System and method for active end turn cooling of an interior permanent magnet motor

Abstract

A system and method for active end turn cooling of a vehicle electric motor is provided. The method includes providing a motor having a coolant nozzle and a cam, and measuring a speed, a lateral acceleration, and a road bank angle of the coolant resulting from a road bank. The method also includes calculating a coolant angle and a coolant acceleration angle based on the road bank angle and the lateral acceleration if the speed is greater than zero. The method also includes comparing the coolant angle to a critical angle. The method also includes calculating a first control angle and a first coolant distance based on the road bank angle and the vehicle lateral acceleration if the acceleration angle is greater than the critical angle. The method also includes determining a cam position based on the first control angle. The method also includes moving the cam to the position to move the nozzle and compensate for the lateral acceleration such that the coolant drops within a target area of the motor.

Description

Technical Field

[0001] This disclosure relates to distributing coolant in an integrated permanent magnet motor, and more specifically to systems and methods for cooling the active end-turn of an integrated permanent magnet motor. Background Technology

[0002] Many battery electric vehicles operate using electric motors such as integrated permanent magnet (IPM) motors. Many IPM motors are cooled by coolant, cooling oil, or transmission fluid. During vehicle operation, current IPM motors may experience uneven coolant distribution due to a lack of control over coolant distribution, changes in motion, and vehicle frame tilt. Uneven coolant distribution in IPM motors can lead to unwanted hot spots in certain areas of the motor. Summary of the Invention

[0003] Therefore, while current built-in permanent magnet (IPM) motors have achieved their intended purpose, there is still a need for improved IPM motors with controllable coolant distribution and systems for controlling coolant distribution in vehicle IPM motors.

[0004] According to one aspect of this disclosure, a method for cooling the active end turns of a vehicle-mounted permanent magnet motor is provided. The method includes providing an electric motor. The electric motor includes a shaft connected to a rotor, and a stator unit including conductive windings arranged around the rotor. The windings have a straight portion extending radially to an end turn portion having a target region. The electric motor also includes an oil sump disposed above the stator unit. The oil sump includes a reservoir having an inner side for receiving coolant and an outer side disposed above the end turn portion. The reservoir has at least one hole through which is formed above the target region of the end turn portion.

[0005] In this respect, the motor further includes a movable nozzle having a first open end extending to a second open end. The first open end is connected to the at least one orifice, such that the movable nozzle and the reservoir are in fluid communication. The second open end extends from the at least one orifice and is positioned adjacent to and above a target area of ​​the end-wrap portion to facilitate coolant dispensing. A cam is movably in contact with the movable nozzle. The cam is movably configured to move the second open end of the nozzle above the target area of ​​the end-wrap portion to dispense coolant from the oil reservoir to the end-wrap portion.

[0006] The method further includes measuring vehicle speed, vehicle lateral acceleration, and road inclination angle of the coolant caused by the road inclination of the vehicle. In this aspect, the method further includes calculating a coolant angle and a coolant acceleration angle based on the lateral acceleration and the road inclination angle if the vehicle speed is greater than zero. The coolant angle is defined as a first angle of the coolant droplet at the end ring relative to the second end. The coolant acceleration angle is defined as the angle caused by gravity and lateral acceleration. In this aspect, the method further includes comparing the acceleration angle with a critical angle, the critical angle being the maximum angle at which the coolant drips relative to the second end into the target region.

[0007] In this respect, the method further includes calculating a first control angle and a first coolant distance based on the road tilt angle and the vehicle's lateral acceleration if the acceleration angle is greater than the critical angle. The first coolant distance is a first distance of coolant droplets relative to the target area caused by the lateral acceleration.

[0008] The method further includes determining a cam position based on the first control angle. The cam position is where the cam is configured to move the second opening end of the nozzle to compensate for the lateral acceleration of the vehicle, such that the coolant drips into a target area of ​​the end ring. In this respect, the method further includes moving the cam to this position to move the second opening end and compensate for the lateral acceleration of the vehicle, such that the coolant drips into a target area of ​​the end ring.

[0009] In this example of this disclosure, the step of calculating the coolant acceleration angle and the first coolant distance includes using...

[0010]

[0011] and

[0012]

[0013] in, It is the coolant acceleration angle. It is the road's angle of inclination. It is the coolant angle ( ), It is lateral acceleration. It is the gravitational constant. It is the distance of the first coolant.

[0014] In another example, the step of calculating the first control angle includes using

[0015]

[0016] To provide

[0017]

[0018] and

[0019] in,

[0020] It is the length of the movable nozzle. It is the distance between the second end of the nozzle and the end ring. The coolant travel distance or first coolant distance is caused by the lateral acceleration and the road tilt angle. It is the radius of the target region.

[0021] In yet another example, the method further includes comparing the road tilt angle with the critical angle if the vehicle speed is zero. The road tilt angle is defined as a second angle of the coolant droplet at the end of the turn relative to the second end. In this example, the method includes calculating a second control angle and a second coolant distance based on the vehicle's road tilt angle if the road tilt angle is greater than the critical angle. The second coolant distance is a second distance of the coolant droplet relative to the target area caused by the road tilt.

[0022] In yet another example, the steps for calculating the second control angle include using...

[0023]

[0024] To provide

[0025]

[0026] and

[0027] in,

[0028] It is the length of the movable nozzle. It is the distance between the second end of the nozzle and the end ring. The distance traveled by the coolant or the second coolant distance is caused by the road inclination angle. It is the radius of the target region.

[0029] In another example, the method further includes determining a cam position based on the second control angle. The cam position is the location where the cam is configured to move the second opening end of the nozzle to compensate for the road inclination angle, such that the coolant drips into the target area of ​​the end ring.

[0030] In yet another example, the method further includes moving the cam to the position to move the second opening end and compensate for the road inclination angle, such that the coolant drips into the target area of ​​the end ring.

[0031] In yet another example, the critical angle is the maximum angle at which coolant drips into the target area, and the critical angle is expressed by the following formula.

[0032]

[0033] in,

[0034] It is the maximum angle at which the coolant drips into the target area. It is the distance between the second end of the nozzle and the end ring. It is the radius of the target region.

[0035] According to another aspect of this disclosure, a cooling system for the active end-turns of a vehicle-mounted permanent magnet motor is disclosed. The system includes an electric motor comprising a rotating shaft connected to a rotor and a stator unit. The stator unit includes conductive windings arranged around the rotor. The windings have a straight portion extending radially to an end-turn portion having a target region. The electric motor also includes an oil sump disposed above the stator unit. The oil sump includes a reservoir having an inner side for containing coolant and an outer side disposed above the end-turn portion. The reservoir has at least one hole through which is formed above the target region of the end-turn portion.

[0036] In this embodiment, the motor further includes a movable nozzle having a first open end extending to a second open end. The first open end is connected to the at least one orifice, such that the movable nozzle and the reservoir are in fluid communication. The second open end extends from the at least one orifice and is positioned adjacent to and above a target area of ​​the end-wrap portion for coolant dispensing. The system also includes a connector movably disposed near the movable nozzle. The motor further includes a cam movably contacting the movable nozzle. The cam is movably configured to move the second open end of the nozzle above the target area of ​​the end-wrap portion to dispense coolant from the oil reservoir to the end-wrap portion.

[0037] In this embodiment, the system further includes an actuator communicating with the connector and configured to move the connector and the cam to move the second open end, causing the coolant to drip into a target area of ​​the end ring. The system also includes a sensor configured to measure vehicle speed, vehicle lateral acceleration, and the road tilt angle of the coolant caused by the vehicle's road tilt. The sensor is configured to transmit signals of the vehicle speed, vehicle lateral acceleration, and road tilt angle.

[0038] The system also includes a controller that communicates with the actuator and is configured to control the actuator when a signal is received from the sensor. The controller is configured to calculate a coolant acceleration angle based on the lateral acceleration if the vehicle speed is greater than zero. The coolant acceleration angle is defined as a first angle of coolant droplets at the end ring relative to the second end. The controller is configured to compare the acceleration angle with a critical angle, which is the maximum angle at which coolant drips relative to the second end into the target area. The system also includes a power supply configured to power the actuator, the sensor, and the controller.

[0039] In this embodiment, the controller is configured to calculate a first control angle and a first coolant distance based on the vehicle's lateral acceleration if the acceleration angle is greater than the critical angle. The first coolant distance is a first distance of coolant droplets relative to the target area caused by the lateral acceleration. The controller is configured to determine a cam position based on the first control angle. The cam position is the position where the cam is set to move the second opening end of the nozzle to compensate for the vehicle's lateral acceleration, causing the coolant droplets to fall within the target area of ​​the end ring.

[0040] In this embodiment, the controller is configured to control the actuator to move the cam to the position, thereby moving the second opening end and compensating for the lateral acceleration of the vehicle, so that the coolant drips into the target area of ​​the end ring.

[0041] In one embodiment of this aspect, the controller is configured to calculate the coolant acceleration angle and the first coolant distance, including using

[0042]

[0043] and

[0044]

[0045] in, It is the coolant acceleration angle. It is the road's angle of inclination. It is the coolant angle ( ), It is lateral acceleration. It is the gravitational constant. It is the distance of the first coolant.

[0046] In another embodiment, the controller is configured to calculate the first control angle, including using

[0047]

[0048] To provide

[0049]

[0050] and

[0051] in,

[0052] It is the length of the movable nozzle. It is the distance between the second end of the nozzle and the end ring. The coolant travel distance or first coolant distance is caused by the lateral acceleration and the road tilt angle. It is the radius of the target region.

[0053] In another embodiment, the controller is configured to compare the road tilt angle with the critical angle if the vehicle speed is zero. The road tilt angle is defined as a second angle of the coolant droplet at the end of the turn relative to the second end. In this embodiment, the controller is configured to calculate a second control angle and a second coolant distance based on the vehicle's road tilt angle if the road tilt angle is greater than the critical angle. The second coolant distance is a second distance of the coolant droplet relative to the target area caused by the road tilt.

[0054] In yet another embodiment, the controller is configured to calculate the second control angle, including using

[0055]

[0056] To provide

[0057]

[0058] and

[0059] in

[0060] It is the length of the movable nozzle. It is the distance between the second end of the nozzle and the end ring. The distance traveled by the coolant or the second coolant distance is caused by the road inclination angle. It is the radius of the target region.

[0061] In yet another embodiment, the controller is configured to determine the cam position based on the second control angle. The cam position is the location where the cam is set to move the second opening end of the nozzle to compensate for the road inclination angle, such that the coolant drips into the target area of ​​the end ring.

[0062] In yet another embodiment, the controller is configured to control the actuator to move the cam to the position to move the second opening end and compensate for the road tilt angle, such that the coolant drips into the target area of ​​the end ring.

[0063] In another embodiment, the critical angle is the maximum angle at which coolant drips into the target area, and the critical angle is expressed by the following formula.

[0064]

[0065] in,

[0066] It is the maximum angle at which the coolant drips into the target area. It is the distance between the second end of the nozzle and the end ring. It is the radius of the target region.

[0067] According to another aspect of this disclosure, a method for cooling the active end turns of a vehicle-mounted permanent magnet motor is disclosed. The method includes providing an electric motor including a shaft connected to a rotor, and a stator unit including conductive windings arranged around the rotor. The windings have a straight portion extending radially to an end turn portion having a target region. The electric motor also includes an oil sump disposed above the stator unit. The oil sump includes a reservoir having an inner side for receiving coolant and an outer side disposed above the end turn portion. The reservoir has at least one hole through which is formed above the target region of the end turn portion.

[0068] In this respect, the motor also includes a movable nozzle having a first open end extending to a second open end. The first open end is connected to the at least one orifice, such that the movable nozzle and the reservoir are in fluid communication. The second open end extends from the at least one orifice and is positioned adjacent to and above a target area of ​​the end-wrap portion to facilitate coolant dispensing.

[0069] In this respect, the electric motor includes a cam that is movably in contact with the movable nozzle. The cam is movably configured to move a second opening end of the nozzle above a target area of ​​the end-wrap portion to distribute coolant from the oil sump to the end-wrap portion.

[0070] The method further includes measuring vehicle speed, vehicle lateral acceleration, and coolant road tilt angle caused by the vehicle's road tilt. The method also includes calculating a coolant acceleration angle based on the lateral acceleration if the vehicle speed is greater than zero. The coolant acceleration angle is defined as a first angle of the coolant droplet at the end ring relative to the second end.

[0071] In this respect, the method further includes comparing the acceleration angle with a critical angle, the critical angle being the maximum angle at which coolant drips relative to the second end into the target area. The method further includes calculating a first control angle and a first coolant distance based on the lateral acceleration of the vehicle if the acceleration angle is greater than the critical angle. The first coolant distance is a first distance of coolant droplets relative to the target area caused by the lateral acceleration.

[0072] The method further includes comparing the road tilt angle with the critical angle if the vehicle speed is zero. The road tilt angle is defined as a second angle of the coolant droplet at the end of the turn relative to the second end. The method further includes calculating a second control angle and a second coolant distance based on the vehicle's road tilt angle if the road tilt angle is greater than the critical angle. The second coolant distance is a second distance of the coolant droplet relative to the target area caused by the road tilt.

[0073] In this respect, the method further includes determining a cam position based on one of the first control angle and the second control angle. The cam position is the location where the cam is configured to move the second opening end of the nozzle to compensate for one of the lateral acceleration and the vehicle road tilt angle, such that the coolant drips into a target area of ​​the end ring.

[0074] The method further includes moving the cam to the position to move the second opening end and compensate for one of the lateral acceleration and the vehicle road tilt angle, such that the coolant drips into the target area of ​​the end ring.

[0075] In one example, the steps of calculating the coolant acceleration angle and the first coolant distance include using:

[0076]

[0077] and

[0078]

[0079] in, It is the coolant acceleration angle. It is the road's angle of inclination. It is the coolant angle ( ), It is lateral acceleration. It is the gravitational constant. It is the distance of the first coolant.

[0080] In another example, the step of calculating the first control angle includes using:

[0081]

[0082] To provide

[0083]

[0084] and

[0085] in,

[0086] It is the length of the movable nozzle. It is the distance between the second end of the nozzle and the end ring. The coolant travel distance or first coolant distance is caused by the lateral acceleration and the road tilt angle. It is the radius of the target region.

[0087] In yet another example, the steps for calculating the second control angle include using:

[0088]

[0089] To provide

[0090]

[0091] and

[0092] in,

[0093] It is the length of the movable nozzle. It is the distance between the second end of the nozzle and the end ring. The distance traveled by the coolant or the second coolant distance is caused by the road inclination angle. It is the radius of the target region.

[0094] A broader range of applicability will become apparent from the description provided herein. It should be understood that the descriptions and specific examples are for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0095] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of this disclosure in any way.

[0096] Figure 1A This is a schematic diagram of a vehicle-mounted permanent magnet motor active end-turn cooling system according to an embodiment of the present disclosure;

[0097] Figure 1B yes Figure 1A Perspective view of the stator unit of a built-in permanent magnet motor;

[0098] Figure 1C This is an end view of the stator unit when the vehicle is tilted in the first direction;

[0099] Figure 1D This is an end view of the stator unit when the vehicle is tilted in the second direction;

[0100] Figures 2A-2B It is a schematic partial side view of a built-in permanent magnet motor with a coolant acceleration angle based on the vehicle's lateral acceleration;

[0101] Figures 3A-3B It is a schematic partial side view of a built-in permanent magnet motor with a road tilt angle based on the vehicle's road inclination.

[0102] Figure 4 This is based on an example from this disclosure. Figures 1A-1D A flowchart of the cooling method for the active end turns of the built-in permanent magnet motor;

[0103] Figure 5 yes Figures 1A-1D A flowchart of another method for cooling the moving end turns of the motor. Detailed Implementation

[0104] The following description is merely illustrative in nature and is not intended to limit the content, application, or purpose of this disclosure.

[0105] This disclosure provides a cooling system and method for the active end turns of the stator in an electric motor, such as an integrated permanent magnet (IPM) motor in a vehicle. The system and method of this disclosure provide controlled distribution of coolant on the end turns of an electric motor, such as an IPM motor. The system includes an electric motor and a controller to control the distribution of coolant. The electric motor preferably includes a plurality of nozzles in fluid communication with an oil sump configured to retain coolant to facilitate gravity distribution of coolant on the stator unit of the electric motor. The nozzles are movably disposed adjacent to the stator unit of the electric motor and can be controlled by the controller such that the coolant can be more evenly distributed to the stator unit during vehicle operation. A plurality of connectors cooperating with a plurality of cams are movably connected to the nozzles such that as the connectors move, the cams move the nozzles above the stator unit. The movement of the connectors is controlled by a controller of a system having actuators communicating with the connectors, based on the lateral acceleration of the vehicle or the road inclination angle of the coolant. Therefore, embodiments of this disclosure help to counteract or compensate for potential uneven distribution of coolant to the electric motor stator unit caused by lateral acceleration and road inclination angle. That is, the system and its method provide a relatively improved coolant distribution to the stator unit based on lateral acceleration and road tilt angle during vehicle operation.

[0106] According to one aspect of this disclosure, the active end-turn cooling system of a vehicle's electric motor, such as an integrated permanent magnet (IPM) motor, is... Figures 1A-1D As shown in the figure, the motor 12 also includes a stator unit 20 disposed within a housing 14. The stator unit 20 includes a core 22, and conductive windings 24 are radially disposed within and extend radially from the core 22. In this embodiment, the windings 24 are arranged around a rotor 18 and have a straight portion 26 (shown in dashed lines) that extends radially to an end-turn portion 30 having a target region 31. The target region is the area on which coolant will drip or be distributed during vehicle operation.

[0107] As shown in the figure, the straight portion 26 has a first radial side 32 extending radially to the second radial side 34. Furthermore, the end-wrap portion 30 has a first-wrap portion 40 extending radially from the first radial side 32 and a second-wrap portion 42 extending radially from the second radial side 34. Figures 1A-1D As shown, core 22 is arranged around the straight portion 26 of winding 24. First and second turn portions extend radially from core 22. As will be discussed below, cooling oil is distributed to the first and second turn portions during operation of the motor 12.

[0108] refer to Figures 1A-1DThe motor 12 also includes an oil sump 44 disposed on the housing 14 above the core 22. The oil sump 44 includes a reservoir 46 having an inner side 48 for containing coolant (or cooling oil or transmission fluid) and an outer side 50 disposed above the core 22. The reservoir 46 has at least one hole 52, preferably multiple holes 52, formed therein above end-wrap portions 30 (first and second wrap portions) extending from the core 22. The holes 52 allow the coolant to be gravity-distributed to the stator unit 20. Figure 1C and Figure 1D As shown, each hole 52 passes through the reservoir 46 and is formed above one of the first and second turn portions extending from the core 22.

[0109] like Figures 1C-1D As shown, the motor 12 also includes movable nozzles or conduits 54, preferably a plurality of movable nozzles 54, each having a first open end 56 extending to a second open end 58. As shown, each first open end 56 is connected to an orifice 52, allowing each movable nozzle 54 to be in fluid communication with the reservoir 46 to control the gravity distribution of coolant to the stator unit 20. Each second open end 58 extends from the corresponding first open end 56 to the orifice 52 and is positioned adjacent to a target region 31 of the end-wrap portion 30 to facilitate coolant distribution. As shown, each second open end 58 is positioned adjacent to a first-wrap portion 40 or a second-wrap portion 42, allowing coolant to be gravity-distributed in a controlled manner to a corresponding target region 31 of the end-wrap portion 30 of the stator unit 20.

[0110] As will be discussed in more detail below, the movable nozzle 54 is configured to move above one of the first and second coil portions to provide a more uniform distribution of cooling oil to the motor 12. The position of the orifice 52 and the second open end 58 above the first and second coil portions allows cooling oil to be distributed thereon by gravity. During operation, as will be discussed in more detail below, controlling the movement of the second end on the motor 12 can provide a more uniform distribution of cooling oil.

[0111] It should be understood that, without departing from the spirit or scope of this disclosure, the movable nozzle 54 may be made of any suitable material, such as a polymeric material or a metallic material. For example, if the nozzle 54 is made of a metallic material, the first opening end 56 may be flexibly or pivotally connected to the orifice 52, thereby making the second opening end 58 movable relative to the end bead portion 30. Furthermore, if the nozzle 54 is made of a polymeric material, the polymeric material may be any suitable plastic, thereby making the second opening end 58 movable relative to the end bead portion 30.

[0112] Further explanation of this embodiment, Figures 1C-1DA plurality of connectors are shown movably disposed within the housing 14. For example, a first connector 60 and a second connector 62 are movably disposed near the movable nozzle 54. In this embodiment, the connectors are movable rods, each configured to move about an axis of rotation. As shown, the first connector 60 and the second connector 62 are movably rotatable about the axis.

[0113] refer to Figures 1C-1D A first connector 60 is disposed substantially above a first turn portion 40, and a second connector 62 is disposed substantially above a second turn portion. In this embodiment, a plurality of cams 64 are connected to each of the first connector and the second connectors 60, 62. Each cam 64 has a first portion 66 extending to a second portion 68. As shown, the first portion 66 is connected to the corresponding connector, and the second portion 68 is slidably connected to one of a plurality of nozzles 54.

[0114] It should be understood that, without departing from the spirit or scope of this disclosure, the second portion 68 can be slidably connected to one of the nozzles 54 by any suitable means. For example, the second portion 68 can be slidably connected to one of the nozzles 54 by a sliding mechanism (not shown) that allows the second portion 68 to slide along the length of the nozzle 54, thereby moving the second opening end 58 as the corresponding connector rotates about its axis. Thus, during the rotational movement of its corresponding connector, each cam 64 is arranged with the connector to move the second opening end 58 of the nozzle 54 above the end ring portion 30 to distribute cooling oil from the oil sump 44 to the end ring portion 30.

[0115] It should be understood that the nozzle 54 and the cam 64 can be made of metallic material. In this embodiment, the second portion 68 of the cam 64 can be slidably connected to the nozzle 54 by a magnetic mechanism (not shown). The magnetic mechanism allows the second portion 68 to slide along the length of the nozzle 54, thereby moving the second opening end 58 as the corresponding connector rotates about its axis.

[0116] Figures 1C-1D The coolant flows 70, 72 during vehicle operation are depicted due to the implementation of system 10 of this disclosure. The distribution of coolant flows 70, 72 to the end-wrap portion 30 may be affected when the vehicle experiences lateral acceleration or road incline. Changes in frame movement or tilt without system 10 implementation may result in uneven coolant distribution to the end-wrap portion 30. According to this disclosure, system 10 provides a more uniform coolant distribution to the motor 12 via a moving connector and cam 64, thereby moving the nozzle 54 across the end-wrap portion 30 so that coolant droplets contact the target area. Figures 1C-1DAs shown, coolant flows 70 and 72 are affected by system 10. Therefore, and as described in more detail below, system 10 compensates for potential uneven distribution of coolant to electric motor 12 based on the vehicle's lateral acceleration and the coolant's road tilt angle caused by the vehicle's road inclination.

[0117] In this embodiment, as Figures 1A-1D As shown, system 10 also includes actuator 80, controller 82, sensor 84, and power supply 86. As shown, actuator 80 is connected to connectors. That is, actuator 80 is configured to move the first connector and the second connectors 60, 62 and cam 64. Therefore, the movement of the connectors and cam 64 causes the second opening end 58 of nozzle 54 to move above the end bezel portion 30.

[0118] refer to Figures 1A-1D The system also includes a sensor 84 configured to measure vehicle speed, vehicle lateral acceleration, and road tilt angle of the coolant caused by road inclination. When vehicle speed, vehicle lateral acceleration, and road tilt are sensed, sensor 84 is configured to send a signal associated with them to controller 82. It should be understood that, without departing from the spirit or scope of this disclosure, sensor 84 can be positioned at any suitable location on the vehicle (e.g., adjacent to the movable nozzle, adjacent to the front wheels, steering wheel, vehicle center) to sense speed, lateral acceleration, and road tilt angle.

[0119] like Figure 1A As shown, the system also includes a controller 82, which communicates with the actuator and is configured to control the actuator when a signal is received from the sensor 84. If the vehicle speed is greater than zero, the controller 82 is configured to calculate a coolant angle, a coolant acceleration angle, and a first coolant distance based on lateral acceleration and road tilt angle. In this embodiment, the coolant angle is defined as a first angle of the coolant droplet at the end of the turnout relative to the second end. The coolant acceleration angle is defined as the angle caused by gravity and lateral acceleration. The first coolant distance is a first distance of the coolant droplet relative to the target area caused by lateral acceleration and road tilt angle.

[0120] In this embodiment and as Figures 2A-2B As shown, the controller calculates the coolant acceleration angle and the first coolant distance using the following formula:

[0121]

[0122] and

[0123]

[0124] in, It is the coolant acceleration angle. It is the road's angle of inclination. It is the coolant angle ( ), It is lateral acceleration. It is the gravitational constant. It is the distance of the first coolant.

[0125] The controller 82 is configured to compare the coolant angle with a critical angle. The critical angle is the maximum angle at which the coolant drips relative to the second end into the target area 31. Preferably, the critical angle is expressed by the following formula:

[0126]

[0127] in,

[0128] It is the maximum angle at which the coolant drips into the target area 31. It is the distance between the second end of the nozzle and the end ring. It is the radius of the target area 31.

[0129] In this embodiment, the controller 82 is configured to calculate a first control angle based on the road inclination angle and the vehicle's lateral acceleration if the coolant angle is greater than a critical angle. The first coolant distance is the first distance of the coolant droplet relative to the target area 31 caused by the road inclination angle and lateral acceleration. Figures 2A-2B As shown, the controller calculates the first control angle using the following formula:

[0130]

[0131] To provide

[0132]

[0133] and

[0134] in,

[0135] It is the length of the movable nozzle 54. It is the distance between the second end 58 of nozzle 54 and end ring 30. The distance traveled by the coolant or the first coolant distance is caused by lateral acceleration and road inclination angle. It is the radius of the target area 31.

[0136] The controller 82 is configured to determine the cam position based on a first control angle. The cam position is the position where the cam is set to move the second opening end 58 of the nozzle 54 to compensate for the road inclination angle and the lateral acceleration of the vehicle, so that coolant drips into the target area 31 of the end ring 30.

[0137] In this embodiment, the controller 82 is configured to control the actuator 80 to connect the connectors 60, 62 and the cam 64 ( Figures 1C-1D Move to that position, thereby moving the second opening end 58 and compensating for the road inclination angle and the vehicle's lateral acceleration, so that coolant drips into the target area 31 of the end ring 30.

[0138] In another embodiment, the controller 82 is also configured to compare the road tilt angle with a critical angle if the vehicle speed is zero. In this embodiment, the road tilt angle is defined as a second angle of the coolant droplet at the end of the turnout relative to the second end.

[0139] refer to Figures 3A-3B The controller 82 is configured to calculate a second coolant distance and a second control angle based on the vehicle's road inclination angle if the road inclination angle is greater than a critical angle. The second coolant distance is the second distance of the coolant droplets relative to the target area caused by the road inclination. Preferably, the controller 82 calculates the second control angle by applying the following formula:

[0140]

[0141] To provide

[0142]

[0143] and

[0144] in,

[0145] It is the length of the movable nozzle 54. It is the distance between the second end 58 of nozzle 54 and end ring 30. This is the distance the coolant travels or the second coolant distance, caused by the road's inclination angle. This is the radius of the target area 31. As shown in the figure, x and y axes are provided to depict gravity g and the road inclination angle. .

[0146] In this embodiment, the controller 82 is configured to determine the cam position based on a second control angle. The cam position is the position where the cam is set to move the second opening end 58 of the nozzle 54 to compensate for the road inclination angle, such that coolant drips into the target area 31 of the end ring 30. In this example, the controller 82 is configured to control the actuator 80 to connect the connectors 60, 62 and the cam 64 ( Figures 1A-1D Move to that position, thereby moving the second opening end 58 and compensating for the road inclination angle, so that coolant drips into the target area 31 of the end turn 30.

[0147] System 10 also includes a power supply 86 configured to supply power to at least one of actuator 80, sensor 84 and controller 82.

[0148] Figure 4 A cooling method 110 for the active end turns of an electric motor, such as a built-in permanent magnet motor, in a vehicle according to an example of this disclosure is described. In this example, the method is... Figures 1A-1D The system implementation is shown in the figure. The method includes providing an electric motor 12 in block 112. The electric motor 12 includes a shaft 16 connected to a rotor 18, and a stator unit 20 including a conductive winding 24 arranged around the rotor 18. The winding 24 has a straight portion 26 that extends radially to an end turn portion 30 having a target region 31.

[0149] Electric motor 12 ( Figures 1A-1D The motor 12 also includes an oil trough 44 disposed above the stator unit 20. The oil trough 44 includes a reservoir 46 having an inner side 48 for receiving coolant and an outer side 50 disposed above the end-wrap portion 30. The reservoir 46 has at least one hole 52 through which a target region 31 of the end-wrap portion 30 is formed. In this example, the motor 12 also includes a movable nozzle 54 having a first open end 56 extending to a second open end 58. The first open end 56 is connected to at least one hole 52, such that the movable nozzle 54 and the reservoir 46 are in fluid communication. The second open end 58 extends from at least one hole 52 and is positioned adjacent to and above the target region 31 of the end-wrap portion 30 to facilitate coolant dispensing. A cam 64 is movably contacted with the movable nozzle 54. The cam 64 is movably configured to move the second open end 58 of the nozzle 54 above the target region 31 of the end-wrap portion 30 to dispense coolant from the oil trough 44 into the end-wrap portion 30. The motor 12 also includes at least one of connectors 60 and 62, which are movably disposed near the movable nozzle 54.

[0150] refer to Figure 4 Method 110 also includes measuring vehicle speed, vehicle lateral acceleration, and road tilt angle of coolant caused by vehicle road tilt in block 114.

[0151] In this example, method 110 further includes, in block 116, calculating a coolant angle, a coolant acceleration angle, and a first coolant distance based on lateral acceleration and road inclination angle if the vehicle speed is greater than zero. The coolant angle is defined as a first angle of the coolant droplet at end 30 relative to the second end 58. The coolant acceleration angle is defined as the angle caused by gravity and lateral acceleration. The first coolant distance is a first distance of the coolant droplet relative to the target region 31 caused by lateral acceleration and road inclination angle. In one example, the steps of calculating the coolant acceleration angle and the first coolant distance include using:

[0152]

[0153] and

[0154]

[0155] in, It is the coolant acceleration angle. It is the road's angle of inclination. It is the coolant angle ( ), It is lateral acceleration. It is the gravitational constant. It is the distance of the first coolant.

[0156] Furthermore, method 110 also includes comparing the acceleration angle with a critical angle in block 118. In this example, the critical angle is the maximum angle at which the coolant drips relative to the second end into the target area. Preferably, the critical angle is expressed by the following formula:

[0157]

[0158] in,

[0159] It is the maximum angle at which the coolant drips into the target area. It is the distance between the second end of the nozzle and the end ring. It is the radius of the target area.

[0160] like Figure 4 As shown, method 110 further includes, in block 120, calculating a first control angle based on the road inclination angle and the vehicle's lateral acceleration if the acceleration angle is greater than a critical angle. Preferably, the step of calculating the first control angle includes applying:

[0161]

[0162] To provide

[0163]

[0164] and

[0165] in,

[0166] It is the length of the movable nozzle. It is the distance between the second end of the nozzle and the end ring. The distance traveled by the coolant or the first coolant distance is caused by lateral acceleration and road inclination angle. It is the radius of the target area.

[0167] Method 110 further includes determining a cam position based on a first control angle in block 122. The cam position is where the cam is configured to move the second opening end of the nozzle to compensate for the road inclination angle and the lateral acceleration of the vehicle, such that coolant drips into the target area 31 of the end mill 30. In this example, method 110 further includes moving the cam to this position in block 124, thereby moving the second opening end 58 and compensating for the road inclination angle and the lateral acceleration of the vehicle, such that coolant drips into the target area 31 of the end mill 30.

[0168] Optionally, method 110 may further include comparing the road inclination angle with a critical angle if the vehicle speed is zero. The road inclination angle is defined as a second angle of the coolant droplet at the end of the turn relative to the second end. In this example, the method includes calculating a second control angle and a second coolant distance based on the vehicle's road inclination angle if the road inclination angle is greater than the critical angle. The second coolant distance is a second distance of the coolant droplet relative to the target area 31 caused by the road inclination.

[0169] Preferably, the step of calculating the second control angle includes using:

[0170]

[0171] To provide

[0172]

[0173] and

[0174] in,

[0175] It is the length of the movable nozzle. It is the distance between the second end of the nozzle and the end ring. This is the distance the coolant travels or the second coolant distance, caused by the road's inclination angle. It is the radius of the target area 31.

[0176] In this option, method 110 further includes determining the cam position based on a second control angle. The cam position is where the cam is set to move the second opening end 58 of the nozzle 54 to compensate for the road inclination angle, such that coolant drips into the target area 31 of the end turn 30. In this option, method 110 further includes moving connectors 60, 62 and cam 64 to this position to move the second opening end 58 and compensate for the road inclination angle, such that coolant drips into the target area 31 of the end turn 30.

[0177] According to another example of this disclosure, Figure 5 A cooling method 210 for the active end turns of an electric motor, such as a built-in permanent magnet motor, in a vehicle is described. Preferably, method 210 is performed by... Figures 1A-1D The system implementation is shown in the figure. Method 210 includes providing an electric motor 12 in a frame 212, which includes a shaft 16 connected to a rotor 18, and a stator unit 20, the stator unit 20 including a conductive winding 24 arranged around the rotor 18. The winding 24 has a straight portion 26 that extends radially to an end turn portion 30 having a target region 31.

[0178] like Figures 1A-1D As shown, the motor 12 also includes an oil trough 44 disposed above the stator unit 20. The oil trough 44 includes a reservoir 46 having an inner side 48 for containing coolant and an outer side 50 disposed above the end-turn portion 30. The reservoir 46 has at least one hole 52 through which a target area 31 is formed above the end-turn portion 30.

[0179] In this example, the motor 12 also includes a movable nozzle 54 having a first open end 56 extending to a second open end 58. The first open end 56 is connected to at least one orifice 52, such that the movable nozzle 54 and the reservoir 46 are in fluid communication. The second open end 58 extends from at least one orifice 52 and is positioned adjacent to and above a target region 31 of the end-wrap portion 30 to facilitate coolant dispensing. The motor 12 also includes at least one of connectors 60, 62, which are movably disposed near the movable nozzle 58.

[0180] As shown, the motor 12 includes a cam 64 that is movably in contact with the movable nozzle 54. The cam 64 is movably configured to move the second opening end 58 of the nozzle 54 over the target area 31 of the end ring portion 30 to dispense coolant from the oil sump 44.

[0181] refer to Figure 5 Method 210 also includes measuring vehicle speed, vehicle lateral acceleration, and road tilt angle of coolant caused by vehicle road tilt in block 214.

[0182] like Figure 5As shown, method 210 further includes, in block 216, calculating a coolant angle, a coolant acceleration angle, and a first coolant distance based on lateral acceleration if the vehicle's speed is greater than zero. The coolant angle is defined as a first angle of the coolant droplet at end 30 relative to the second end 58. The coolant acceleration angle is defined as the angle caused by gravity and lateral acceleration. The first coolant distance is a first distance of the coolant droplet relative to the target area 31 caused by lateral acceleration and road inclination angle.

[0183] In one example, the steps of calculating the coolant acceleration angle and the first coolant distance include using...

[0184]

[0185] and

[0186]

[0187] in, It is the coolant acceleration angle. It is the road's angle of inclination. It is the coolant angle ( ), It is lateral acceleration. It is the gravitational constant. It is the distance of the first coolant.

[0188] In this example, method 210 further includes comparing the acceleration angle with a critical angle in block 218. The critical angle is the maximum angle at which the coolant drips relative to the second end 58 within the target region 31. Preferably, the critical angle is expressed by the following formula:

[0189]

[0190] in,

[0191] It is the maximum angle at which the coolant drips into the target area. It is the distance between the second end 58 of nozzle 54 and end ring 30. It is the radius of the target area 31.

[0192] Method 210 further includes, in block 220, calculating a first control angle based on the road inclination angle and the vehicle's lateral acceleration if the acceleration angle is greater than a critical angle. Preferably, the step of calculating the first control angle includes applying...

[0193]

[0194] To provide

[0195]

[0196] and

[0197] in,

[0198] It is the length of the movable nozzle 54. It is the distance between the second end 58 of nozzle 54 and end ring 30. The distance traveled by the coolant or the first coolant distance is caused by lateral acceleration and road inclination angle. It is the radius of the target area 31.

[0199] Method 210 also includes, in block 222, comparing the road inclination angle to a critical angle if the vehicle speed is zero. The road inclination angle is defined as a second angle of the coolant droplet at end turn 30 relative to the second end 58.

[0200] Method 210 further includes, in block 224, calculating a second control angle and a second coolant distance based on the vehicle's road inclination angle if the road inclination angle is greater than a critical angle. The second coolant distance is a second distance of coolant droplets relative to the target area caused by the road inclination. Preferably, the step of calculating the second control angle includes applying...

[0201]

[0202] To provide

[0203]

[0204] and

[0205] in,

[0206] It is the length of the movable nozzle 54. It is the distance between the second end 58 of nozzle 54 and end ring 30. This is the distance the coolant travels or the second coolant distance, caused by the road's inclination angle. It is the radius of the target area 31.

[0207] In this example, method 210 further includes determining a cam position in block 226 based on one of a first control angle and a second control angle. The cam position is the location where the cam is configured to move the second opening end 58 of the nozzle 54 to compensate for lateral acceleration and one of the vehicle's road tilt angles, such that coolant drips into the target area 31 of the end ring 30.

[0208] Method 210 also includes moving connectors 60, 62 and cam 64 in block 228 to the position to move the second open end 58 and compensate for one of the lateral acceleration and vehicle road tilt angle, such that coolant drips into the target area 31 of end turn 30.

[0209] The descriptions in this disclosure are merely exemplary in nature, and variations thereof that do not depart from the spirit and scope of this disclosure are intended to fall within its scope. Such variations should not be considered as departing from the spirit and scope of this disclosure.

Claims

1. A method for cooling the moving end turns of a vehicle electric motor, comprising: Provide an electric motor, the electric motor comprising: The shaft connected to the rotor; A stator unit comprising conductive windings arranged around the rotor, the windings having a straight portion extending radially to an end-turn portion having a target region; An oil trough is disposed above the stator unit, the oil trough including a reservoir having an inner side for containing coolant and an outer side disposed above the end turn portion, the reservoir having at least one hole through which is formed above a target area of ​​the end turn portion; A movable nozzle has a first opening end extending to a second opening end, the first opening end being connected to the at least one orifice such that the movable nozzle and the reservoir are in fluid communication, the second opening end extending from the at least one orifice and positioned adjacent to a target area above the end-wrap portion to facilitate coolant dispensing; A cam movably contacts the movable nozzle, the cam being movably configured to move the second opening end of the movable nozzle above the target area of ​​the end ring portion to distribute coolant from the oil sump to the end ring portion; Measure vehicle speed, vehicle lateral acceleration, and road tilt angle of the coolant caused by the road tilt of the vehicle; If the vehicle speed is greater than zero, the coolant angle and coolant acceleration angle are calculated based on the lateral acceleration and the road tilt angle. The coolant angle is defined as the first angle of the coolant droplet at the end of the end ring relative to the second opening end. The coolant angle is compared with a critical angle, which is the maximum angle at which the coolant drips relative to the second opening end into the target area. If the coolant angle is greater than the critical angle, a first control angle and a first coolant distance are calculated based on the road tilt angle and the lateral acceleration of the vehicle. The first coolant distance is the first distance of the coolant droplet relative to the target area caused by the road tilt angle and the lateral acceleration. The cam position is determined based on the first control angle. The cam position is the position where the cam is set to move the second opening end of the movable nozzle to compensate for the lateral acceleration of the vehicle, so that the coolant drips into the target area of ​​the end-wrap portion. The cam is moved to the cam position to move the second opening end and compensate for the lateral acceleration of the vehicle, so that the coolant drips into the target area of ​​the end-wrap portion.

2. The method according to claim 1, wherein, Calculating the coolant acceleration angle and the first coolant distance includes using... and in, It is the coolant acceleration angle. It is the road's angle of inclination. It's the coolant angle. , It is lateral acceleration. It is the gravitational constant. The coolant travel distance or first coolant distance is caused by the lateral acceleration and the road tilt angle. It is the distance between the second opening end of the movable nozzle and the end ring portion.

3. The method according to claim 2, wherein, Calculating the first control angle includes using To provide and in, It is the first control angle. It is the length of the movable nozzle.

4. The method according to claim 1, further comprising: If the vehicle speed is zero, the road tilt angle is compared with the critical angle, which is defined as the second angle of the coolant droplet at the end of the end ring relative to the second opening end; If the road tilt angle is greater than the critical angle, a second control angle and a second coolant distance are calculated based on the road tilt angle of the vehicle. The second coolant distance is the second distance of the coolant droplets relative to the target area caused by the road tilt.

5. The method according to claim 4, wherein, Calculating the second control angle includes using To provide and in, It is the second control angle. It is the length of the movable nozzle. It is the distance between the second opening end of the movable nozzle and the end ring portion. It is the coolant travel distance or second coolant distance caused by the road inclination angle.

6. The method according to claim 5, further comprising: The cam position is determined based on the second control angle, whereby the cam is configured to move the second opening end of the movable nozzle to compensate for the road inclination angle, so that the coolant drips into the target area of ​​the end-wrap portion.

7. The method according to claim 6, further comprising: The cam is moved to the cam position to move the second opening end and compensate for the road tilt angle, so that the coolant drips into the target area of ​​the end-wrap portion.

8. The method according to claim 1, wherein, The critical angle is the maximum angle at which coolant drips into the target area, and the critical angle is expressed by the following formula. in, It is the maximum angle at which the coolant drips into the target area. It is the distance between the second opening end of the movable nozzle and the end ring portion. It is the radius of the target region.

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