Stator and rotor structure of vehicle-mounted motor and vehicle-mounted motor

Abstract

The present invention discloses a novel stator-rotor structure for an on-board motor and an on-board motor, comprising a rotor and a stator sleeved outside the rotor. The stator has teeth arranged around an iron core, with windings on the teeth, and a tooth slot for accommodating the windings between any two adjacent teeth. The rotor has 10 magnetic poles, each with a corresponding air-gap wire group on its outer surface. Each air-gap wire group includes at least one outer arc, and the outer arc corresponding to each magnetic pole is a non-concentric arc, with the center of the circle formed by the centers of the outer arcs being the center of the rotor. Each air-gap wire group also includes side arcs located on either side of the outer arc, with a second flattened section between the outer arc and the side arcs. The novel stator-rotor structure and motor described in the present invention can effectively improve the back-electromotive force harmonic content, reduce torque pulsation, reduce radial electromagnetic force, and reduce noise during motor rotation.

Description

Technical Field

[0001] The present invention relates to the technical field of motors, and in particular to a stator and rotor structure of a vehicle-mounted motor and the 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 in automotive motors is increasing. Permanent magnet synchronous motors (PMSMs), with their high efficiency, high power density, and excellent dynamic response, have become a mainstream solution for automotive drive systems. Existing technologies typically employ an 8-pole, 12-slot stator-rotor structure to improve torque density and saliency ratio. This increases the magnetic flux of the rotor's permanent magnets to achieve higher output torque.

[0003] While the existing 8-pole, 12-slot stator-rotor structure offers good torque performance, the limitations of the pole-slot alignment and structural layout mean that while increasing torque density, the motor's cogging torque and radial electromagnetic force also increase significantly. This increased cogging torque can easily cause torque fluctuations in the motor, affecting its smooth operation. The increased radial electromagnetic force is a major contributor to motor vibration and noise, particularly at high speeds. This vibration and noise not only impact vehicle comfort but also pose challenges to the motor's structural strength and lifespan. Summary of the Invention

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

[0005] Technical solution: The present invention discloses a stator and rotor structure of a vehicle-mounted motor, comprising a rotor and a stator sleeved outside the rotor;

[0006] The stator comprises an iron core and 15 teeth spaced apart on the iron core, the teeth being provided with windings, and a tooth slot for accommodating the windings being provided between any two adjacent teeth;

[0007] The rotor has 10 magnetic poles, and the outer surface of each magnetic pole has a corresponding air gap line group, and each air gap line group includes at least one outer arc. The outer arc corresponding to each magnetic pole is a non-concentric arc, and the center of the circle formed by the centers of the outer arcs is the center of the rotor;

[0008] Each section of the air gap line group further includes side arcs located on both sides of the outer arc, and a second flattened section is provided between the outer arc and the side arc;

[0009] Each of the tooth portions has a flattened tooth at the end facing the rotor, and the flattened tooth has pole shoes extending toward both sides of the tooth portion. The end surface of the flattened tooth facing the rotor includes a first arc with the center of the rotor as the center and first flattened sections perpendicular to the radial direction and located on both sides of the first arc.

[0010] Furthermore, the winding coefficient of the winding located on the tooth portion is 0.866.

[0011] Furthermore, each of the magnetic poles includes a magnetic slot arranged in an "I" shape, each of the magnetic slots 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.

[0012] 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 angle formed by the two ends of the side arc and the center of the rotor is 0.08-0.09 times the angle formed by the air gap line and the center of the rotor.

[0013] Furthermore, the angle formed between the two ends of the second flattened section and the center of the rotor is 0.02-0.03 times the angle formed between the air gap line group and the center of the rotor.

[0014] 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 outer arc radius is 0.72-0.77 times the outer radius of the rotor.

[0015] Furthermore, any two adjacent magnetic poles are spaced 1.0 mm to 1.2 mm apart.

[0016] The present invention also discloses a vehicle-mounted motor, comprising the stator and rotor structure of the vehicle-mounted motor.

[0017] The beneficial effects of the present invention are:

[0018] 1. The stator and rotor structure of the present invention adopts a 10-pole, 15-slot arrangement with a winding coefficient of 0.866, which helps improve the motor's magnetomotive force utilization and output efficiency. The air gap coil group adopts a non-concentric arc and tangent structure, combined with a non-uniform air gap design, to optimize the air gap magnetic flux density distribution, reduce harmonic losses, and thus improve overall efficiency and power density.

[0019] 2. The stator and rotor structure of the vehicle-mounted motor described in the present invention has a non-uniform air gap, which can effectively weaken the harmonic content of the electromagnetic force wave, thereby significantly reducing electromagnetic vibration and noise during operation and improving the performance of the vehicle-mounted motor;

[0020] 3. The magnetic slot structure of the present invention adopts an "I"-shaped arrangement with reasonable spacing to ensure uniform heat diffusion between the magnetic poles, which is beneficial to reducing thermal stress and improving the operating stability and service life of the vehicle-mounted motor;

[0021] 4. The air gap wire group described in the present invention includes multiple outer arc segments and flattened segments, thereby improving the efficiency of magnetic field utilization, enhancing the magnetic coupling between the stator and the rotor, and increasing the output torque, thereby 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

[0022] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present invention in any way. In addition, the shapes and proportional dimensions of the components in the drawings are only schematic and are used to help understand the present invention, and do not specifically limit the shapes and proportional dimensions of the components of the present invention. Those skilled in the art can select various possible shapes and proportional dimensions to implement the present invention according to the specific circumstances under the guidance of the present invention. In the drawings:

[0023] Figure 1 This is a schematic structural diagram of the vehicle-mounted motor according to the present invention;

[0024] Figure 2 A detailed diagram of the air gap wire group according to the present invention;

[0025] Figure 3 A detailed diagram of the air gap wire group according to the present invention;

[0026] Figure 4 A histogram comparing EMF harmonics of the present invention and the prior art;

[0027] Figure 5 for Figure 4 A magnified histogram of the EMF harmonics comparison graph;

[0028] Figure 6 A torque fluctuation comparison curve diagram of the present invention and the prior art;

[0029] Figure 7 A radial electromagnetic force comparison curve diagram of the present invention and the prior art;

[0030] Figure 8 The figure is a comparison curve of the cogging torque of the present invention and the prior art.

[0031] In the figure: 1. stator; 11. iron core; 12. tooth portion; 121. flattened tooth; 122. pole shoe; 13. tooth slot; 14. first circular arc; 15. first flattened section; 2. rotor; 21. magnetic pole; 211. magnetic slot; 212. N-pole magnet; 213. S-pole magnet; 22. air gap wire group; 221. outer circular arc; 222. side circular arc; 223. second flattened section. DETAILED DESCRIPTION

[0032] The present invention will be further explained below with reference to the accompanying drawings and specific embodiments.

[0033] In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and 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, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second" and "third" are used for descriptive purposes only 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 an embodiment of the present invention based on its overall structure.

[0034] In current automotive motor designs, the pole-slot combination significantly influences motor performance. Currently, 8-pole, 12-slot motors are commonly used. This combination offers higher torque density, significantly increasing cogging torque and radial electromagnetic force, impacting smooth operation. While the 10-pole, 15-slot motor, as a specific pole-slot combination, holds promise for small, high-efficiency drives, it also faces numerous technical challenges in actual operation.

[0035] Because the least common multiple of the number of stator slots and poles for this pole-slot combination is small, the cogging torque occurs less frequently, resulting in a higher cogging torque amplitude. This phenomenon increases the motor's resistance torque during startup, increases the starting current, and causes severe heat generation, affecting its efficiency and lifespan. During operation, this type of on-board motor generates electromagnetic force waves of the 5th and 25th main orders, which can easily excite resonance in the stator structure, causing high-frequency vibration and sharp noise, affecting the equipment's comfort and environmental adaptability. Due to the high harmonic content of the no-load back-EMF under this pole-slot combination, the total harmonic distortion (THD) is relatively high, which is not conducive to the implementation of the vector control strategy and stable system operation. It is usually necessary to introduce harmonic injection compensation technology into the control algorithm to improve control accuracy.

[0036] like Figure 1-3 As shown, in order to overcome the above technical problems of 10 poles and 15 slots in application, the present invention discloses a stator and rotor structure of a vehicle-mounted motor, comprising a rotor 2 and a stator 1 sleeved outside the rotor 2;

[0037] The stator 1 comprises an iron core 11 and 15 teeth 12 arranged at intervals around the iron core 11. The teeth 12 are provided with windings. A tooth slot 13 for accommodating the windings is provided between any two adjacent teeth 12.

[0038] The rotor 2 has 10 magnetic poles 21. The outer surface of each magnetic pole 21 has a corresponding air gap line group 22. Each air gap line group 22 includes at least one outer arc 221. The outer arc 221 corresponding to each magnetic pole 21 is a non-concentric arc. The center of the circle formed by the centers of the outer arcs 221 is the center of the rotor 2.

[0039] Each section of the air gap line group 22 further includes side arcs 222 located on both sides of the outer arc 221, and a second flattened section 223 is provided between the outer arc 221 and the side arc 222;

[0040] Each tooth portion 12 has a flattened tooth 121 at the end facing the rotor 2. The flattened tooth 121 has pole shoes 122 extending toward both sides of the tooth portion 12. The end surface of the flattened tooth 121 facing the rotor 2 includes a first circular arc 14 with the center of the rotor 2 as the center and first flattened sections 15 perpendicular to the radial direction and located on both sides of the first circular arc 14.

[0041] With the above structure, the stator and rotor structure of the vehicle-mounted motor includes a stator 1 and a rotor 2. The stator 1 can be composed of a plurality of stator punchings, and the rotor 2 can also be composed of a plurality of rotor punchings. The stator 1 has an iron core 11 and 15 teeth 12 evenly distributed circumferentially on the iron core 11. Each tooth 12 can be used for winding, and a tooth slot 13 is formed between any two adjacent teeth 12 to accommodate the winding fixed on the tooth 12, thereby constructing an effective electromagnetic excitation structure. The rotor 2 has 10 magnetic poles 21 distributed along its circumference. The partial contour of the outer surface of the rotor corresponding to each magnetic pole 21 includes a corresponding air gap line group 22. An air gap line 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. This makes the magnetic field distribution on the surface of each magnetic pole 21 more uniform, which can effectively improve the air gap magnetic flux waveform, reduce torque pulsation, and improve magnetic flux utilization. Furthermore, there is an uneven air gap between the stator 1 and the rotor 2. That is, the air gap size at different locations between the stator 1 and the rotor 2 varies, which helps to break the electromagnetic symmetry between the stator and the rotor 2, thereby suppressing the generation of tooth slot 13 torque, reducing electromagnetic noise and mechanical vibration during motor operation, and improving the overall smoothness of the on-board motor operation. The stator and rotor structure provided by the present invention not only has good electromagnetic performance and efficient output capacity, but also has the advantages of compact structure and controllable processing. It is suitable for vehicle-mounted motor systems with high requirements for motor noise and vibration control.

[0042] The air gap line group 22 corresponding to each magnetic pole 21 also includes side arcs 222 located on either side of the outer arc 221. The side arcs 222 are also distributed along the circumference 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 each side arc 222 does not coincide with the center of the rotor 2. A transition structure, namely a second flattened section 223, is provided between the outer arc 221 and the side arcs 222 on either side. The second flattened section 223 can be linear or slightly curved, connecting the outer arc 221 and the adjacent side arcs 222. The air gap wire group 22 corresponding to a magnetic pole 21 includes an outer arc 221 located in the center, side arcs 222 located on either side of the outer arc 221, and a second flattened section 223 connecting the outer arc 221 and the side arc 222, thereby forming a composite profile consisting of an arc, a transition section, and another arc. The outer arc 221 located in the center of the air gap wire group 22 helps to form a high and stable air gap magnetic flux within 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 at the edge of the magnetic pole 21, improving the edge magnetic flux distribution and mitigating the sudden change in the magnetic flux gradient. The second flattened section 223, located between the outer arc 221 and the side arc 222, acts as a magnetic field buffer and transition, effectively weakening the magnetic flux concentration caused by geometric mutations, thereby reducing the local magnetic saturation and high-frequency vibration generated by the on-board motor during rotation.

[0043] The end of the stator 1's tooth portion 12 facing the rotor 2 includes a flattened tooth 121. The end surface of the flattened tooth 121 near the rotor 2 includes a first circular arc 14 centered at the center of the rotor 2. This first circular arc 14 is located in the central region of the end surface of the flattened tooth 121 and is designed to align with the outer circular arc 221 of the air gap wire group 22 corresponding to the magnetic poles 21 of the rotor 2, maintaining good air gap magnetic flux connection. Furthermore, the flattened tooth 121 includes pole shoes 122 extending to either side of the tooth portion 12. The shape of the pole shoes 122 can be rectangular, fan-shaped, or have a transitional curved surface. The pole shoes 122 help expand the magnetic flux introduction area, enhance the uniformity of the magnetic flux density, and improve the air gap magnetic flux distribution. Preferably, on either side of the first circular arc 14, i.e., the end surface of the pole shoe 122 facing the rotor 2, these end surfaces have first flattened sections 15 perpendicular to the radial direction, resulting in the entire flattened tooth 121 having a composite shape with the first circular arc 14 in the center and the first flattened sections 15 on either side. The flattened teeth 121 no longer have completely rounded or pointed tips, but instead have flat structures with a defined area and width, thereby improving the path for magnetic flux to enter the teeth 12. The pole shoes 122 expand the effective magnetic flux interaction area between the teeth 12 and the magnetic poles 21, smoothing the air gap flux density distribution, reducing local magnetic saturation, and improving magnetic flux utilization. Furthermore, without increasing the number of teeth 12 in the stator 1, the motor's output capacity per unit volume is increased, improving torque output performance.

[0044] Preferably, in the present invention, the winding coefficient of the winding located on the tooth portion 12 of the stator 1 is 0.866. In combination with the rotor 2 having 10 poles, it can reduce the interference of higher harmonic components on the main magnetic flux, thereby improving the output of the fundamental component of the induced electromotive force and enhancing the electromagnetic coupling efficiency of the vehicle-mounted motor. Specifically, while maintaining a high electromotive force output capability, this winding coefficient can also significantly reduce the additional losses caused by harmonic interference in the winding, reduce copper loss and iron loss, and improve the overall energy efficiency of the vehicle-mounted motor. In addition, a winding coefficient of 0.866 can suppress electromagnetic noise and vibration during motor operation and improve operational stability.

[0045] In this embodiment, each magnetic pole 21 includes an I-shaped magnetic slot 211, and the magnetic slot 211 is circumferentially arranged on the rotor 2. The I-shaped magnetic slot 211 is conducive to enhancing the symmetry and mechanical strength of the rotor 2 structure. Magnets are respectively provided 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. Multiple magnetic slots 211 are arranged in sequence along the circumferential direction of the rotor 2, and the polarities of the magnets in adjacent magnetic slots 211 are arranged alternately, that is, the first end of a magnetic slot 211 is an N pole and the second end is an S pole, the first end of the magnetic slot 211 adjacent to it is an N pole and the second end is an S pole, and so on, thereby forming a polar structure arranged at intervals. By providing a "I"-shaped magnetic slot 211 within each magnetic pole 21 and embedding a pair of magnets with opposite polarities therein, a magnetic pole pair with high magnetic flux density can be effectively constructed in a compact space, thereby improving the magnetic flux output capacity of the magnetic pole 21. The alternating arrangement of the polarities of the magnets in adjacent magnetic slots 211 helps to form a continuous and uniform magnetic field variation around the circumference of the rotor 2, achieving a smoother air gap flux density waveform and reducing the content of higher harmonics. This, in turn, improves the fundamental component of the induced electromotive force in the stator 1 winding and enhances the motor's energy efficiency output.

[0046] like Figure 2 and Figure 3As shown, in this embodiment, a group of air gap wire groups 22 are provided 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 relative to the center angle of the rotor 2 is precisely designed. Specifically, the angle formed by the outer arc 221 relative to the center of the rotor 2 is 0.75-0.8 times the total angle formed by the entire air gap wire group 22 and the center of the rotor 2. The outer arc 221 occupies a major portion of the air gap wire group 22 and serves as the main magnetic flux channel. The angle formed by the two ends of the side arc 222 relative to the center of the rotor 2 is 0.08-0.09 times the angle of the entire air gap wire group 22. The side arc 222 is located at the edge of the air gap wire group 22, which plays a role in correcting the magnetic field distribution and guiding the magnetic flux. The angle between the two ends of the second flattened section 223 and the center of the rotor 2 accounts for 0.02-0.03 times the central angle of the entire air gap line group 22. This means that the second flattened section 223 accounts for a relatively small proportion of the entire air gap line group 22. Located in the transition buffer zone between the outer arc 221 and the side arc 222, the second flattened section 223 geometrically smoothes the connection and mitigates sudden changes in curvature, forming an intermediate "buffer gradient" for air gap magnetic flux density variations. Because a direct connection between the outer arc 221 and the side arc 222 is prone to magnetic flux jumps or gradient mutations, the introduction of the second flattened section 223, with a moderate angle, as an intermediate transition effectively mitigates the gradient of magnetic flux density changes, making the air gap magnetic flux waveform smoother and closer to an ideal sine wave, thereby reducing the content of high-order harmonics and improving the quality of the electromotive force waveform.

[0047] 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 closely follows the outer contour of the rotor 2, without any additional protrusions or indentations, which facilitates control of the effective air gap. Furthermore, 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 with its center located outside the center of the rotor 2. This allows the outer arc 221 to cooperate with the second flattened section 223 and the side arc 222 to form a naturally gentle magnetic flux transition zone when the air gap line group 22 changes. This effectively reduces high-frequency electromagnetic disturbances and edge magnetic flux leakage, thereby reducing the resulting torque and vibration noise of the tooth slot 13.

[0048] In this embodiment, the minimum spacing between any two adjacent magnetic poles 21 is 1.0mm-1.2mm. Reasonable spacing helps stabilize the magnetic field boundary conditions of each magnetic pole 21, making the air gap flux transition between the magnetic poles 21 more natural, without flux aliasing or edge spikes, improving the induced electromotive force waveform of the stator 1, and increasing the form factor. Maintaining an appropriate gap between the magnetic poles 21 not only meets the requirements of the magnetic circuit design, but also serves as a stress buffer, effectively offsetting the thermal expansion pressure generated by the magnets due to temperature rise during operation, reducing the risk of extrusion failure between the magnets, and improving the structural safety and reliability of the rotor 2.

[0049] The present invention also discloses a vehicle-mounted motor, comprising the above-mentioned stator-rotor structure, wherein 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.

[0050] like Figure 4 and Figure 5 As shown in the figure, a comparison of EMF harmonics between the present invention and the prior art shows that the present invention significantly improves EMF harmonic content, reducing harmonic THD from 12.3% to 4.0%, a reduction of 8 percentage points. This reduces losses in the onboard motor and improves motor efficiency. Higher-order harmonics generate eddy current losses, which increase the temperature of the permanent magnets and cause irreversible demagnetization. Therefore, reducing harmonics improves the electromagnetic performance of the motor and helps extend its service life.

[0051] like Figure 6 As shown, compared with the prior art, the present invention also effectively reduces torque fluctuation, from 12.00% to 4.05%, a year-on-year reduction of 66.3%. Low torque fluctuation can make the motor more stable when rotating and generating torque, and the motor output power is more stable.

[0052] like Figure 7 As shown, compared with the prior art, the present invention reduces the radial electromagnetic force by 18.6%, which helps to reduce the useless radial tension on the teeth of the motor stator during motor rotation, thereby reducing the vibration and noise of the motor, increasing the service life of the motor, and reducing noise pollution.

[0053] like Figure 8 As shown, compared with the prior art, the present invention reduces the cogging torque by 42.8%, which not only improves the running smoothness of the motor at low speed, but also improves the start-stop response speed and positioning accuracy. It has broad application prospects in the fields of industrial automation and servo control.

[0054] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

Claims

1. A stator and rotor structure of a vehicle-mounted motor, characterized in that: It includes a rotor and a stator sleeved outside the rotor; The stator comprises an iron core and 15 teeth spaced apart on the iron core, the teeth being provided with windings, and a tooth slot for accommodating the windings being provided between any two adjacent teeth; The rotor has 10 magnetic poles, and the outer surface of each magnetic pole has a corresponding air gap line group. Each air gap line group includes at least one outer arc. The outer arc corresponding to each magnetic pole is a non-concentric arc. The center of the outer arc does not coincide with the center of the rotor. 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 line group further includes side arcs located on both sides of the outer arc, and a second flattened section is provided between the outer arc and the side arc; Each tooth portion has a flattened tooth at its end facing the rotor, each flattened tooth having pole shoes extending toward both sides of the tooth portion, and an end surface of the flattened tooth facing the rotor including a first circular arc with the center of the rotor as its center and first flattened sections perpendicular to the radial direction located on both sides of the first circular arc; 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 angle formed by the two ends of the side arc and the center of the rotor is 0.08-0.09 times the angle formed by the air gap line and the center of the rotor.

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

866.

3. The stator and rotor structure of the vehicle-mounted motor according to claim 1, characterized in that: Each of the magnetic poles includes a magnetic slot arranged in an "I" shape, each of the magnetic slots 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 and rotor structure of the vehicle-mounted motor according to claim 1, characterized in that: The angle formed between the two ends of the second flattened section and the center of the rotor is 0.02-0.03 times the angle formed between the air gap line group and the center of the rotor.

5. The stator and rotor structure of the 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 outer arc radius is 0.72-0.77 times the outer radius of the rotor.

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

7. A vehicle-mounted motor, characterized in that: The stator and rotor structure of the vehicle-mounted motor comprises any one of claims 1-6.

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