Novel stator and rotor structure of vehicle-mounted motor and vehicle-mounted motor

Abstract

The invention discloses a novel stator and rotor structure of a vehicle-mounted motor and the vehicle-mounted motor. The novel stator and rotor structure comprises a rotor and a stator arranged outside the rotor in a sleeving mode. The stator is provided with tooth parts which are annularly distributed on the iron core at intervals, the tooth parts are provided with windings, and a tooth groove capable of accommodating the windings is formed between any two adjacent tooth parts; the rotor is provided with ten magnetic poles, the outer surface of each magnetic pole is provided with a corresponding air gap line group, each section of air gap line group at least comprises a section of outer arc, the outer arc corresponding to each magnetic pole is a non-concentric arc, and the center of a circle formed by the centers of the outer arcs is the center of the rotor; each air gap line set further comprises side arcs located on the two sides of the outer arc, and second flat cutting sections are further arranged between the outer arc and the side arcs. According to the stator and rotor structure of the novel vehicle-mounted motor and the motor, the back electromotive force harmonic content can be effectively improved, the torque pulsation is reduced, the radial electromagnetic force is reduced, and the noise generated when the motor rotates is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of motors, and particularly to a stator-rotor structure of a new type of vehicle-mounted motor and a vehicle-mounted motor. Background Art

[0002] With the rapid development of the new energy vehicle industry, the demand for high performance, miniaturization and low noise of vehicle-mounted motors is increasing day by day. Permanent magnet synchronous motors have become one of the mainstream solutions for current vehicle drive systems due to their advantages such as high efficiency, high power density and good dynamic response. In the prior art, in order to improve the torque density and saliency ratio of motors, a stator-rotor structure with 8 poles and 12 slots is usually adopted, and the magnetic flux of the rotor permanent magnet is increased to achieve a higher output torque.

[0003] Although the existing stator-rotor structure with 8 poles and 12 slots performs well in terms of torque capacity, due to the limitations of the pole-slot matching method and structural arrangement, while improving the torque density, the cogging torque and radial electromagnetic force of the motor also increase significantly. The enhancement of the cogging torque is likely to cause torque fluctuations in the motor, thus affecting the smooth operation of the motor; while the increase in the radial electromagnetic force is the main factor leading to motor vibration and noise, which is more obvious especially under high-speed operating conditions. This kind of vibration and noise not only affects the comfort of the whole vehicle, but also poses challenges to the structural strength and service life of the motor body. Summary of the Invention

[0004] In order to overcome the above deficiencies, the purpose of the present invention is to provide a stator-rotor structure of a new type of vehicle-mounted motor and a vehicle-mounted motor, which can effectively improve the back electromotive force harmonic content, reduce torque ripple, reduce radial electromagnetic force, and reduce the noise during motor rotation.

[0005] Technical Solution: The present invention discloses a stator-rotor structure of a new type of vehicle-mounted motor, including a rotor and a stator sleeved outside the rotor; The stator has an iron core and 15 tooth parts annularly distributed at intervals on the iron core. Windings are arranged on the tooth parts, and there is a tooth slot capable of accommodating a winding between any two adjacent tooth parts; The rotor has 10 magnetic poles. The outer surface of each magnetic pole has its corresponding air-gap wire group. Each section of the air-gap wire group includes at least one outer arc. The outer arcs corresponding to each magnetic pole are non-concentric arcs, and the center of the circle formed by the centers of the outer arcs is the center of the rotor; Each section of the air-gap wire group further includes side arcs located on both sides of the outer arc, and there is also a second flat section between the outer arc and the side arc; Each of the tooth portions has a flattened tooth toward the end of the rotor. The flattened tooth has pole shoes extending toward both sides of the tooth portion. The end face of the flattened tooth toward the rotor includes a first arc centered on the center of the rotor and first flattened segments perpendicular to the radial direction on both sides of the first arc.

[0006] Furthermore, the winding coefficient of the winding located on the tooth portion is 0.866.

[0007] Furthermore, each of the magnetic poles includes magnetic slots arranged in a "one" shape. Each of the magnetic slots has an N-pole magnet and an S-pole magnet. The N-pole magnets and the S-pole magnets of any two adjacent magnetic slots are arranged at intervals.

[0008] Furthermore, the angle formed by the outer arc and the center of the rotor is 0.75 - 0.8 times the angle formed by the air-gap line group and the center of the rotor; the angles formed by both ends of the side arc and the center of the rotor are 0.08 - 0.09 times the angle formed by the air-gap line and the center of the rotor.

[0009] Furthermore, the angles formed by both ends of the second flattened segment and the center of the rotor are 0.02 - 0.03 times the angle formed by the air-gap line group and the center of the rotor.

[0010] Furthermore, the distance from the highest point of the outer arc to the center of the rotor is the outer radius of the rotor, and the radius of the outer arc is 0.72 - 0.77 times the outer radius of the rotor.

[0011] Furthermore, the distance between any two adjacent magnetic poles is 1.0 mm - 1.2 mm.

[0012] The present invention also discloses a vehicle-mounted motor, including the stator-rotor structure of the above-mentioned novel vehicle-mounted motor.

[0013] The beneficial effects of the present invention are as follows: 1. The stator-rotor structure described in the present invention adopts a pole-slot combination form of 10 poles and 15 slots, with a winding coefficient of 0.866, which is beneficial to improving the utilization rate of magnetomotive force of the motor and increasing the output efficiency; the air-gap line group adopts a non-concentric arc and flattened structure, combined with the design of uneven air gaps, optimizing the air-gap magnetic density distribution, reducing harmonic losses, and thus improving the overall efficiency and power density; 2. The stator-rotor structure of the novel vehicle-mounted motor described in the present invention has uneven air gaps, which can effectively weaken the harmonic content of the electromagnetic force wave, thus significantly reducing the electromagnetic vibration and noise during operation and improving the performance of the vehicle-mounted motor; 3. The magnetic slot structure described in the present invention is arranged in a "one" shape and reasonably spaced, ensuring uniform heat diffusion between magnetic poles, which is beneficial to reducing thermal stress and improving the operation stability and service life of the vehicle-mounted motor. 4. The air gap winding set described in the present invention includes multiple outer arc segments and flattened segments, thereby improving the magnetic field utilization efficiency, enhancing the magnetic coupling between the stator and the rotor, increasing the output torque, and thus helping to accurately control the peak position of the magnetic flux density, making the magnetic pole action more uniform and effective. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present invention disclosure in any way. Additionally, the shapes and proportional dimensions of the components in the drawings are only schematic and are used to assist in understanding the present invention, rather than specifically defining the shapes and proportional dimensions of the components of the present invention. Those skilled in the art can, under the teaching of the present invention, select various possible shapes and proportional dimensions according to specific circumstances to implement the present invention. In the drawings: Figure 1 is a schematic structural diagram of the vehicle-mounted motor described in the present invention; Figure 2 is a detailed view of the air gap winding set described in the present invention; Figure 3 is a detailed view of the air gap winding set described in the present invention; Figure 4 is a bar graph comparing the EMF harmonics of the present invention with the prior art; Figure 5 is Figure 4 a partially enlarged bar graph in the EMF harmonic comparison curve graph; Figure 6 is a curve graph comparing the torque fluctuations of the present invention with the prior art; Figure 7 is a curve graph comparing the radial electromagnetic forces of the present invention with the prior art; Figure 8 is a curve graph comparing the cogging torques of the present invention with the prior art.

[0015] In the figures: 1, stator; 11, iron core; 12, tooth part; 121, flattened tooth; 122, pole shoe; 13, tooth slot; 14, first arc; 15, first flattened segment; 2, rotor; 21, magnetic pole; 211, magnetic slot; 212, N - pole magnet; 213, S - pole magnet; 22, air gap winding set; 221, outer arc; 222, side arc; 223, second flattened segment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0016] The present invention will be further illustrated below in conjunction with the drawings and specific embodiments.

[0017] In the description of the present invention, it should be understood that the orientation or positional relationships indicated by the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationships shown in the drawings. These are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances. The following describes the implementation manners according to the overall structure of the present invention.

[0018] In the current design of in-vehicle motors, the pole-slot combination scheme has an important impact on the motor performance. Currently, in-vehicle motors with a pole-slot combination of 8 poles and 12 slots are commonly used. Such motors have a relatively high torque density. As a result, the cogging torque and radial electromagnetic force of the motor also increase significantly, affecting the smooth operation of the motor. The 10-pole 15-slot motor, as a specific pole-slot combination, has certain application prospects in small and efficient drive scenarios, but also faces multiple technical challenges during actual operation.

[0019] Due to the relatively small least common multiple of the stator slot number and the pole number in this pole-slot combination, the occurrence period of the cogging torque is relatively small, resulting in a relatively high amplitude of the cogging torque. This phenomenon will increase the resistance torque during the motor startup process, increase the startup current, cause serious heating, and affect its efficiency and service life. This type of in-vehicle motor will generate electromagnetic force waves with main orders of 5 and 25 during operation, which are likely to excite the resonance of the stator structure, thereby causing high-frequency vibration and sharp noise, affecting the use comfort and environmental adaptability of the equipment. Due to the relatively high harmonic content of the no-load back electromotive force under this pole-slot combination and the relatively large total harmonic distortion (THD), it is not conducive to the implementation of the vector control strategy and the stable operation of the system. Usually, harmonic injection compensation technology needs to be introduced into the control algorithm to improve the control accuracy.

[0020] As Figures 1-3 shown, to overcome the above technical problems in the application of the 10-pole 15-slot, the present invention discloses a stator-rotor structure of a novel in-vehicle motor, including a rotor 2 and a stator 1 sleeved outside the rotor 2; The stator 1 has an iron core 11 and 15 tooth parts 12 annularly distributed at intervals on the iron core 11. Windings are arranged on the tooth parts 12, and there is a tooth slot 13 capable of accommodating the windings between any two adjacent tooth parts 12; The rotor 2 has 10 magnetic poles 21, and each outer surface of the magnetic poles 21 has its corresponding air-gap wire group 22. Each section of the air-gap wire group 22 includes at least one outer arc 221. The outer arcs 221 corresponding to each magnetic pole 21 are non-concentric arcs, and the center of the circle formed by the centers of the outer arcs 221 is the center of the rotor 2. Each section of the air-gap wire group 22 further includes side arcs 222 located on both sides of the outer arc 221, and there is also a second flat-cut section 223 between the outer arc 221 and the side arcs 222. Each tooth portion 12 has a flat-cut tooth 121 at the end facing the rotor 2. The flat-cut tooth 121 has pole shoes 122 extending towards both sides of the tooth portion 12. The end face of the flat-cut tooth 121 facing the rotor 2 includes a first arc 14 with the center of the rotor 2 as the center and first flat-cut sections 15 perpendicular to the radial direction and located on both sides of the first arc 14.

[0021] With the above structure, the stator-rotor structure of the novel vehicle-mounted motor includes a stator 1 and a rotor 2. The stator 1 can be composed of a plurality of stator laminations, and the rotor 2 can also be composed of a plurality of rotor laminations. The stator 1 has an iron core 11 and 15 tooth portions 12 evenly distributed at intervals in the circumferential direction of the iron core 11. Each tooth portion 12 can be used for winding. An air slot 13 is formed between any two adjacent tooth portions 12 to accommodate the winding fixed on the tooth portion 12, thereby constructing an effective electromagnetic excitation structure. The rotor 2 has 10 magnetic poles 21 distributed along its circumferential direction. The partial contour of the outer surface of the rotor corresponding to each magnetic pole 21 includes a corresponding air-gap wire group 22. An air-gap wire group 22 includes at least one outer arc 221. Each outer arc 221 is a non-concentric arc, that is, its center does not coincide with the center of the rotor 2, and the center of the circle formed by the centers of the outer arcs 221 is the center of the rotor 2, so that the magnetic field distribution on the surfaces of the magnetic poles 21 is more uniform, which can effectively improve the air-gap magnetic density waveform, reduce the torque ripple, and improve the magnetic flux utilization rate. Further, there is an uneven air gap between the stator 1 and the rotor 2, that is, the air-gap sizes at different parts between the stator 1 and the rotor 2 are different, which helps to break the electromagnetic symmetry between the stator and the rotor 2, thereby suppressing the generation of the cogging torque 13, reducing the electromagnetic noise and mechanical vibration during the operation of the motor, and improving the overall running smoothness of the vehicle-mounted motor. The stator-rotor structure provided by the present invention not only has good electromagnetic performance and high output ability, but also has the advantages of compact structure and controllable processing, and is suitable for vehicle-mounted motor systems with high requirements for motor noise and vibration control.

[0022] Any air-gap line group 22 corresponding to a magnetic pole 21 further includes side arcs 222 located on both sides of the outer arc 221. The side arcs 222 are also distributed along the circumferential direction of the rotor 2. The radius of curvature of the side arcs 222 is different from that of the outer arc 221. The side arcs 222 are also non-concentric arcs, and the center of any side arc 222 does not coincide with the center of the rotor 2. Between the outer arc 221 and the side arcs 222 on both its sides, there is also a section of transition structure, that is, the second flat-cut section 223. The second flat-cut section 223 can be linear or slightly arc-shaped. The second flat-cut section 223 connects the outer arc 221 and the adjacent side arc 222. A section of air-gap line group 22 corresponding to a magnetic pole 21 includes the outer arc 221 in the middle, the side arcs 222 located on both sides of the outer arc 221, and the second flat-cut section 223 connecting the outer arc 221 and the side arcs 222, thus forming a composite outer contour shape of arc, transition section, and arc in sequence. The outer arc 221 located in the middle of the air-gap line group 22 helps to form a relatively high and stable air-gap magnetic density in the main working area of the magnetic pole 21, enhancing the main magnetic flux coupling. The side arcs 222 on both sides provide auxiliary magnetic flux channels in the edge area of the magnetic pole 21, improving the edge magnetic flux distribution and slowing down the sudden change of the magnetic density gradient. The second flat-cut section 223 provided between the outer arc 221 and the side arcs 222 plays a role in magnetic field buffering and transition, effectively weakening the magnetic flux concentration phenomenon caused by geometric mutation, thereby reducing the local magnetic saturation and high-frequency vibration generated during the rotation of the vehicle-mounted motor.

[0023] The tooth part 12 of the stator 1 has a flat-cut tooth 121 at the end facing the rotor 2. The end face of the flat-cut tooth 121 close to the rotor 2 includes a first arc 14 centered on the center of the rotor 2. The first arc 14 is located in the central area of the end face of the flat-cut tooth 121 and is used to fit the outer arc 221 of the air-gap line group 22 corresponding to the magnetic pole 21 of the rotor 2 and maintain a good air-gap magnetic flux connection. In addition, the flat-cut tooth 121 further includes pole shoes 122 extending to both sides of the tooth part 12. The shape of the pole shoes 122 can be rectangular, fan-shaped, or a transition surface, etc. The pole shoes 122 are beneficial to expanding the magnetic flux introduction area, enhancing the magnetic flux density uniformity, and improving the air-gap magnetic density distribution. Preferably, on both sides of the first arc 14, that is, the end face of the pole shoes 122 facing the rotor 2, this end face has a first flat-cut section 15 perpendicular to the radial direction, so that the entire flat-cut tooth 121 has a composite shape with the first arc 14 in the middle and the first flat-cut sections 15 on both sides. The flat-cut tooth 121 makes the tooth top no longer completely in an arc or sharp shape, but forms a flat structure with a certain area and width, thereby improving the path of the magnetic flux entering the tooth part 12. The setting of the pole shoes 122 expands the effective magnetic flux interaction area between the tooth part 12 and the magnetic pole 21, makes the air-gap magnetic density distribution smoother, reduces the local magnetic saturation phenomenon, and improves the magnetic flux utilization rate. At the same time, without increasing the number of tooth parts 12 of the stator 1, the output capacity per unit volume of the motor is improved, and the torque output performance is improved.

[0024] Preferably, in the present invention, the winding coefficient of the winding located on the tooth portion 12 of the stator 1 is 0.866. Cooperating with the rotor 2 having 10 poles, it can reduce the interference of high-order harmonic components on the main magnetic flux, thereby enhancing the output of the fundamental wave component of the induced electromotive force and enhancing the electromagnetic coupling efficiency of the in-vehicle motor. Specifically, while maintaining a high electromotive force output capacity, this winding coefficient can also significantly reduce the additional losses generated in the winding due to harmonic interference, reduce copper losses and iron losses, and improve the overall energy efficiency of the in-vehicle motor. In addition, a winding coefficient of 0.866 can suppress electromagnetic noise and vibration during motor operation and improve operation stability.

[0025] In this embodiment, each magnetic pole 21 includes a "one"-shaped magnetic slot 211, and the magnetic slot 211 is circumferentially arranged on the rotor 2. The "one"-shaped magnetic slot 211 is beneficial to enhancing the symmetry and mechanical strength of the rotor 2 structure. Magnets are respectively arranged at both ends of the magnetic slot 211, including an N-pole magnet 212 and an S-pole magnet 213. The two magnets are arranged along the length direction of the magnetic slot 211 to form a magnetic pole pair. A plurality of magnetic slots 211 are sequentially arranged along the circumferential direction of the rotor 2, and the magnet polarities in adjacent magnetic slots 211 are alternately arranged, that is, the first end of one magnetic slot 211 is the N pole and the second end is the S pole, and the first end of the adjacent magnetic slot 211 is the N pole and the second end is the S pole, and so on, thereby forming a spaced-apart polarity structure. By arranging a "one"-shaped magnetic slot 211 inside each magnetic pole 21 and embedding a pair of magnets with opposite polarities therein, a magnetic pole pair with a strong magnetic flux density can be effectively constructed in a compact space, thereby enhancing the magnetic flux output capacity of the magnetic pole 21. The spaced-apart and alternating arrangement of the magnet polarities in adjacent magnetic slots 211 helps to form a continuous and uniform magnetic field change in the circumferential direction of the rotor 2, achieve a smoother air-gap magnetic density waveform, reduce the high-order harmonic content, thereby enhancing the fundamental wave component of the induced electromotive force in the stator 1 winding and enhancing the energy efficiency output of the motor.

[0026] Such as Figure 2 And Figure 3As shown, in this embodiment, a set of air-gap line groups 22 are arranged on the outer surface of each magnetic pole 21. To optimize the magnetic flux distribution in the air gap of the magnetic pole 21 and improve the electromagnetic performance of the motor, the proportional relationship of each arc segment with respect to the central angle of the rotor 2 is precisely designed. Specifically, the angle formed by the outer arc 221 with respect to the center of the rotor 2 is 0.75 - 0.8 times the total angle formed by the entire air-gap line group 22 and the center of the rotor 2. The outer arc 221 occupies the main part in the air-gap line group 22 and centrally undertakes the role of the main magnetic flux channel. The angles formed by the two ends of the side arc 222 with respect to the center of the rotor 2 are 0.08 - 0.09 times the angle of the entire air-gap line group 22. The side arc 222 is located at the edge of the air-gap line group 22 and plays a role in correcting the magnetic field distribution and guiding the magnetic flux. The angle formed by the two ends of the second flat cut section 223 with the center of the rotor 2 accounts for 0.02 - 0.03 times the central angle of the entire air-gap line group 22, that is, the second flat cut section 223 accounts for a relatively small proportion in the entire air-gap line group 22. The second flat cut section 223 is in the transition buffer section between the outer arc 221 and the side arc 222, and plays a role in smoothly connecting and weakening the sudden change of curvature in the geometric profile, constituting the intermediate "buffer gradient" of the air-gap magnetic density change. Since the direct connection between the outer arc 221 and the side arc 222 is likely to cause magnetic density jumps or gradient mutations, by introducing the second flat cut section 223 with a moderate angle ratio as an intermediate transition, the gradient of the magnetic flux density change can be effectively alleviated, making the air-gap magnetic density waveform smoother, closer to the ideal sine wave, thereby reducing the content of high-order harmonics and improving the quality of the electromotive force waveform.

[0027] In this embodiment, the distance from the highest point of the outer arc 221 to the center of the rotor 2 is equal to the outer radius of the rotor 2, that is, the contour of the outer arc 221 is close to the outer contour of the rotor 2, without generating additional protrusions or indentations, which is beneficial to controlling the effective air gap. In addition, the radius of the outer arc 221 is 0.72 to 0.77 times the outer radius of the rotor 2, that is, the outer arc 221 is a non-concentric arc, and its center is located outside the center of the rotor 2. Thus, the outer arc 221 can cooperate with the second flat cut section 223 and the side arc 222 in the change of the air-gap line group 22 to construct a natural and gentle magnetic density transition region, effectively weakening the high-frequency electromagnetic disturbance and edge leakage magnetic phenomenon, and reducing the cogging torque and vibration noise caused thereby.

[0028] In this embodiment, the minimum distance between any two adjacent magnetic poles 21 is 1.0 mm - 1.2 mm. A reasonable distance helps to stabilize the magnetic field boundary conditions of each magnetic pole 21, making the air-gap magnetic flux transition between the magnetic poles 21 more natural, without magnetic flux aliasing or edge spikes, improving the stator 1 induced electromotive force waveform, and enhancing the waveform factor. Retaining an appropriate gap between the magnetic poles 21 not only meets the requirements of the magnetic circuit design, but also can serve as a stress buffer zone, effectively offsetting the thermal expansion pressure generated by the magnet due to temperature rise during operation, reducing the risk of extrusion failure between the magnets, and enhancing the structural safety and reliability of the rotor 2.

[0029] The present invention also discloses a vehicle-mounted motor, which includes the above-described stator-rotor structure. The stator 1 and the rotor 2 are coaxially arranged, and the rotor 2 can rotate within the stator 1 under the action of a driving device.

[0030] As Figure 4 and Figure 5 shown, by comparing the EMF harmonics of the present invention with those of the prior art, it can be seen that the present invention significantly improves the EMF harmonic content. The harmonic THD is reduced from 12.3% to 4.0%, a reduction of 8 percentage points. As a result, the loss of the vehicle-mounted motor will be reduced, and the motor efficiency will be improved. High-order harmonics will generate eddy current losses, causing the temperature of the permanent magnet to rise and irreversible demagnetization to occur. Therefore, reducing harmonics can improve the electromagnetic performance of the motor and help extend the service life of the motor.

[0031] As Figure 6 shown, compared with the prior art, the present invention also effectively reduces the torque ripple. The torque ripple is reduced from 12.00% to 4.05%, a year-on-year reduction of 66.3%. A low torque ripple enables the motor to be more stable when generating torque during rotation, and the output power of the motor is more stable.

[0032] As Figure 7 shown, compared with the prior art, the present invention reduces the radial electromagnetic force by 18.6%. This helps reduce the useless radial tensile force on the teeth of the motor stator during motor rotation, thereby reducing the vibration and noise of the motor, extending the service life of the motor, and reducing noise pollution.

[0033] As Figure 8 shown, compared with the prior art, the present invention reduces the cogging torque by 42.8%. This not only improves the running smoothness of the motor at low speeds but also enhances the start-stop response speed and positioning accuracy. It has broad application prospects in the fields of industrial automation and servo control.

[0034] So far, the technical solution of the present invention has been described in conjunction with the preferred embodiments shown in the drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims

1. A stator-rotor structure of a new type of vehicle-mounted motor, characterized in that, It includes a rotor and a stator sleeved outside the rotor; The stator has an iron core and 15 tooth parts annularly arranged at intervals on the iron core. Windings are provided on the tooth parts, and there is a tooth slot capable of accommodating a winding between any two adjacent tooth parts; The rotor has 10 magnetic poles. The outer surface of each magnetic pole has its corresponding air-gap wire group. Each section of the air-gap wire group includes at least one outer arc. The outer arcs corresponding to each magnetic pole are non-concentric arcs, and the center of the circle formed by the centers of the outer arcs is the center of the rotor; Each section of the air-gap wire group further includes side arcs located on both sides of the outer arc, and there is also a second flat-cut section between the outer arc and the side arcs; The end of each tooth part facing the rotor has a flat-cut tooth. The flat-cut tooth has pole shoes extending towards both sides of the tooth part. The end face of the flat-cut tooth facing the rotor includes a first arc with the center of the rotor as the center and first flat-cut sections perpendicular to the radial direction located on both sides of the first arc.

2. The stator-rotor structure of the novel vehicle-mounted motor according to claim 1, characterized in that, The winding coefficient of the winding located on the tooth part is 0.

866.

3. The stator-rotor structure of the novel vehicle-mounted motor according to claim 1, characterized in that, Each magnetic pole includes a magnetic slot arranged in a "one" shape. Each magnetic slot has an N-pole magnet and an S-pole magnet, and the N-pole magnets and the S-pole magnets of any two adjacent magnetic slots are arranged at intervals.

4. The stator-rotor structure of the novel vehicle-mounted motor according to claim 1, characterized in that, The angle formed by the outer arc and the center of the rotor is 0.75 - 0.8 times the angle formed by the air-gap wire group and the center of the rotor; the angles formed by the two ends of the side arc and the center of the rotor are 0.08 - 0.09 times the angle formed by the air-gap wire and the center of the rotor.

5. The stator-rotor structure of the novel vehicle-mounted motor according to claim 1, characterized in that, The angles formed by the two ends of the second flat-cut section and the center of the rotor are 0.02 - 0.03 times the angle formed by the air-gap wire group and the center of the rotor.

6. The stator-rotor structure of the novel vehicle-mounted motor according to claim 1, characterized in that, The distance from the highest point of the outer arc to the center of the rotor is the outer radius of the rotor, and the radius of the outer arc is 0.72 - 0.77 times the outer radius of the rotor.

7. The stator-rotor structure of the novel vehicle-mounted motor according to claim 3, characterized in that, The distance between any two adjacent magnetic poles is 1.0 mm - 1.2 mm.

8. A vehicle-mounted motor, characterized in that, It includes the stator-rotor structure of the novel vehicle-mounted motor according to any one of claims 1 - 7.

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