A permanent magnet synchronous motor for new energy vehicles

Abstract

The present invention belongs to the technical field of electric vehicle motor equipment, and particularly relates to a permanent magnet synchronous motor for new energy vehicles, which comprises a housing, a front seal cover and a rear seal cover installed at both ends of the housing, and a stator assembly and a rotor assembly embedded in the housing; a spiral water cooling channel is formed in the housing, and a first liquid inlet pipe orifice and a first liquid outlet pipe orifice are integrally formed on the surface of the housing, and the three are communicated to form an external circulation water cooling system for controlling the temperature of the stator assembly and the inner cavity of the housing; an internal circulation water cooling system for controlling the temperature of the rotor assembly is formed between the rear seal cover and the rotor assembly. The present invention can respectively control the temperatures of the stator assembly and the rotor assembly through the external circulation water cooling system and the internal circulation water cooling system, and at the same time can more intuitively monitor the actual temperatures of the stator assembly and the rotor assembly, so that the actual working state of the motor and the body temperature can be well balanced.

Description

Technical Field

[0001] The present invention belongs to the technical field of electric vehicle motor equipment, and particularly relates to a permanent magnet synchronous motor for new energy vehicles. Background Art

[0002] A permanent magnet synchronous motor is a type of motor that uses permanent magnets to generate a fixed magnetic field, and the interaction between the rotating magnetic field generated by the stator winding and the magnetic field of the permanent magnets generates torque. When the motor is powered on, the current will alternately pass through the three-phase winding coils of the stator to obtain a rotating magnetic field. Since the rotor itself has a magnetic field (made of permanent magnetic materials), the rotor will be driven by the magnetic field generated by the stator to rotate, and then the rotor drives the wheels to rotate through a transmission device to achieve the purpose of driving the vehicle. Because the rotation speed of the rotor of the permanent magnet synchronous motor is synchronized with the change speed of the magnetic field generated by the stator coil, this motor is called a "permanent magnet synchronous motor".

[0003] During the high-speed rotation of the permanent magnet synchronous motor, due to electromagnetic induction, both the stator and the rotor will generate a lot of heat. At the same time, the permanent magnetic material will demagnetize under continuous high-temperature conditions. Therefore, in the prior art, a water cooling system is added outside the motor housing to cool the motor, and at the same time, the rotor core is made by stacking rotor punching sheets to facilitate the heat dissipation of the rotor.

[0004] However, this cooling method still has some defects in practical applications:

[0005] 1. Since the water cooling system is arranged inside the housing and only directly contacts the stator part, its cooling effect on the rotor part is limited, and the permanent magnet cannot be placed at a good working temperature. In the long run, the permanent magnet is very likely to demagnetize, resulting in motor damage.

[0006] 2. This water cooling system can only simply control the temperature of the motor body surface, and the temperatures of the stator and the rotor cannot be well controlled. Furthermore, the temperatures of the stator and the rotor cannot be controlled according to the actual working state of the motor, so that the actual working state of the motor and the body temperature cannot be well balanced, resulting in problems such as motor performance attenuation and short service life.

[0007] 3. Although making the rotor core by stacking rotor punching sheets can improve heat dissipation, the installation structure between the stacked rotor punching sheets and the rotor shaft cannot effectively position the rotor core, and it is easy to have lateral displacement or longitudinal relative rotational offset during high-speed rotation, affecting the rotational balance of the rotor. Summary of the Invention

[0008] The object of the present invention is to provide a permanent magnet synchronous motor for new energy vehicles, which can control the temperatures of the stator assembly and the rotor assembly respectively through an external circulation water cooling system and an internal circulation water cooling system, and can more intuitively monitor the actual temperatures of the stator assembly and the rotor assembly, so that the actual working state of the motor and the body temperature can be well balanced.

[0009] The technical solution adopted by the present invention is specifically as follows:

[0010] A permanent magnet synchronous motor for new energy vehicles includes a housing, a front seal cover and a rear seal cover installed at both ends of the housing, and a stator assembly and a rotor assembly embedded in the housing;

[0011] A spiral water cooling channel is formed in the housing, and a first liquid inlet pipe and a first liquid outlet pipe communicating with the spiral water cooling channel are integrally formed on the surface of the housing. The three are connected to form an external circulation water cooling system for controlling the temperature of the stator assembly and the inner cavity of the housing;

[0012] An internal circulation water cooling system for controlling the temperature of the rotor assembly is formed between the rear seal cover and the rotor assembly;

[0013] Among them;

[0014] A liquid inlet cavity for injecting coolant is formed in the rear seal cover. An inner seal shell is integrally formed on the inner side wall of the liquid inlet cavity along the rotation axis. An outlet cavity for outputting coolant is formed in the inner seal shell. A second liquid inlet pipe and a second liquid outlet pipe communicating with the liquid inlet cavity and the outlet cavity are integrally formed on the outer surface of the rear seal cover;

[0015] The rotor assembly includes a rotor shaft rotatably installed between the front seal cover and the rear seal cover and a rotor core formed by stacking rotor punching sheets. A positioning wing is integrally formed on the rotor shaft. An inner ring channel is circumferentially opened in the rotor shaft. A side wall channel communicating with the inner ring channel is opened in the positioning wing. A central return channel communicating with one end of the inner ring channel in a loop shape is opened along the axis in the rotor shaft. The rotor shaft extends into the outlet cavity. Liquid inlet holes communicating with the inner ring channel are circumferentially opened on the surface of a section of the rotor shaft located in the liquid inlet cavity; forming a cooling path along the liquid inlet cavity, the inner ring channel, and the side wall channel, and discharging the coolant through the central return channel and the outlet cavity for the internal circulation water cooling system.

[0016] As a preferred solution, a sealing bearing rotatably connected to the power output end of the rotor shaft is fixedly embedded in the center of the front sealing cover, and a second water sealing bearing and a first water sealing bearing rotatably connected to the other end of the rotor shaft are fixedly embedded in the inner wall of the rear sealing cover and the inner sealing shell respectively.

[0017] As a preferred solution, the stator assembly includes a stator core fixedly embedded in the housing body and a winding coil wound around the stator core. A positioning and heat-conducting ring for heat conduction and positioning is fixedly embedded between the outer wall of the stator core and the inner wall of the housing body.

[0018] As a preferred solution, outer magnet slots and inner magnet slots parallel to each other are circumferentially and arrayedly formed on the rotor punching sheet. The outer magnet slots and the inner magnet slots are in a V shape and are stacked with permanent magnets embedded therein. A central through groove is formed through the center of the rotor punching sheet. Clamping grooves communicating with the central through groove are vertically formed in the centers of the outer magnet slots and the inner magnet slots. The rotor punching sheet is nested and stacked on the positioning wing through the clamping grooves, and a positioning mechanism is arranged therebetween.

[0019] As a preferred solution, the positioning mechanism includes a positioning edge integrally formed at the edge of the clamping groove and a positioning edge groove stacked on the surface of the positioning wing. A V-shaped positioning groove is stacked at the top of the positioning edge groove. A V-shaped clamping piece is integrally formed at the end of the edge of the clamping groove. The positioning edge and the V-shaped clamping piece are respectively embedded and installed in the positioning edge groove and the V-shaped positioning groove for positioning the rotor punching sheet.

[0020] As a preferred solution, connection punching holes are formed at the center of the V-shaped clamping piece and at the edge of the rotor punching sheet. A locking through hole stacked with the connection punching hole is formed through the end of the positioning wing. A locking screw for strengthening the stacked state of the rotor punching sheet is inserted through the stacked locking through hole and the connection punching hole.

[0021] As a preferred solution, a control module is installed on the housing body and is adapted to a temperature control system, which includes:

[0022] A data acquisition module for acquiring the initial temperature and flow rate of the coolant at the first liquid inlet pipe and the second liquid inlet pipe, the return temperature and flow rate of the coolant at the first liquid outlet pipe and the second liquid outlet pipe, and the rotation speed of the motor in this state;

[0023] A data processing module for analyzing the actual temperatures of the stator assembly and the rotor assembly in this state according to the acquired initial temperature, flow rate, return temperature and flow rate of the coolant;

[0024] The temperature monitoring module monitors the heating state of the motor according to the measured actual temperatures of the stator assembly and the rotor assembly and the rotational speed of the motor in this state, and based on the preset temperature range that the motor should have at this rotational speed.

[0025] The temperature balancing module adjusts the temperatures of the stator assembly and the rotor assembly according to the heating state of the motor and the actual temperatures of the stator assembly and the rotor assembly in this state, and based on the preset adapted temperature value in this state.

[0026] As a preferred solution, in the data acquisition module, the initial temperature, flow rate, return temperature, and flow rate of the coolant are obtained by installing flow rate monitors and temperature monitors at the first liquid inlet pipe orifice, the first liquid outlet pipe orifice, the second liquid outlet pipe orifice, and the second liquid inlet pipe orifice.

[0027] As a preferred solution, in the data processing module, a temperature compensation model is constructed through experimental data, and the actual temperatures of the stator assembly and the rotor assembly in this state are calculated using this temperature compensation model based on the initial temperature, flow rate, return temperature, and flow rate of the coolant.

[0028] As a preferred solution, in the temperature balancing module, the temperature is adjusted by controlling the initial temperature and flow rate of the coolant.

[0029] The technical effects achieved by the present invention are as follows:

[0030] By providing an external circulation water cooling system inside the housing body and an internal circulation water cooling system between the rear seal cover and the rotor assembly, and enabling the permanent magnet to directly contact the internal circulation water cooling system, the present invention can directly cool the permanent magnet, thereby ensuring that the motor can operate in a good temperature state, reducing the possibility of permanent magnet demagnetization, and increasing the service life of the motor.

[0031] By providing a temperature control system, the present invention can measure the temperatures of the stator assembly and the rotor assembly in the actual working state according to the external circulation water cooling system and the internal circulation water cooling system, and at the same time determine the working state of the motor, and adjust the temperatures of the stator assembly and the rotor assembly based on the preset adapted temperature value in this state, so as to achieve a good balance between the actual working state of the motor and the body temperature, ensure stable output of the motor, and reduce the occurrence of performance attenuation.

[0032] By providing positioning wings, the present invention not only directly contacts the permanent magnet to improve the efficiency of internal circulation water cooling, but also stacks on its surface to form positioning edge grooves and V-shaped positioning grooves, enabling it to engage with the positioning edges and connecting punching holes on the rotor punching sheet, so that the rotor core formed by stacking the rotor punching sheets will not have lateral displacement on the rotor shaft. At the same time, the clamping groove engages with the positioning wing, which also avoids relative rotational offset in the longitudinal direction, ensuring the stability of the motor operation, ensuring rotational balance, and making the kinetic energy output more stable. Description of the Drawings

[0033] Figure 1 is a three-dimensional structural schematic diagram of an embodiment of the present invention;

[0034] Figure 2 is a cross-sectional structural schematic diagram of an embodiment of the present invention;

[0035] Figure 3 is an exploded view of an embodiment of the present invention;

[0036] Figure 4 is an exploded view of the outer housing body in an embodiment of the present invention;

[0037] Figure 5 is an exploded view of the rotor assembly in an embodiment of the present invention;

[0038] Figure 6 is a structural schematic diagram of the rotor shaft in an embodiment of the present invention;

[0039] Figure 7 is of the present invention Figure 6 an enlarged view of part A therein;

[0040] Figure 8 is a transverse cross-sectional view of the rotor shaft in an embodiment of the present invention;

[0041] Figure 9 is of the present invention Figure 8 an enlarged view of part B therein;

[0042] Figure 10 is a longitudinal cross-sectional view of the rotor shaft in an embodiment of the present invention;

[0043] Figure 11 is a combined cross-sectional view of the rear seal cover and the rotor assembly in an embodiment of the present invention;

[0044] Figure 12 is a combined side view of the stator core and the rotor assembly in an embodiment of the present invention;

[0045] Figure 13 is a structural schematic diagram of the rotor core in an embodiment of the present invention;

[0046] Figure 14 is a structural schematic diagram of the rotor punching sheet in an embodiment of the present invention;

[0047] Figure 15 It is a schematic structural diagram of the temperature control system in the embodiment of the present invention.

[0048] In the accompanying drawings, the list of components represented by each reference numeral is as follows:

[0049] 1. Outer housing;

[0050] 11. Spiral water cooling channel; 12. First liquid inlet pipe orifice; 13. First liquid outlet pipe orifice; 14. Control module;

[0051] 2. Front sealing cover;

[0052] 21. Sealing bearing;

[0053] 3. Rear sealing cover;

[0054] 31. Liquid inlet cavity; 32. Inner sealing shell; 33. Liquid outlet cavity; 34. Second liquid outlet pipe orifice; 35. Second liquid inlet pipe orifice; 36. First water sealing bearing; 37. Second water sealing bearing;

[0055] 4. Stator assembly;

[0056] 41. Stator core; 42. Winding coil; 43. Positioning heat conduction ring;

[0057] 5. Rotor assembly;

[0058] 51. Rotor shaft; 511. Positioning wing; 512. Inner ring channel; 513. Side wall channel; 514. Central return channel; 515. Liquid inlet hole; 516. Positioning edge groove; 517. V-shaped positioning groove; 518. Locking through hole;

[0059] 52. Rotor punching sheet; 521. Outer layer magnet slot; 522. Inner layer magnet slot; 523. Central through slot; 524. Clamping slot; 525. Positioning edge; 526. V-shaped clip; 527. Connecting punching hole;

[0060] 53. Locking screw;

[0061] 54. Permanent magnet;

[0062] 6. Temperature control system;

[0063] 61. Data acquisition module; 62. Data processing module; 63. Temperature monitoring module; 64. Temperature balance module. Detailed implementation manners

[0064] In order to make the objectives and advantages of the present invention more clear and understandable, the present invention will be specifically described below in conjunction with embodiments. It should be understood that the following text is only used to describe one or several specific implementation manners of the present invention, and does not strictly limit the scope of protection of the specific claims of the present invention.

[0065] As Figures 1 - 15 shown, a permanent magnet synchronous motor for a new energy vehicle includes a housing 1, a front seal cover 2 and a rear seal cover 3 installed at both ends of the housing 1, and a stator assembly 4 and a rotor assembly 5 embedded in the housing 1; an external circulation water cooling system is formed in the housing 1 for controlling the temperature of the stator assembly 4 and the inner cavity of the housing 1. At the same time, an internal circulation water cooling system is formed between the rear seal cover 3 and the rotor assembly 5 for controlling the temperature of the rotor assembly 5, so as to achieve the effect of balancing the working temperature of the machine body and ensuring stable kinetic energy output.

[0066] Referring to the attached Figure 2 And Figure 4 , a spiral water cooling channel 11 is formed in the housing 1, and a first liquid inlet pipe orifice 12 and a first liquid outlet pipe orifice 13 communicating with the spiral water cooling channel 11 are integrally formed on the surface of the housing 1. The three are connected to form an external circulation water cooling system. The cooling oil inlet pipeline is connected through the first liquid inlet pipe orifice 12, and the cooling oil outlet pipeline is connected through the first liquid outlet pipe orifice 13, so that the cooling oil can flow spirally in the spiral water cooling channel 11, thereby absorbing the temperature transferred from the machine body to the housing 1 and realizing the cooling of the machine body.

[0067] Referring to the attached Figure 2 And Figure 3 , the stator assembly 4 includes a stator core 41 fixedly embedded in the housing 1 and a winding coil 42 wound around the stator core 41. A positioning and heat-conducting ring 43 for heat conduction and positioning is fixedly embedded between the outer wall of the stator core 41 and the inner wall of the housing 1. While positioning and installing the stator assembly 4, a heat conduction bridge can be formed between the stator core 41 and the spiral water cooling channel 11, so as to directly regulate the temperature of the stator assembly 4 through the external circulation water cooling system. At the same time, the temperature change of the cooling oil in the external circulation water cooling system can more intuitively reflect the temperature change of the stator assembly 4, which is convenient for monitoring the temperature of the stator assembly 4.

[0068] Referring to the attached Figure 2 , Figure 3 And Figure 5, the rotor assembly 5 includes a rotor shaft 51 rotatably mounted between the front seal cover 2 and the rear seal cover 3 and a rotor core formed by stacking rotor laminations 52, and permanent magnets 54 are embedded in the rotor core. At the same time, a sealed bearing 21 rotatably connected to the power output end of the rotor shaft 51 is fixedly embedded in the center of the front seal cover 2, and a second water seal bearing 37 rotatably connected to the other end of the rotor shaft 51 is fixedly embedded in the inner wall of the rear seal cover 3. By rotatably connecting the rotor shaft 51 between the sealed bearing 21 and the second water seal bearing 37, and positioning the rotor core in the stator core 41 at the same time, torque is generated through the interaction between the rotating magnetic field generated therebetween and the magnetic field of the permanent magnets 54, realizing the rotation of the rotor assembly 5.

[0069] Refer to the appendix Figure 2 , Figure 3 and Figure 11 , in order to form an internal circulation water cooling system between the rear seal cover 3 and the rotor assembly 5, a liquid inlet cavity 31 for filling coolant is formed in the rear seal cover 3. At the same time, an inner seal shell 32 is integrally formed on the inner side wall of the liquid inlet cavity 31 along the rotation axis, and a liquid outlet cavity 33 for outputting coolant is formed therein. A second liquid inlet pipe orifice 35 and a second liquid outlet pipe orifice 34 are integrally formed on the outer surface of the rear seal cover 3 and communicated with the liquid inlet cavity 31 and the liquid outlet cavity 33 respectively, so as to facilitate the entry and discharge of the cooling oil in the internal circulation water cooling system.

[0070] Correspondingly, a positioning wing 511 is integrally formed on the rotor shaft 51. An inner ring channel 512 is formed by surrounding and opening in the rotor shaft 51, and a side wall channel 513 communicated with the inner ring channel 512 is formed in the positioning wing 511. At the same time, a central return channel 514 communicated with one end of the inner ring channel 512 in a loop shape is formed along the axis in the rotor shaft 51. The rotor shaft 51 is extended into the liquid outlet cavity 33 so that the central return channel 514 is communicated with the liquid outlet cavity 33, and liquid inlet holes 515 communicated with the inner ring channel 512 are formed around the surface of a section of the rotor shaft 51 located in the liquid inlet cavity 31, making it communicated with the liquid inlet cavity 31; in this way, a cooling path along the liquid inlet cavity 31, the inner ring channel 512, and the side wall channel 513 can be formed, and an internal circulation water cooling system for discharging the cooling oil through the central return channel 514 and the liquid outlet cavity 33 (as shown by the dotted line in the appendix Figure 11 ).

[0071] Furthermore, a second water seal bearing 37 and a first water seal bearing 36 rotatably connected to the rotor shaft 51 are fixedly embedded in the inner walls of the rear seal cover 3 and the inner seal shell 32 respectively, which can use the two to seal and isolate the liquid inlet cavity 31 and the liquid outlet cavity 33 respectively, realizing the circulating flow of the cooling oil.

[0072] Refer to the appendix Figure 5 and Figures 12 - 14, on the rotor punching sheet 52, outer magnet slots 521 and inner magnet slots 522 that are parallel to each other are circumferentially arrayed. The outer magnet slots 521 and the inner magnet slots 522 are in a V shape, and permanent magnets 54 are embedded inside the mutually stacked outer magnet slots 521 and inner magnet slots 522. At the same time, a central through slot 523 is penetrated through the center of the rotor punching sheet 52 for sleeving with the rotor shaft 51. By vertically opening a clamping slot 524 that communicates with the central through slot 523 at the centers of the outer magnet slots 521 and the inner magnet slots 522, the rotor punching sheet 52 is nested and stacked on the positioning wing 511 by using the clamping slot 524. At the same time, the permanent magnets 54 can directly contact the positioning wing 511. In this way, when the cooling oil flows through the side wall channels 513 inside it, the temperature on the surface of the permanent magnets 54 can be directly absorbed, so as to directly cool the permanent magnets 54. At the same time, the rotor punching sheet 52 is also directly in contact with the positioning wing 511, thereby realizing more efficient and intuitive temperature control of the rotor assembly 5; secondly, the temperature change of the cooling oil can more intuitively reflect the temperature condition of the rotor assembly 5, which is convenient for temperature monitoring of it.

[0073] In this embodiment, there are four groups of outer magnet slots 521 and inner magnet slots 522 circumferentially arrayed on the surface of the rotor punching sheet 52; of course, in other embodiments, the number of arrays can be selected according to specific requirements and designs.

[0074] Refer to the appendix Figures 6 - 8 and Figures 13 - 14 , in order to ensure the stable connection between the rotor punching sheet 52 and the rotor shaft 51, a positioning edge 525 is integrally formed at the edge of the clamping slot 524. At the same time, a positioning edge groove 516 is formed on the surface of the positioning wing 511 by stacking gaskets. At the same time, a V-shaped positioning groove 517 is formed by stacking at the top of the positioning edge groove 516. Moreover, a V-shaped clip 526 is integrally formed at the end of the edge of the clamping slot 524. The rotor punching sheet 52 can be positioned by respectively embedding the positioning edge 525 and the V-shaped clip 526 into the positioning edge groove 516 and the V-shaped positioning groove 517, so that the rotor punching sheets 52 can be stacked and positioned with each other, and the positioning of each rotor punching sheet 52 can be realized, making it impossible to perform lateral displacement along the rotor shaft 51; at the same time, the mutual clamping of the positioning wing 511 and the clamping slot 524 avoids the relative rotational offset in the longitudinal direction. The two cooperate with each other to ensure the stability of the motor operation, keep it rotating in balance, and make the kinetic energy output more stable.

[0075] Among them, the thickness of the positioning edge 525 is one-half of the total thickness of the rotor punching sheet 52, and the thickness of the gasket between the V-shaped positioning grooves 517 is also one-half of the total thickness of the rotor punching sheet 52. In this way, the positioning of each rotor punching sheet 52 can be realized, and at the same time, the stability of the mutual stacking of the rotor punching sheets 52 can be ensured, so that they can be closely attached together.

[0076] Refer to the appendixFigures 13 - 14 To further improve the lamination stability of the laminated sheets, connection punching holes 527 are provided at the center of the V-shaped clip 526 and at the edge of the rotor punching 52. At the same time, a locking through hole 518 that overlaps with the connection punching hole 527 is provided through the end of the positioning wing 511. A locking screw 53 for strengthening the stacked state of the rotor punching 52 is inserted through the overlapping locking through hole 518 and connection punching hole 527. In this way, by cooperating the locking screw 53 with a nut, not only can the mutually laminated rotor punchings 52 be locked, but also they can be locked together with the positioning wing 511, greatly improving the combined stability and mechanical strength of the rotor core and the rotor shaft 51, enabling it to maintain structural stability during high-speed operation and ensuring the stable output of the motor kinetic energy.

[0077] Refer to the appendix Figures 1 - 2 On the outer housing 1, a control module 14 is installed and is equipped with a temperature control system 6, which includes:

[0078] A data acquisition module 61, which is used to collect the initial temperature and flow rate of the coolant at the first liquid inlet pipe 12 and the second liquid inlet pipe 35, as well as the return temperature and flow rate of the coolant at the first liquid outlet pipe 13 and the second liquid outlet pipe 34, and collect the rotational speed of the motor in this state.

[0079] In the data acquisition module 61, the initial temperature, flow rate, return temperature, and flow rate of the coolant are obtained by installing flow rate monitors and temperature monitors at the first liquid inlet pipe 12, the first liquid outlet pipe 13, the second liquid outlet pipe 34, and the second liquid inlet pipe 35. After obtaining the above data, they are transmitted to the data processing module 62.

[0080] A data processing module 62, which analyzes the actual temperatures of the stator assembly 4 and the rotor assembly 5 in this state based on the collected initial temperature, flow rate, return temperature, and flow rate of the coolant.

[0081] In the data processing module 62, a temperature compensation model is constructed through experimental data, and based on this temperature compensation model, the actual temperatures of the stator assembly 4 and the rotor assembly 5 in this state are calculated based on the initial temperature, flow rate, and return temperature, and flow rate of the coolant. This temperature compensation model can be constructed using an AI temperature compensation model and is processed based on one of the SOC chip, FPGA chip, CPLD chip, or ASIC chip. At the same time, the actual temperature values of the stator assembly 4 and the rotor assembly 5 in this state are used to train the model with the real initial temperature, flow rate, return temperature, and flow rate data of the coolant obtained during the experiment, so that it can truly reflect the actual temperature conditions of the stator assembly 4 and the rotor assembly 5 in actual applications.

[0082] The temperature monitoring module 63 monitors the heating state of the motor according to the measured actual temperatures of the stator assembly 4 and the rotor assembly 5 and the rotational speed of the motor in this state, and based on the preset temperature range that the motor should have at this rotational speed; and classifies the motor states into a low-temperature state, a balanced state, and a high-temperature state, and performs temperature balancing in different modes according to different heating states. For example: in the low-temperature state, heat dissipation needs to be reduced to reach the balanced state, in the balanced state, the heat dissipation state needs to be maintained, and in the high-temperature state, heat dissipation needs to be accelerated to achieve balanced heat dissipation.

[0083] The temperature balancing module 64 regulates the temperatures of the stator assembly 4 and the rotor assembly 5 according to the heating state of the motor and the actual temperatures of the stator assembly 4 and the rotor assembly 5 in this state, and based on the preset adapted temperature value in this state.

[0084] Among them, in the temperature balancing module 64, the temperature is regulated by controlling the initial temperature and flow rate of the coolant. The change in the initial temperature of the coolant is used to change the heat absorption amount, and at the same time, the flow rate can control the heat exchange speed, so as to change the heat dissipation efficiency and achieve the regulation of the temperatures of the stator assembly 4 and the rotor assembly 5 in the low-temperature state, the balanced state, and the high-temperature state.

[0085] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention. The structures, devices, and operation methods not specifically described and explained in the present invention, unless otherwise specified and limited, are implemented according to the conventional means in the art.

Claims

1. A permanent magnet synchronous motor for new energy vehicles, characterized in that: It comprises an outer shell (1), a front sealing cover (2) and a rear sealing cover (3) installed at two ends of the outer shell (1), and a stator assembly (4) and a rotor assembly (5) embedded and installed in the outer shell (1); A spiral water cooling channel (11) is formed in the outer shell (1), and a first liquid inlet (12) and a first liquid outlet (13) connected to the spiral water cooling channel (11) are integrally formed on the surface of the outer shell (1), and the three are connected to form an external circulation water cooling system for controlling the temperature of the stator assembly (4) and the inner cavity of the outer shell (1); An internal circulation water cooling system for controlling the temperature of the rotor assembly (5) is formed between the rear sealing cover (3) and the rotor assembly (5); The rotor assembly (5) comprises a rotor shaft (51) rotatably mounted between the front sealing cover (2) and the rear sealing cover (3) and a rotor core formed by stacking rotor punchings (52); a positioning wing (511) is integrally formed on the rotor shaft (51); The rotor punching sheet (52) is provided with outer magnet slots (521) and inner magnet slots (522) which are parallel to each other in a circumferential array. The outer magnet slots (521) and the inner magnet slots (522) are in a V shape and are stacked with permanent magnets (54) embedded therein. A central through slot (523) is provided through the center of the rotor punching sheet (52). A clamping slot (524) which is connected to the central through slot (523) is provided perpendicularly at the center of the outer magnet slots (521) and the inner magnet slots (522). The rotor punching sheets (52) are nested and stacked on the positioning wings (511) through the clamping slots (524), and a positioning mechanism is provided between them. The positioning mechanism comprises a positioning edge (525) integrally formed on the edge of the clamping groove (524) and a positioning edge groove (516) stacked and formed on the surface of the positioning wing (511); a V-shaped positioning groove (517) is stacked at the top of the positioning edge groove (516); a V-shaped clip (526) is integrally formed at the edge end of the clamping groove (524); the positioning edge (525) and the V-shaped clip (526) are respectively embedded and installed in the positioning edge groove (516) and the V-shaped positioning groove (517) for positioning the rotor punching sheet (52).

2. A permanent magnet synchronous motor for new energy vehicles according to claim 1, characterized in that: The rear sealing cover (3) is formed with a liquid inlet cavity (31) for adding cooling liquid, the inner side wall of the liquid inlet cavity (31) is integrally formed with an inner sealing shell (32) along the rotation axis, the inner sealing shell (32) is formed with a liquid outlet cavity (33) for outputting cooling liquid, and the outer surface of the rear sealing cover (3) is connected with the liquid inlet cavity (31) and the liquid outlet cavity (33) and is integrally formed with a second liquid inlet pipe opening (35) and a second liquid outlet pipe opening (34).

3. A permanent magnet synchronous motor for new energy vehicles according to claim 2, characterized in that: An inner ring channel (512) is provided in the rotor shaft (51), a side wall channel (513) connected to the inner ring channel (512) is provided in the positioning wing (511), a central return channel (514) connected to one end of the inner ring channel (512) is provided in the rotor shaft (51) along the axis, the rotor shaft (51) extends into the liquid outlet cavity (33), and a liquid inlet hole (515) connected to the inner ring channel (512) is provided in a section of the surface of the rotor shaft (51) located in the liquid inlet cavity (31); a cooling passage is formed along the liquid inlet cavity (31), the inner ring channel (512), and the side wall channel (513), and the inner circulation water cooling system is used to discharge the cooling liquid through the central return channel (514) and the liquid outlet cavity (33).

4. A permanent magnet synchronous motor for new energy vehicles according to claim 3, characterized in that: A sealing bearing (21) rotatably connected to the power output end of the rotor shaft (51) is fixedly embedded in the center of the front sealing cover (2), and a second water-sealed bearing (37) and a first water-sealed bearing (36) rotatably connected to the other end of the rotor shaft (51) are fixedly embedded in the rear sealing cover (3) and the inner wall of the inner sealing shell (32).

5. A permanent magnet synchronous motor for new energy vehicles according to claim 1, characterized in that: The stator assembly (4) comprises a stator core (41) fixedly embedded in the outer shell (1), a winding coil (42) surrounding the stator core (41), and a positioning heat-conducting ring (43) for heat conduction and positioning is fixedly embedded between the outer wall of the stator core (41) and the inner wall of the outer shell (1).

6. A new energy vehicle permanent magnet synchronous motor according to claim 1, characterized in that: A connecting punching hole (527) is provided at the center of the V-shaped clip (526) and at the edge of the rotor punching sheet (52); a locking through hole (518) is provided through the end of the positioning wing (511) and is stacked with the connecting punching hole (527); a locking screw (53) is connected between the stacked locking through hole (518) and the connecting punching hole (527) for reinforcing the stacked state of the rotor punching sheets (52).

7. A permanent magnet synchronous motor for new energy vehicles according to claim 2, characterized in that: The outer shell (1) is provided with a control module (14) and is adapted to be equipped with a temperature control system (6), which comprises: A data acquisition module (61) is used to acquire the initial temperature and flow rate of the coolant at the first liquid inlet (12) and the second liquid inlet (35), and the return temperature and flow rate of the coolant at the first liquid outlet (13) and the first liquid outlet (13) and the second liquid outlet (34), and to acquire the rotation speed of the motor in the current state; A data processing module (62) analyzes the actual temperatures of the stator assembly (4) and the rotor assembly (5) in the current state according to the collected initial temperature and flow rate of the coolant and the return temperature and flow rate; A temperature monitoring module (63) monitors the heating state of the motor according to the measured actual temperatures of the stator assembly (4) and the rotor assembly (5) and the rotation speed of the motor in this state, and based on a preset temperature range of the motor at this rotation speed; The temperature balancing module (64) regulates the temperature of the stator component (4) and the rotor component (5) according to the heating state of the motor and the actual temperature of the stator component (4) and the rotor component (5) in the heating state, and based on a preset adaptation temperature value in the heating state.

8. A permanent magnet synchronous motor for new energy vehicles according to claim 7, characterized in that: The data acquisition module (61) obtains the initial temperature and flow rate of the coolant as well as the return temperature and flow rate by installing flow rate monitors and temperature monitors at the first liquid inlet (12), the first liquid outlet (13), the second liquid outlet (34) and the second liquid inlet (35); The data processing module (62) constructs a temperature compensation model through experimental data, and uses the temperature compensation model to calculate the actual temperature of the stator component (4) and the rotor component (5) in this state based on the initial temperature and flow rate of the coolant and the return temperature and flow rate; The temperature balancing module (64) controls the temperature by controlling the initial temperature and flow rate of the cooling liquid.

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