws out the rotor along the second oil guiding groove 63a divergent on the second rotor pressing plate 63, so as to ensure that the magnetic steel near the deweighting hole 64a is sufficiently cooled.
  • Part of the oil in the rotating shaft 61 flows into the front end from the rear end, and flows out along the first oil guide groove 61a, which not only cools the rotating shaft, but also cools the front bearing 7.
  • the front end of the blind hole in the rotating shaft 61 is arc-shaped, as shown by the dotted line in Figure 10. As shown by the arrows, the oil flowing to the front end of the blind hole in the rotating shaft 61 is partially returned to the rear end, and can cool the rear bearing 8 again.
  • the oil collecting groove 62a is an annular groove for accumulating part of the cooling oil after entering the rotating shaft 61 . Under high-speed rotation, the oil entering the rotating shaft 61 will accumulate at the oil collecting groove 62a.
  • the number of the oil passage holes 62b is four.
  • the first rotor pressing plate 62 , the second rotor pressing plate 63 , and the rotor iron core 64 are respectively provided with positioning holes at corresponding positions.
  • the first rotor pressing plate 62 is provided with a first positioning hole 62c
  • the second rotor pressing plate 63 is provided with a second positioning hole 63b
  • the rotor iron core 64 is provided with a third positioning hole 64b, which is convenient for the first rotor pressing plate.
  • 62 and the holes between the second rotor pressure plate 63 and the rotor core 64 are positioned.
  • the dotted boxes in FIGS. 11 to 13 indicate the corresponding positions of the oil from the first rotor pressure plate 62 through the rotor iron core 64 and then through the second rotor pressure plate 63 .
  • the three-in-one oil-cooled electric drive structure 1 made all components tightly connected without additional oil pipe connection, reduces the types of parts and reduces product cost;
  • the aluminum cover plate is welded and sealed, which can cool the stator in a directional way, and at the same time reduce the oil-separating injection molded parts or oil-injected copper pipes of the general oil-cooling scheme, which reduces the product cost and reduces the abnormal noise caused by the failure of the oil-separating parts transfer. risk.
  • the three-in-one oil-cooled electric drive structure provided by this application is connected by the structural design of the casing itself through the integrated electric drive casing that integrates the motor casing, the rear end cover and the reducer casing.
  • the oil circuit is divided on the casing to ensure the cooling of the stator and the rotor, without additional oil separation structure and copper pipes, and also without oil pipes, which improves the integration of oil-cooled electric drive, Costs are reduced and the risk of oil leaks from the tubing is reduced.
  • the rotor iron core is fully cooled and the temperature of the magnetic steel is reduced. efficiency.
  • first and second are used for descriptive purposes only, and should not be understood as indicating or implying relative importance or implying the indicated number of technical features. Thus, a feature defined as “first”, “second” may expressly or implicitly include one or more of that feature. In the description of this application, unless stated otherwise, “plurality” means two or more.

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  • Power Engineering (AREA)
  • Motor Or Generator Cooling System (AREA)

Abstract

一种三合一油冷电驱动结构（1），包括与电驱动壳体集成的减速器至电机后端油冷结构、转子冷却结构、定子冷却结构；减速器至电机后端油冷结构将减速器壳体（4）中的冷却油（41）输送至电机壳体（2）的主油路（25）中，主油路（25）在后端盖（3）分成第一油路（25a）和第二油路（25b），第一油路（25a）连通定子冷却结构，第二油路（25b）连通转子冷却结构；定子冷却结构用于将冷却油液引入电驱动的上方，通过电机壳体（2）上定子分油道（25aa）中的淋油孔（25ab）对定子（5）进行定向冷却；转子冷却结构用于通过转子（6）对冷却油液进行转动甩油实现冷却。利用壳体自身的结构设计连接出循环的油路，在壳体上对油路进行分流，保证了定子（5）和转子（6）的冷却，无需额外的分油结构和铜管，提高油冷电驱动的集成度，降低成本，减少油管漏油的风险。

Description

一种三合一油冷电驱动结构 技术领域
本发明属于油冷技术领域，涉及一种三合一油冷电驱动结构。
背景技术
随着新能源汽车的普及，市场对电动汽车动力系统性能需求不断提高，对电驱动系统要求的体积和功率密度也越来越高。也就是需要动力系统结构能够尽量的紧凑且轻巧，所以市场目前均在主推电机+减速器+控制器三个单元集成的“三合一”产品结构。而传统的水冷方案，无法直接冷却热源，存在热阻。所以从电机绕组到水冷机壳，存在温度梯度。绕组无法直接冷却，导致温度堆积，形成局部热点。因此需要直接冷却热源来提升冷却效率。而油本身因为不导磁不导电的特性，对电机磁路无影响，且减速器本身有大量的润滑冷却油，因此选择油来作为内部直接冷却介质，成为新能源电驱动系统的发展趋势。
现有的油冷电驱动结构对定子冷却一般采取淋油或者喷油结构。其中淋油需要专门设计的注塑件进行分油，增加物料成本，且可能造成异音的风险。而喷油结构需要设计专门的带孔的铜管进行喷淋，其生产工艺和装配工艺都很复杂，且铜管小孔可能被堵塞造成电机定子无法被有效冷却。现有油冷电驱动结构一般油冷冷却回路设计的不够紧凑，需要外接很多油管进行连接，如油泵、油冷器等元件，不仅成本增加且有很大的漏油风险。
发明内容
本发明目的是：提供一种集成度很高的三合一油冷电驱动结构，采用一体化壳体，利用壳体自身的结构设计连接油滤器、油泵和油冷器，在壳体进行特别的设计对油路进行分流，保证定子和转子的冷却，无需额外的分油结构和铜管，且也不用油管。
本发明的技术方案是：一种三合一油冷电驱动结构，包括：与电驱动壳体集成的减速器至电机后端油冷结构、转子冷却结构、定子冷却结构；
所述电驱动壳体包括电机壳体、后端盖、减速器壳体，所述后端盖和所述减速器壳体分别安装在所述电机壳体的两侧；所述电机壳体和所述减速器壳体的下端连通；
所述减速器至电机后端油冷结构将减速器壳体中的减速器润滑冷却油 输送至所述电机壳体的主油路中，所述主油路在所述后端盖分成第一油路和第二油路，所述第一油路连通所述定子冷却结构，所述第二油路连通所述转子冷却结构；
所述定子冷却结构用于将冷却油液引入电驱动的上方，通过所述电机壳体上的定子分油道中的淋油孔对定子进行定向冷却；
所述转子冷却结构用于通过转子对引入转子中的冷却油液进行转动甩油实现对转子的冷却；
所述定子冷却结构和所述转子冷却结构中吸热后的油液在重力作用下汇入所述电机壳体的下端，流回所述减速器壳体。
其进一步的技术方案是：所述减速器至电机后端冷却结构包括油滤器、油泵、油冷器；
在所述减速器至电机后端冷却结构中，减速器润滑冷却油收纳在所述减速器壳体内的下方，减速器润滑冷却油通过所述油泵进入所述电机壳体；所述油滤器置于所述减速器壳体下方的减速器润滑冷却油中，且设置在所述油泵的进口处；所述油泵表贴在所述减速器壳体的外部，提供动力将油液压入所述电机壳体的主油路中；所述减速器壳体与所述电机壳体的内部通过对应的钻孔连通，所述电机壳体内部钻孔与外部的油冷器连通，所述油冷器表贴在所述电机壳体的外壁，利用电机控制器单元的冷却水对油液进行冷却；所述电机壳体的主油路通过设置在电机壳体上的轴向孔引到所述后端盖，在所述后端盖分成第一油路和第二油路。
其进一步的技术方案是：所述油泵采用电子泵，用于结合电机升温和整车的指令进行智能调控。
其进一步的技术方案是：所述定子冷却结构包括定子端部线包和定子铁芯；
在所述定子冷却结构中，所述后端盖和所述电机壳体的端部开设有周向的油槽，冷却油液从电驱动的后端盖进入所述油槽，沿着所述油槽引入电驱动的上方；所述电机壳体的外圆周靠近上方设有轴向的定子分油道，所述定子分油道与所述油槽连通；所述定子分油道中设有与冷却部位对应的淋油孔，冷却油液从所述淋油孔落下对定子端部线包和定子铁芯定向冷却。
其进一步的技术方案是：所述定子铁芯通过长螺栓固定在所述电机壳体 中，与所述电机壳体之间留有间隙。
其进一步的技术方案是：所述电机壳体和所述后端盖的轴承上部设置有挡油筋结构，用于阻挡所述定子分油道的冷却油液，冷却油液积蓄下落对轴承进行冷却。
其进一步的技术方案是：所述定子分油道通过铝材板采用焊接工艺进行密封；所述焊接工艺至少包括搅拌摩擦焊。
其进一步的技术方案是：所述转子冷却结构包括转轴、第一转子压板、第二转子压板、转子铁芯、前轴承(靠近减速器端轴承)、后轴承(远离减速器端轴承)；所述第一转子压板为靠近后端盖一侧的转子压板，所述第二转子压板为另一侧的转子压板；所述后轴承为靠近后端盖一侧的轴承，所述前轴承为另一侧的轴承；
在所述转子冷却结构中，所述转轴的内部有盲孔，盲孔朝向电驱动的后端盖开口，盲孔前端开有第一导油槽，连通盲孔内部与轴承挡；所述转子铁芯上设有位置对应的去重孔；所述第一转子压板内设有聚油槽，并开有通油孔，所述通油孔的一端连通在所述聚油槽内，另一端连通在所述第一转子压板的内侧，所述通油孔的开孔位置覆盖到所述转子铁芯上的去重孔位置；所述第二转子压板的内侧开有向外圆周边缘发散的第二导油槽；
冷却油液从电驱动的后端盖进入所述转轴的内部，形成第一分油道和第二分油道；所述第一分油道由各个转子铁芯上的去重孔组成，冷却油液受到离心力由所述第一转子压板内的聚油槽和通油孔进入所述转子铁芯的去重孔，从所述第二转子压板上的第二导油槽甩出转子；所述第二分油道包括第一导油槽，冷却油液从后端进入所述转轴的盲孔，从盲孔前端的第一导油槽流出轴承挡，冷却所述前轴承，所述转轴的盲孔内的部分冷却油液在运行中回流到后端对所述后轴承冷却。
其进一步的技术方案是：所述聚油槽为环形槽，用于积累进入所述转轴后的部分冷却油液。
其进一步的技术方案是：所述第一转子压板、所述第二转子压板、所述转子铁芯上对应位置分别设有定位孔。
本发明的优点是：
1.通过集成有电机壳体、后端盖、减速器壳体的一体化电驱动壳体，利 用壳体自身的结构设计连接出循环的油路，在壳体上对油路进行分流，保证了定子和转子的冷却，无需额外的分油结构和铜管，并且也不需要油管，提高了油冷电驱动的集成度，降低了成本，减少了油管漏油的风险；
2.通过将电驱动后端盖的油液引入到电驱动上方的定子分油道，通过对冷却部位对应的淋油孔，实现对定子端部线包和定子铁芯的定向冷却，解决了定子冷却不均匀的问题；
3.通过两个转子压板的特别设计和转子铁芯的去重孔配合，充分冷却转子铁芯并降低磁钢的温度，同时在转轴上开孔，冷却输入轴的轴承，提高了转子的冷却效率。
附图说明
下面结合附图及实施例对本发明作进一步描述：
图1是本申请提供的三合一油冷电驱动结构的结构示意图；
图2是本申请提供的三合一油冷电驱动结构的外部示意图；
图3是本申请提供的三合一油冷电驱动结构的剖视图；
图4是图3的A-A截图；
图5是图3的B-B截图；
图6是图3的C-C截图；
图7是本申请提供的定子冷却结构中后端盖的示意图；
图8是本申请提供的定子冷却结构中电机壳体的示意图；
图9是本申请提供的油冷器的装配示意图；
图10是本申请提供的转子冷却结构的示意图；
图11是本申请提供的第一转子压板的示意图；
图12是本申请提供的第二转子压板的示意图；
图13是本申请提供的转子铁芯的示意图。
其中：1、三合一油冷电驱动结构；2、电机壳体；21、油滤器；22、油泵；23、油冷器；24、外部冷却水路；25、主油路；25a、第一油路；25aa、定子分油道；25ab、淋油孔；25ac、油槽；25b、第二油路；25ba、第一分油道；25bb、第二分油道；26、定子端部线包；27、定子铁芯；28、铝材板；29、长螺栓；3、后端盖；31、轴向孔；4、减速器壳体；41、减速器润滑冷却油；5、定子；6、转子；61、转轴；61a、第一导油槽；62、第一转子压 板；62a、聚油槽；62b、通油孔；62c、第一定位孔；63、第二转子压板；63a、第二导油槽；63b、第二定位孔；64、转子铁芯；64a、去重孔；64b、第三定位孔；7、前轴承；8、后轴承。
具体实施方式
实施例：本申请提供了一种三合一油冷电驱动结构，主要利用减速器自身的润滑油，过滤器过滤后通过油泵提供动力，经过冷却后进入电驱动中，其中，油路经过冷却后，在后端盖分成两路，一路进入转子对转子和轴承进行冷却，另一路进入壳体，对定子进行冷却，最终油液由于动力掉落到电机下部，回流至减速器，完成整个冷却循环。结合参考图1至图13，该三合一油冷电驱动结构1包括：与电驱动壳体集成的减速器至电机后端油冷结构、转子冷却结构、定子冷却结构。电驱动壳体包括电机壳体2、后端盖3、减速器壳体4，后端盖3和减速器壳体4分别安装在电机壳体2的两侧；电机壳体2和减速器壳体4的下端连通。
电机壳体2和减速器壳体4的下端钻孔连接，可以使得电机壳体2内的油液通过钻孔回流至减速器壳体4。
减速器至电机后端油冷结构将减速器壳体4中的减速器润滑冷却油41输送至电机壳体2的主油路25中，主油路25在后端盖3分成第一油路25a和第二油路25b，第一油路25a连通定子冷却结构，第二油路25b连通转子冷却结构。
定子冷却结构用于将冷却油液引入电驱动的上方，通过电机壳体2上的定子分油道25aa中的淋油孔25ab对定子5进行定向冷却。
转子冷却结构用于通过转子6对引入转子6中的冷却油液进行转动甩油实现对转子6的冷却。
定子冷却结构和转子冷却结构中吸热后的油液在重力作用下汇入电机壳体2的下端，流回减速器壳体4。
结合参考图1至图6，减速器至电机后端冷却结构包括油滤器21、油泵22、油冷器23。
在减速器至电机后端冷却结构中，减速器润滑冷却油41收纳在减速器壳体内4的下方，减速器润滑冷却油41通过油泵22进入电机壳体2；油滤器21置于减速器壳体4下方的减速器润滑冷却油41中，且设置在油泵22 的进口处；油泵22表贴在减速器壳体4的外部，提供动力将油液压入电机壳体2的主油路25中；减速器壳体4与电机壳体2的内部通过对应的钻孔连通，电机壳体2内部钻孔与外部的油冷器23连通，油冷器23表贴在电机壳体2的外壁，与外部冷却水路24连接，利用电机控制器单元的冷却水对油液进行冷却；电机壳体2的主油路25通过设置在电机壳体2上的轴向孔引到后端盖3，在后端盖3分成第一油路25a和第二油路25b。
三合一油冷电驱动结构1正常工作时，减速器润滑冷却油41收纳在减速器壳体4的下方，一方面通过减速器齿轮可以对齿轴进行飞溅润滑，另一方面减速器润滑冷却油41通过油泵22参与到电驱动的油冷润滑中。
油滤器21可以保证进入电驱动的油液都是过滤的、洁净的油液，可以防止堵塞油道并保护电机定子、电机转子和轴承不会被损伤。
可选的，油泵22采用电子泵，用于结合电机升温和整车的指令进行智能调控。比如，当电机温度升高时，加大油泵22的流量；或者根据工况控制在整车转速达到一定阶段再启动油泵22工作等。
在实际应用中，电子泵配有相应的控制和驱动电路。
结合参考图6至图9，定子冷却结构包括定子端部线包26和定子铁芯27。
在定子冷却结构中，后端盖3和电机壳体2的端部开设有周向的油槽25ac，冷却油液从电驱动的后端盖3进入油槽25ac，沿着油槽25ac引入电驱动的上方；电机壳体2的外圆周靠近上方设有轴向的定子分油道25aa，定子分油道25aa与油槽25ac连通；定子分油道25aa中设有与冷却部位对应的淋油孔25ab，冷却油液从淋油孔25ab落下对定子端部线包26和定子铁芯27定向冷却。
示例性的，电机壳体2的下方引入主油路，主油路25通过后端盖3的轴向孔31进入油槽25ac。后端盖3的轴向孔31与电机壳体2的轴向孔连通，构成主油路25。
如图所示，电机壳体2的外圆周靠近上方设有至少一条定子分油道25aa，根据实际应用也可以设计多条平行的定子分油道25aa，示例性的，图中设置了两条定子分油道25aa。在每条定子分油道25aa中，根据冷却部位的需要设有多个淋油孔25ab，示例性的，淋油孔25ab的位置分别与定子端 部线包26和定子铁芯27对应。
定子铁芯27通过长螺栓29固定在电机壳体2中，与电机壳体2之间留有间隙，便于油液的冷却。示例性的，定子铁芯27通过四个长螺栓29固定在电机壳体2上。
电机壳体2和后端盖3的轴承上部设置有挡油筋结构，用于阻挡定子分油道25aa的冷却油液，冷却油液积蓄下落对轴承进行冷却。下落的冷却油液不仅能对轴承进行冷却，而且还能对轴承起到润滑的作用。示例性的，从电机壳体2前端的挡油筋结构下落的油液对前轴承7冷却润滑，从电机壳体2后端的挡油筋结构下落的油液对后轴承8冷却润滑。
定子分油道25aa通过铝材板28采用焊接工艺进行密封；焊接工艺至少包括搅拌摩擦焊。在实际应用中，铝材板28也可以采用其他方式焊接。定子分油道25aa加工在电机壳体2的外圆周之后，外表面通过铝材板28焊接密封，简化了定子分油道25aa的制作难度，同时保证了电机壳体2内油路的密封性。
可选的，后端盖3上的油槽25ac采用金属密封垫或密封圈进行密封。示例性的，后端盖3与电机壳体2上设有对应位置和对应形状的油槽25ac，后端盖3和电机壳体2通过金属密封垫或密封圈密封后，后端盖3和电机壳体2之间形成了周向的导油通道。
定子冷却结构利用电机壳体2和后端盖3自身的结构设计，对油路进行分流，保证了定子的冷却，无需额外的分油结构和铜管、油管等，提高了油冷电驱动的集成度。
结合参考图10至图13，转子冷却结构包括转轴61、第一转子压板62、第二转子压板63、转子铁芯64、前轴承7、后轴承8；第一转子压板62为靠近后端盖3一侧的转子压板，第二转子压板63为另一侧的转子压板；后轴承8为靠近后端盖3一侧的轴承，前轴承7为另一侧的轴承。
在转子冷却结构中，转轴61的内部有盲孔，盲孔朝向电驱动的后端盖3开口，盲孔前端开有第一导油槽61a，连通盲孔内部与轴承挡；转子铁芯64上设有位置对应的去重孔64a；第一转子压板62内设有聚油槽62a，并开有通油孔62b，通油孔62b的一端连通在聚油槽62a内，另一端连通在第一转子压板62的内侧，通油孔62b的开孔位置覆盖到转子铁芯64上的去重孔 64a位置；第二转子压板63的内侧开有向外圆周边缘发散的第二导油槽63a。
冷却油液从电驱动的后端盖3进入转轴61的内部，形成第一分油道25ba和第二分油道25bb；第一分油道25ba由各个转子铁芯64上的去重孔64a组成，冷却油液受到离心力由第一转子压板62内的聚油槽62a和通油孔62b进入转子铁芯64的去重孔64a，从第二转子压板63上的第二导油槽63a甩出转子6；第二分油道25bb包括第一导油槽61a，冷却油液从后端进入转轴61的盲孔，从盲孔前端的第一导油槽61a流出轴承挡，冷却前轴承7，转轴61的盲孔内的部分冷却油液在运行中回流到后端对后轴承8冷却。
如图所示，第一转子压板62的内侧指朝向转子铁芯64的一侧，外侧为密闭状态，冷却油液进入第一转子压板62内之后，由于第一转子压板62的外侧密闭，油液无法被直接甩出转子，从聚油槽62a和通油孔62b引入到第一转子压板62的内侧，进入位置对应的去重孔64a内部，沿着各个转子铁芯64上的去重孔64a流到第二转子压板63，顺着第二转子压板63上发散的第二导油槽63a甩出转子，从而确保去重孔64a附近的磁钢被充分冷却。
转轴61内的部分油液从后端流入前端，沿着第一导油槽61a流出，不仅冷却转轴，同时冷却了前轴承7，转轴61内的盲孔前端做成弧形，如图10中虚线箭头所示，流至转轴61内盲孔前端的油液部分回流至后端，又可以对后轴承8进行冷却。
可选的，聚油槽62a为环形槽，用于积累进入转轴61后的部分冷却油液。在高速旋转下，进入转轴61内的油液会在聚油槽62a处积累。
示例性的，通油孔62b的数量为4。
可选的，第一转子压板62、第二转子压板63、转子铁芯64上对应位置分别设有定位孔。示例性的，第一转子压板62上设有第一定位孔62c，第二转子压板63上设有第二定位孔63b，转子铁芯64上设有第三定位孔64b，便于第一转子压板62和第二转子压板63与转子铁芯64之间的孔定位。图11至图13中的虚线框内表示油液从第一转子压板62经过转子铁芯64再经过第二转子压板63的对应位置。
本申请提供的三合一油冷电驱动结构1，使得各个部件紧密连接，无需额外的油管连接，减少了零部件的种类，降低了产品成本；采用在壳体外部开分油孔，再用铝盖板焊接密封，可以定向对定子进行冷却，同时减少一般 油冷方案的分油注塑件或者喷油铜管，降低了产品成本的同时，减少因为分油零部件转配失效造成异响的风险。
综上所述，本申请提供的三合一油冷电驱动结构，通过集成有电机壳体、后端盖、减速器壳体的一体化电驱动壳体，利用壳体自身的结构设计连接出循环的油路，在壳体上对油路进行分流，保证了定子和转子的冷却，无需额外的分油结构和铜管，并且也不需要油管，提高了油冷电驱动的集成度，降低了成本，减少了油管漏油的风险。
另外，通过将电驱动后端盖的油液引入到电驱动上方的定子分油道，通过对冷却部位对应的淋油孔，实现对定子端部线包和定子铁芯的定向冷却，解决了定子冷却不均匀的问题。
另外，通过两个转子压板的特别设计和转子铁芯的去重孔配合，充分冷却转子铁芯并降低磁钢的温度，同时在转轴上开孔，冷却输入轴的轴承，提高了转子的冷却效率。
术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或隐含所指示的技术特征的数量。由此，限定的“第一”、“第二”的特征可以明示或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”的含义是两个或者两个以上。
上述本申请实施例序号仅仅为了描述，不代表实施例的优劣。
以上所述仅为本申请的较佳实施例，并不用以限制本申请，凡在本申请的精神和原则之内所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。

Claims (10)

  1. 一种三合一油冷电驱动结构，其特征在于，包括：与电驱动壳体集成的减速器至电机后端油冷结构、转子冷却结构、定子冷却结构；
    所述电驱动壳体包括电机壳体、后端盖、减速器壳体，所述后端盖和所述减速器壳体分别安装在所述电机壳体的两侧；所述电机壳体和所述减速器壳体的下端连通；
    所述减速器至电机后端油冷结构将减速器壳体中的减速器润滑冷却油输送至所述电机壳体的主油路中，所述主油路在所述后端盖分成第一油路和第二油路，所述第一油路连通所述定子冷却结构，所述第二油路连通所述转子冷却结构；
    所述定子冷却结构用于将冷却油液引入电驱动的上方，通过所述电机壳体上的定子分油道中的淋油孔对定子进行定向冷却；
    所述转子冷却结构用于通过转子对引入转子中的冷却油液进行转动甩油实现对转子的冷却；
    所述定子冷却结构和所述转子冷却结构中吸热后的油液在重力作用下汇入所述电机壳体的下端，流回所述减速器壳体。
  2. 根据权利要求1所述的三合一油冷电驱动结构，其特征在于，所述减速器至电机后端冷却结构包括油滤器、油泵、油冷器；
    在所述减速器至电机后端冷却结构中，减速器润滑冷却油收纳在所述减速器壳体内的下方，减速器润滑冷却油通过所述油泵进入所述电机壳体；所述油滤器置于所述减速器壳体下方的减速器润滑冷却油中，且设置在所述油泵的进口处；所述油泵表贴在所述减速器壳体的外部，提供动力将油液压入所述电机壳体的主油路中；所述减速器壳体与所述电机壳体的内部通过对应的钻孔连通，所述电机壳体内部钻孔与外部的油冷器连通，所述油冷器表贴在所述电机壳体的外壁，利用电机控制器单元的冷却水对油液进行冷却；所述电机壳体的主油路通过设置在电机壳体上的轴向孔引到所述后端盖，在所述后端盖分成第一油路和第二油路。
  3. 根据权利要求2所述的三合一油冷电驱动结构，其特征在于，所述油泵采用电子泵，用于结合电机升温和整车的指令进行智能调控。
  4. 根据权利要求1所述的三合一油冷电驱动结构，其特征在于，所述定子冷却结构包括定子端部线包和定子铁芯；
    在所述定子冷却结构中，所述后端盖和所述电机壳体的端部开设有周向的油槽，冷却油液从电驱动的后端盖进入所述油槽，沿着所述油槽引入电驱动的上方；所述电机壳体的外圆周靠近上方设有轴向的定子分油道，所述定子分油道与所述油槽连通；所述定子分油道中设有与冷却部位对应的淋油孔，冷却油液从所述淋油孔落下对定子端部线包和定子铁芯定向冷却。
  5. 根据权利要求4所述的三合一油冷电驱动结构，其特征在于，所述定子铁芯通过长螺栓固定在所述电机壳体中，与所述电机壳体之间留有间隙。
  6. 根据权利要求5所述的三合一油冷电驱动结构，其特征在于，所述电机壳体和所述后端盖的轴承上部设置有挡油筋结构，用于阻挡所述定子分油道的冷却油液，冷却油液积蓄下落对轴承进行冷却。
  7. 根据权利要求6所述的三合一油冷电驱动结构，其特征在于，所述定子分油道通过铝材板采用焊接工艺进行密封；所述焊接工艺至少包括搅拌摩擦焊。
  8. 根据权利要求1所述的三合一油冷电驱动结构，其特征在于，所述转子冷却结构包括转轴、第一转子压板、第二转子压板、转子铁芯、前轴承、后轴承；所述第一转子压板为靠近后端盖一侧的转子压板，所述第二转子压板为另一侧的转子压板；所述后轴承为靠近后端盖一侧的轴承，所述前轴承为另一侧的轴承；
    在所述转子冷却结构中，所述转轴的内部有盲孔，盲孔朝向电驱动的后端盖开口，盲孔前端开有第一导油槽，连通盲孔内部与轴承挡；所述转子铁芯上设有位置对应的去重孔；所述第一转子压板内设有聚油槽，并开有通油孔，所述通油孔的一端连通在所述聚油槽内，另一端连通在所述第一转子压板的内侧，所述通油孔的开孔位置覆盖到所述转子铁芯上的去重孔位置；所述第二转子压板的内侧开有向外圆周边缘发散的第二导油槽；
    冷却油液从电驱动的后端盖进入所述转轴的内部，形成第一分油道和第二分油道；所述第一分油道由各个转子铁芯上的去重孔组成，冷却油液受到离心力由所述第一转子压板内的聚油槽和通油孔进入所述转子铁芯的去重孔，从所述第二转子压板上的第二导油槽甩出转子；所述第二分油道包括第一导油槽，冷却油液从后端进入所述转轴的盲孔，从盲孔前端的第一导油槽流出轴承挡，冷却所述前轴承，所述转轴的盲孔内的部分冷却油液在运行中 回流到后端对所述后轴承冷却。
  9. 根据权利要求8所述的三合一油冷电驱动结构，其特征在于，所述聚油槽为环形槽，用于积累进入所述转轴后的部分冷却油液。
  10. 根据权利要求9所述的三合一油冷电驱动结构，其特征在于，所述第一转子压板、所述第二转子压板、所述转子铁芯上对应位置分别设有定位孔。
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