Motor cooling structure for electric vehicle

Abstract

The application discloses an electric motor cooling structure of an electric vehicle, and is characterized in that: a middle motor is arranged in a closed cavity; the middle motor is provided with a left covering assembly and a right covering assembly; the right covering assembly is provided with a plurality of air inlet openings facing forward; air deflectors of the plurality of air inlet openings protrude outward by 5mm from front to back; an angle between the air deflectors and the front direction decreases by 5 degrees from front to back; a motor partition plate is arranged between the middle motor and the left covering assembly; the motor partition plate and the left covering assembly are provided with a main air channel; the main air channel is through from front to back; the motor partition plate is provided with an air outlet facing backward; and the motor partition plate protrudes to one side of the left covering assembly at a position corresponding to the air outlet. The application has the beneficial effects that: wind energy generated when the vehicle runs is introduced into the cooling air through the joint action of the specially designed main air inlet channel and the auxiliary air inlet channel, the cooling air is used to cool the motor shell in 360 degrees, and more heat energy is taken away by changing the type of air flow.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of electric motorcycles, in particular to an electric vehicle motor heat dissipation structure. BACKGROUND

[0002] Since the electric motorcycle has a centrally located motor, which is a permanent magnet DC synchronous motor, the characteristics of this motor are high power density, and compared with other types of motors, the heat is relatively large; In the electric motorcycle, it is generally installed in the middle of the vehicle, and the front end is blocked by the battery or the controller, and the cooling air cannot directly take away most of the heat of the motor, but only through the end cover to dissipate heat, resulting in an increase in the temperature rise of the motor, a decrease in the efficiency of the motor, a decrease in the insulation strength, and ultimately a decrease in the service life of the motor.

[0003] Therefore, people try to improve the above technical solution. Chinese patent document CN215009953U provides an electric vehicle motor heat dissipation device, which provides an electric vehicle motor heat dissipation device, which comprises a motor, two protective covers and two cover plates, one end of each of the two protective covers is rotatably inserted into the two sides of the motor body, and the two cover plates are located at one end of the two protective covers. Two cover plates are provided with a plurality of heat dissipation holes arranged in a ring array on one side, and four air inlet holes are arranged in a ring array on the outer side of the two protective covers. The two ends of the motor shaft are movably penetrated through the one side of the two cover plates; by starting the motor, the motor starts to work, the motor shaft starts to rotate, the motor shaft drives the fixed ring to rotate, and the fixed ring drives the fan blade to rotate. The motor generates heat for a long time, the cooling pipe absorbs heat through the cooling liquid, and then dissipates heat to the air. Then the fan blade rotates to discharge the hot air in the protective cover through the heat dissipation hole, and the external air enters between the air inlet pipe and the waterproof cover, and then enters the interior of the protective cover through the air inlet hole. This can avoid the condition of high temperature after long time work, so as to achieve the purpose of protecting the motor;

[0004] However, the technical solution still has defects, the fan is installed at both ends of the motor to cool the heat generated by the motor, and the fan works after the vehicle starts, but the fan does not work when the motor needs to be cooled. Since the fan is driven by the motor for cooling, a part of the energy output of the vehicle will be lost, and the energy is very valuable for the vehicle driven by electric energy, which will shorten the driving range of the vehicle and affect the practicability of the product. SUMMARY

[0005] In view of the deficiencies in the prior art, the present application provides an electric vehicle motor heat dissipation structure, which utilizes the flowing air generated by the vehicle to cool the motor, which is conducive to taking away more heat.

[0006] In order to achieve the above purpose, the present application adopts the following technical solutions:

[0007] The electric vehicle motor cooling structure is characterized in that: a middle motor is arranged, a left side cover assembly is arranged on the left side of the middle motor, a right side cover assembly is arranged on the right side of the middle motor, a controller is arranged in front of the middle motor, a rear fairing extending to the lower side of the middle motor is arranged behind the middle motor, a battery bottom plate is arranged above the middle motor, the left side cover assembly, the right side cover assembly, the controller, the rear fairing and the battery bottom plate jointly form a closed inner cavity fully surrounding the middle motor, a plurality of air inlet openings are arranged on the right side cover assembly and face the front, the air deflector of the plurality of air inlet openings protrudes outward by 5mm from front to back, the included angle between the air deflector and the front direction decreases by 5° from front to back, a motor partition plate is arranged between the middle motor and the left side cover assembly, a main air duct is arranged between the motor partition plate and the left side cover assembly, the main air duct is through from front to back, an air outlet opening is arranged on the motor partition plate and faces the rear, and the motor partition plate protrudes to one side of the left side cover assembly at the position corresponding to the air outlet opening, so that the main air duct is narrowed to increase the air flow rate at this position.

[0008] Further, the right side cover assembly and the left side cover assembly each include a support formed by a rear frame plate and a front frame pipe, the right side cover assembly further includes a right side cover arranged on the support, the air inlet openings are arranged on the right side cover, the left side cover assembly further includes a left side cover arranged on the support, and the inner side surface of the left side cover is a smooth straight surface.

[0009] Further, the air inlet openings are respectively arranged on the front part and the rear part of the middle motor, three air inlet openings are arranged on the front part of the middle motor, two air inlet openings are arranged on the rear part of the middle motor, and the angle deviation of the air deflectors of the two air inlet openings on the rear part is 10°.

[0010] Further, the air outlet opening on the motor partition plate is two, and corresponds to the front part and the rear part of the middle motor respectively.

[0011] Further, an air outlet is arranged on the front part of the middle motor.

[0012] The beneficial effects of the present application include:

[0013] (1) The present application utilizes the height of the front and rear baffles and the angle of the introduced air flow through the auxiliary air duct to achieve the cooling of the 360-degree circumference of the motor, changes the type of air flow to take away more heat of the motor, and sets the cross-sectional width of the main air duct to suck more hot air in the motor chamber, so as to better cool the motor.

[0014] (2) By utilizing the design of the aerodynamic components, the present invention eliminates the need for forced cooling measures such as fans, thereby saving vehicle energy and ensuring better vehicle usability. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of the present invention. Figure 1 (Battery base plate not shown);

[0016] Figure 2 This is a schematic diagram of the structure of the present invention. Figure 2 (Left side cover not shown);

[0017] Figure 3 This is a cross-sectional structural diagram of the present invention. Detailed Implementation

[0018] The present invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0019] One such Figures 1-3 The electric vehicle motor cooling structure shown features a mid-mounted motor surrounded by a relatively enclosed space, which provides good protection for the motor but also reduces its cooling capacity. To address this, the system utilizes the wind generated by the vehicle's movement, channeling cooling air into the motor's space through a special main and auxiliary air duct, providing 360-degree cooling. The specific technical solution includes a mid-mounted motor 4, a left-side cover assembly on the left side of the motor 4, a right-side cover assembly on the right side of the motor 4, a controller 5 in front of the motor 4, a rear diffuser 2 extending below the motor 4, and a battery base plate 6 on top of the motor 4. The left and right cover assemblies, controller 5, rear diffuser 2, and battery base plate 6 together form a fully enclosed inner cavity 10 that surrounds the mid-mounted motor 4.

[0020] The right-side cover assembly has multiple forward-facing air inlets 11 for introducing cooling air into the enclosed cavity 10. The right-side cover assembly includes a bracket consisting of a rear frame plate 1 and a front frame tube 9. A right-side cover 3 is mounted on the bracket, and the air inlets 11 are located on the right-side cover 3. The air inlets 11 are respectively positioned at the front and rear of the mid-drive motor 4. Three air inlets 11 are located at the front of the mid-drive motor 4, and two air inlets 11 are located at the rear. The guide vanes of the three front air inlets 11 protrude outwards by 5mm from front to back, ensuring that each air inlet receives an equal amount of cooling air. Simultaneously, the angle between the guide vanes and the first air inlet 11 decreases by 5° from front to back, changing the air intake pattern from laminar flow to tumble flow. Tests show that this increases the heat dissipation efficiency by 20% compared to a typical mid-drive motor, and reduces the motor temperature rise by 5-10℃.

[0021] Similarly, the air guide plates of the two air inlets 11 at the rear protrude outward by 5mm from the front, and the angle is reduced to 10°, so that a tumbling airflow is formed on the circumferential surface of the rear end of the motor to cool the rear half of the motor.

[0022] like Figure 3 As shown, a motor partition 7 is provided between the mid-mounted motor 4 and the left-side cover assembly. A main air duct 12 connects the motor partition 7 and the left-side cover assembly, allowing high-speed airflow during vehicle operation. The motor partition 7 has an air outlet 13 tilted rearward at a 45° angle, connecting to the enclosed cavity 10 containing the mid-mounted motor 4. There are two air outlets 13 on the motor partition 7, corresponding to the air intake 11, and located at the front and rear of the mid-mounted motor 4 respectively. The motor partition 7 protrudes 10mm from the left-side cover assembly at the position corresponding to the air outlet 13, narrowing the main air duct 12 at this point. This increases the airflow velocity, creating negative pressure at the air outlet 13, accelerating the extraction of hot air from the enclosed cavity 10 and removing more heat. Similarly, the rear air outlet 13 also narrows at the main air duct 12, resulting in a higher airflow velocity and better extraction, further improving heat dissipation in the already poorly ventilated rear area.

[0023] To help dissipate heat inside the motor, an air outlet 14 is provided on the front housing of the mid-mounted motor 4. The air outlet 14 is used to release the heat inside the motor. The air outlet 14 is located on the air duct of the front air inlet 13, which can quickly carry away the hot air and then draw it away through the main air duct 12.

[0024] The technical solutions provided by the embodiments of the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the embodiments of the present invention. The descriptions of the embodiments above are only for helping to understand the principles of the embodiments of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the embodiments of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A heat dissipation structure for an electric vehicle motor, characterized in that: The device includes a mid-mounted motor (4), a left-side cover assembly on the left side of the mid-mounted motor (4), a right-side cover assembly on the right side of the mid-mounted motor (4), a controller (5) in front of the mid-mounted motor (4), a rear air shroud (2) extending to the bottom of the mid-mounted motor (4) behind the mid-mounted motor (4), and a battery base plate (6) above the mid-mounted motor (4). The left-side cover assembly, the right-side cover assembly, the controller (5), the rear air shroud (2), and the battery base plate (6) together form a closed inner cavity (10) that fully surrounds the mid-mounted motor (4). The right-side cover assembly has multiple forward-facing air ducts. The air inlets (11) have multiple air guide plates that protrude 5mm outward from front to back. The angle between the air guide plates and the front decreases by 5° from front to back. A motor partition (7) is provided between the central motor (4) and the left cover assembly. A main air duct (12) is provided between the motor partition (7) and the left cover assembly. The main air duct (12) is through the front and back. The motor partition (7) has an air outlet (13) facing backward. The motor partition (7) protrudes towards the left cover assembly corresponding to the position of the air outlet (13), making the main air duct (12) narrower to increase the air velocity at this location.

2. The heat dissipation structure for an electric vehicle motor according to claim 1, characterized in that: Both the right-side cover assembly and the left-side cover assembly include a bracket consisting of a rear frame plate (1) and a front tube of the frame (9). The right-side cover assembly also includes a right-side cover (3) disposed on the bracket, and the air vent (11) is disposed on the right-side cover (3). The left-side cover assembly also includes a left-side cover (8) disposed on the bracket, and the inner side of the left-side cover (8) is a smooth straight surface.

3. The heat dissipation structure for an electric vehicle motor according to claim 2, characterized in that: The air inlets (11) are respectively located at the front and rear of the central motor (4). The central motor (4) has three air inlets (11) at the front and two air inlets (11) at the rear. The guide plate angle deviation of the two air inlets (11) at the rear is 10°.

4. The heat dissipation structure for an electric vehicle motor according to claim 3, characterized in that: The air outlets (13) on the motor partition (7) are two, corresponding to the front and rear of the central motor (4) respectively.

5. The heat dissipation structure for an electric vehicle motor according to claim 4, characterized in that: An air outlet (14) is provided on the front housing of the central motor (4).

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