Marine direct-drive permanent magnet synchronous motor and manufacturing method thereof

Abstract

The invention relates to a marine direct-drive permanent magnet synchronous motor which comprises a rotor, a conducting ring, a front bearing outer cover, a cylindrical roller bearing, a deep groove ball bearing, an end cover, a stator, a junction box, a bearing inner cover, a bearing sleeve, a rear bearing outer cover, a round nut, a rotary transformer, a protruding panel type flat welding steel flange, a bearing support and a spiral water channel water cooling machine base. The invention further relates to a manufacturing method of the stator of the marine direct-drive permanent magnet synchronous motor. The invention further relates to a manufacturing method of the rotor of the marine direct-drive permanent magnet synchronous motor. The low-rotating-speed sailing mode is achieved, energy conservation and emission reduction of the ship are better facilitated, and the transportation cost is saved.

Description

Technical Field

[0001] The present invention relates to the technical field of marine permanent magnet motors, and specifically to a marine direct-drive permanent magnet synchronous motor and a manufacturing method thereof. Background Art

[0002] Aiming at the national "dual carbon" strategy and the needs of the green and low-carbon development of the Yangtze River shipping, accelerating the implementation of the "dual carbon" strategic special plan of the Changjiang Shipping Group and the "one enterprise, one policy", taking the technical advantages of the new power system to support the improvement of the economy, safety and reliability of the Yangtze River ships as the primary goal, in view of the functional requirements and operating environment characteristics of the Yangtze River ships, carrying out research on the integrated electric propulsion system, and determining the best overall plan of the ship electric propulsion system. Developing typical marine direct-drive permanent magnet motors and forming a standardized product line, comprehensively improving the overall innovation, R & D and design capabilities and the supporting manufacturing capabilities of key equipment of the Changjiang Shipping Group, enhancing the core competitiveness of the enterprise, continuously leading the high-quality development of the Yangtze River shipping, and the marine direct-drive permanent magnet motor will become the development direction of the green power system of inland river ships in China. This marine direct-drive permanent magnet motor has no reduction gearbox and directly drives the propeller to push the ten-thousand-ton Yangtze River ships to sail, realizing the optimization of the matching of the ship, engine and propeller, supporting the energy conservation, consumption reduction and efficiency increase of the Yangtze River ships, and having the advantages of low speed and large torque, high efficiency, high power factor, low vibration and low noise. The marine direct-drive permanent magnet motor adopts an internal permanent magnet, has an excellent magnetic circuit structure, and has good field weakening speed regulation ability. At present, the electric propulsion of commercial ships is propelled by a main propulsion diesel engine, and the diesel generator set supplies power to the whole ship, which has problems such as large peak capacity, low stability of power quality and low safety and reliability. The marine direct-drive permanent magnet motor replaces the diesel engine propulsion motor, realizes a low-speed navigation mode, is more conducive to the energy conservation and emission reduction of ships, saves transportation costs, and contributes to the sustainable development of shipping enterprises.

[0003] Defects of the prior art are as follows:

[0004] Since the electric propulsion of commercial ships is currently propelled by a main propulsion diesel engine, and the diesel generator set supplies power to the whole ship, there are problems such as large peak capacity, low stability of power quality and low safety and reliability.

[0005] 1. Disadvantages of the traditional stator core: The stator core adopts a spiral skew slot. After the stator skew slot, the slot shape is a spiral surface. After the stator coil is embedded, it cannot be flatly attached to the bottom and both sides of the slot. The straight part of the stator coil will be distorted, and the distortion will damage the insulation of the coil, posing a safety hazard.

[0006] 2. Disadvantages of the traditional water-cooled machine base: The machine base adopts a straight-bar folding-back water channel. The long-distance folding-back causes the flow attenuation of the distal water channel, easily forming a phenomenon of "uneven heat and cold", especially under high-power conditions, local high temperature may be caused, reducing the cooling efficiency.

[0007] 3. Disadvantages of traditional stator coils: The coils use thin-film wrapped flat copper wires. The combination of the thin film and the copper wire may not be tight, and air gaps are likely to remain, which are prone to cause partial discharge breakdown under high voltage, accelerating insulation aging. Moreover, the mechanical strength is insufficient, the winding layer is prone to bending and delamination, and the unsintered thin film layer is likely to infiltrate moisture, reducing the insulation resistance value. Without the coil expansion pad, vacuum impregnation cannot effectively fill the slot gaps.

[0008] 4. Disadvantages of the wire embedding and wiring process of traditional stator cores: The single-layer slot insulation structure is adopted. Once the single-layer insulation is damaged, it will directly cause a short circuit between the winding and the core, resulting in a high failure rate. The lack of the lead ring structure leads to the intersection of the lead wire harnesses, chaotic bending angles, and it occupies additional space at the stator end, restricting the compact design of the motor. Uneven wire-to-wire gaps are prone to cause short circuits and occupy the heat dissipation at the motor end.

[0009] 5. Disadvantages of traditional bearing structures: The lack of a bearing sleeve makes it inconvenient for bearing installation. The single use of the slip ring structure has potential safety hazards for the release of shaft current, and the single front and rear bearings cannot withstand the impact of large load torques.

[0010] 6. The traditional permanent magnet direct drive motor does not have a bearing bracket, making later maintenance and repair difficult.

[0011] 7. Disadvantages of traditional shafts: The yield strength and tensile strength of carbon structural shafts are weaker than those of alloy steel shafts. There may be a risk of shaft breakage after the motor operating conditions are overloaded.

[0012] 8. Disadvantages of traditional rotor cores: The overall core eddy current loss of the non-segmented rotor core is high, resulting in a decrease in motor efficiency. The centrifugal force borne by the overall core during high-speed rotation is concentrated, lacking stress release, and fatigue cracks are likely to occur in relatively weak places of the magnetic isolation bridge, which may amplify electromagnetic vibration and cause excessive noise. The entire core makes the axial number of each embedded permanent magnet too large. The length of the permanent magnet generally does not exceed 100 mm and it is a fragile item, increasing the difficulty of inserting the permanent magnet into the core slot. Summary of the Invention

[0013] In view of the above problems, the present invention provides a marine direct drive permanent magnet synchronous motor and a manufacturing method thereof, aiming to achieve a low-speed navigation mode, which is more conducive to energy conservation and emission reduction of ships and saving transportation costs.

[0014] To solve the above problems, the technical solution provided by the present invention is as follows:

[0015] The marine direct drive permanent magnet synchronous motor includes a rotor, a slip ring, a front bearing cover, a cylindrical roller bearing, a deep groove ball bearing, an end cover, a stator, a junction box, a bearing inner cover, a bearing sleeve, a rear bearing cover, a round nut, a resolver, a raised face plate type butt-welded steel flange, a bearing bracket, and a spiral water channel water-cooled machine base, wherein:

[0016] The conductive ring is installed on the end face of the front bearing outer cover through circumferentially distributed screws; the end cover is connected to the spiral water channel water-cooled machine base through circumferentially distributed screws and is fitted with the spiral water channel water-cooled machine base through a spigot; the front bearing outer cover, the bearing inner cover, and the rear bearing outer cover are respectively connected to the bearing sleeve through circumferentially distributed screws; the spigots of the front bearing outer cover and the rear bearing outer cover are positioned at the outer end face of the bearing sleeve; the spigot of the bearing inner cover is positioned at the inner end face of the bearing sleeve; the cylindrical roller bearing and the deep groove ball bearing are installed in the inner ring of the bearing sleeve; the interiors of the cylindrical roller bearing and the deep groove ball bearing are fixed by the shaft step, and the exterior of the cylindrical roller bearing is tightened by a round nut; the bearing sleeve is installed in the inner ring of the end cover and fixed by circumferentially distributed screws; the bearing support is fixed in the inner ring of the spiral water channel water-cooled machine base; the bearing support has a clearance fit with the shaft; after removing the end cover, the bearing support supports the entire rotor; the stator part of the resolver is embedded in the rear bearing outer cover, and the rotor part of the resolver is positioned on the shaft through a keyway and a shaft snap ring; the raised face plate type butt-welded steel flange is welded to the left and right ends of the outer peripheral plate of the machine base; the rotor is positioned by the cylindrical roller bearings and the deep groove ball bearings at the front and rear ends; the junction box is welded directly above the stator and the spiral water channel water-cooled machine base.

[0017] Preferably, the spiral water channel water-cooled machine base includes a machine base end ring, the machine base outer peripheral plate, the machine base inner peripheral plate, and the machine base spiral water channel. Among them, the machine base end rings are welded to the front and rear end faces of the machine base outer peripheral plate and the machine base inner peripheral plate respectively; the machine base spiral water channels are welded to the outer surface of the machine base inner peripheral plate at uniform intervals; the machine base inlet and outlet water process piles and the raised face plate type butt-welded steel flanges for the inlet and outlet of cooling water are welded to the left and right ends of the machine base outer peripheral plate.

[0018] Preferably, the wall thickness range of the water channel of the machine base spiral water channel is 8 mm to 12 mm, and the welding interval is set to ensure the cross-sectional water flow and water pressure requirements; the cross-sectional water flow through the machine base spiral water channel is greater than the cross-sectional area of the inlet and outlet of the spiral water channel water-cooled machine base; the distance between the non-wire outlet end of the coil on the machine base inner peripheral plate and the machine base end ring is lengthened by 50 mm to 100 mm according to the actual length of the coil end to ensure the creepage distance of the coil end; the distance between the wire outlet end of the coil on the machine base inner peripheral plate and the machine base end ring is lengthened by 50 mm to 100 mm according to the actual length of the coil end to ensure the creepage distance of the coil end.

[0019] Preferably, the stator comprises support rods, lead ring U, lead ring V, lead ring W, hard winding coils, and a stator core, wherein: the support rods are evenly distributed at the front and rear ends of the stator core, and the inner circle where the support rods are distributed is larger than the outer circle of the lead ring U; the lead ring U is tied to the support rods; the lead ring V and the lead ring W are respectively tied to the nose ends of the hard winding coils; both ends of the hard winding coils are tied with pt10 and winding heating tapes, and stator lead-out wires are welded to the lead ring U, the lead ring V (203), and the lead ring W.

[0020] Preferably, the number of the support rods is 6 to 12 at the front and the rear respectively; the spacing between the lead ring U, the lead ring V, and the lead ring W is evenly distributed in three layers according to the cross-sectional areas of the lead ring U, the lead ring V, and the lead ring W (204) and the size of the yoke part of the stator punching sheet, and shall not exceed the outer circle and the inner circle of the stator punching sheet; the hard winding coils adopt MYFEB-30 / 180 double imide film 1 / 2 overlapping and sintering flat copper wires.

[0021] Preferably, the rotor includes the shaft, A-section sub-rotor core, B-section sub-rotor core, rotor end plate, first equal-length double-headed stud, stainless steel hexagon flange nut, rotor core key, rotor baffle, A-section rotor punching, B-section rotor punching, rotor magnet, epoxy potting adhesive, second equal-length double-headed stud, wherein: the rotor core of the rotor includes the A-section sub-rotor core and the B-section sub-rotor core; the A-section sub-rotor core and the B-section sub-rotor core are arranged alternately; the rotor core is divided into integer segments; the rotor core is alternately pressed into the shaft starting from the A-section sub-rotor core or the B-section sub-rotor core, and at the same time, the rotor core key is pressed in; the left and right ends of the rotor core are closed by the rotor end plate; the first equal-length double-headed stud passes through the ￠H hole of the rotor end plate, the A-section ventilation hole of the A-section sub-rotor core, and the B-section ventilation hole of the B-section sub-rotor core, and then the two ends of the first equal-length double-headed stud are locked by the stainless steel hexagon flange nut; the front end of the rotor core is fixed by the internal thread of the inner ring of the rotor baffle, and the rear end is locked at the step position of the shaft; the ￠K large holes and ￠k small holes are staggered in size and evenly distributed on the A-section rotor punching and the B-section rotor punching; the angle between adjacent ￠K large holes and ￠k small holes is equal; the distribution positions of the ￠K large holes on the A-section rotor punching correspond to the distribution positions of the ￠k small holes on the B-section rotor punching; the distribution positions of the ￠k small holes on the A-section rotor punching correspond to the distribution positions of the ￠K large holes on the B-section rotor punching; the A-section sub-rotor core and the B-section sub-rotor core are respectively embedded with the rotor magnet; each section of the rotor core is encapsulated by the epoxy potting adhesive; after the second equal-length double-headed stud passes through and is fixed by the ￠k small hole of the A-section rotor punching or the B-section rotor punching, the two ends are locked by the stainless steel hexagon flange nut; if the connection between the rotor core and the rotor end plate is the A-section sub-rotor core, the distribution of the ￠K large holes on the rotor end plate is the same as that of the ￠K large holes on the B-section rotor punching; if the connection between the rotor core and the rotor end plate is the B-section sub-rotor core, the distribution of the ￠K large holes on the rotor end plate is the same as that of the ￠K large holes on the A-section rotor punching; the part of the second equal-length double-headed stud extending out of the core of the A-section sub-rotor core and the stainless steel hexagon flange nut enter the ￠K large hole of the B-section sub-rotor core or the ￠K large hole of the rotor end plate when stacked; the part of the second equal-length double-headed stud extending out of the core of the B-section sub-rotor core and the stainless steel hexagon flange nut enter the ￠K large hole of the A-section sub-rotor core or the ￠K large hole of the rotor end plate when stacked.

[0022] Preferably, the shaft is made of alloy steel forging 42CrMoA through quenching and tempering treatment; the yield strength and tensile strength of the shaft are greater than the requirements under overload impact conditions; the rotor end plate, the first equal-length stud, and the second equal-length stud are all made of stainless steel materials.

[0023] The manufacturing method of the stator of the marine direct-drive permanent magnet synchronous motor includes the following steps:

[0024] Sa100. Stack the stator core by using a straight key translation skewed slot structure; place a tooth pressing plate at the lower end of the stacking position of the stator core; then stack the stator punching sheets in sequence to form the stator core; place the tooth pressing plate on the upper end face of the stator core; press the stator punching sheets and the tooth pressing plate tightly on a hydraulic press; place a steel plate with a preset thickness in the buckle slot as a buckle in the pressure maintaining state, and weld the buckle to the outer circle of the stator core; bend the end of the buckle and then weld it to the tooth pressing plate; turn the outer circle of the stator core.

[0025] Sa200. Install the stator core into the spiral water channel water-cooled machine base; fix the stator core and the spiral water channel water-cooled machine base through the interference of hot sleeve.

[0026] Sa300. Manufacture the hard winding coil; use MYFEB-30 / 180 double imide film to half-wrap and sinter flat copper wire; after the flat copper wire is formed by swelling, the inter-turn of the straight part is gelled, and after the wire height and wire width are controlled to meet the slot size requirements, it becomes the formed hard winding coil; the hard winding coil is half-wrapped with 2 layers of H-class imide-reinforced mica tape with less glue, and then flat-wrapped with 1 layer of alkali-free tape; the straight double-sided insulation thickness of the hard winding coil is controlled at 0.9 mm, and the end turning part and the nose end of the hard winding coil are wrapped with imide film again, and half-wrapped with 0.1×25 polyester tape.

[0027] Sa400. Insert and connect the wires of the stator core with the spiral water channel water-cooled machine base; when winding the wires, the two ends of the stator core adopt a double-layer slot insulation structure; the lead welding points are wrapped with multi-glue mica and imide film to increase the insulation strength; the three-phase windings adopt the lead ring U(202), the lead ring V(203), and the lead ring W(204) structure; the lead ring U(202), the lead ring V(203), and the lead ring W(204) are tied and fixed at the end through dipping paint; install the winding temperature measuring PT100 and the winding heating tape at both ends of the hard winding coil.

[0028] Sa500. Shape the stator core with the spiral water channel water-cooled machine base, and finally adopt the double insulation process of VPI vacuum pressure impregnation and epoxy resin vacuum potting.

[0029] The manufacturing method of the rotor of the marine direct-drive permanent magnet synchronous motor described above includes the following steps:

[0030] Sb100. Manufacture the shaft by a machining center; forge and perform quenching and tempering treatment on the shaft;

[0031] Sb200. Stack and form the A-section sub-rotor iron core and the B-section sub-rotor iron core respectively; lock each A-section sub-rotor iron core and the B-section sub-rotor iron core with the stainless steel hexagon flange face nut and the second equal-length double-headed stud;

[0032] Sb300. Embed the A-section sub-rotor iron core and the B-section sub-rotor iron core into the rotor permanent magnet respectively and cure with glue;

[0033] Sb400. Press the rotor end plate onto the shaft; staggeredly press the rotor iron core into the shaft starting from the A-section sub-rotor iron core or the B-section sub-rotor iron core, and stack the A / B-section rotor iron cores into the shaft alternately in sequence, and at the same time press in the rotor iron core key for fixation; finally, encapsulate with the rotor end plate;

[0034] Sb500. Screw in the rotor baffle, lock the rotor end plate through the inner ring thread of the rotor baffle, and perform argon arc welding spot welding at three places along the circumference of the rotor baffle.

[0035] Compared with the prior art, the present invention has the following advantages:

[0036] 1. Disadvantages of the traditional stator iron core: The stator iron core adopts a spiral inclined slot, and the slot shape after the stator is inclined is a spiral surface. After the stator coil is embedded, it cannot be flattened against the bottom and both sides of the slot, and the straight part of the stator coil will be distorted, which will damage the insulation of the coil and pose a safety hazard.

[0037] Advantages of the present invention: The parallel inclined slot has no such disadvantages.

[0038] 2. Disadvantages of the traditional water-cooled machine base: The machine base adopts a straight bar return water channel, and the long-distance return causes the flow rate attenuation of the distal water channel, which is easy to form the phenomenon of "uneven heat and cold". Especially under high-power working conditions, local high temperature may be caused, reducing the cooling efficiency.

[0039] Advantages of the present invention: The spiral water channel splicing weld adopts a double Y-shaped groove, which can improve the welding quality of the welded machine base, reduce the risk of water leakage, and the inner and outer surfaces are welded with spiral water channels. This structure has high heat exchange efficiency, can well dissipate the heat generated during the operation of the motor and shield the heat radiation of the external environment, reduce the motor temperature rise while better matching the high power density of the permanent magnet motor, effectively reduce the volume of the motor, and is suitable for the limited space of the cabin.

[0040] 3. Disadvantages of traditional stator coils: The coils use thin-film wrapped flat copper wires. The combination of the thin film and the copper wire may not be tight, and air gaps are likely to remain, which can easily cause partial discharge breakdown under high voltage, accelerating insulation aging. Moreover, the mechanical strength is insufficient, the winding layer is prone to bending and delamination, and the unsintered thin film layer is likely to infiltrate moisture, reducing the insulation resistance value. Without a coil expansion pad, vacuum impregnation cannot effectively fill the gap between slots.

[0041] Advantages of the present invention: Compared with traditional hard coils, sintered flat copper wires not only have higher tensile strength and bending resistance, but also can significantly improve the copper filling rate in the stator punching slots, which is beneficial to the high power factor goal of the motor. It has a higher filling coefficient: The shape of the flat copper wire enables it to be arranged more closely in the coil, thus increasing the filling coefficient and current density of the coil. It can have better heat dissipation performance. The flat copper wire has a larger surface area, which is beneficial to heat dissipation, thereby improving the operating stability of the motor.

[0042] 4. Design advantages of the coil expansion pad: When the stator coil is embedded in the punching slot, since there is a certain gap left in the punching slot to avoid accidentally damaging the coil insulation due to too tight tolerance during wire insertion, after the slot wedge seals the slot, in order to prevent the upper coil from loosening, an expansion pad is placed under the slot wedge. The expansion pad can allow vacuum impregnation to effectively fill the gap between the coil and the punching slot, increase the paint hanging amount in the stator core slot, enhance the insulation performance of the coil, and can also prevent the slot wedge from flanging and falling off.

[0043] 5. Disadvantages of the traditional stator core wire embedding and wiring process: Using a single-layer slot insulation structure, once the single-layer insulation is damaged, it will directly cause a short circuit between the winding and the iron core, resulting in a relatively high failure rate. The lack of a lead ring structure leads to the crossing of lead wire harnesses, chaotic bending angles, and it occupies additional space at the stator end, restricting the compact design of the motor. Uneven wire-to-wire gaps are likely to cause short circuits and occupy the heat dissipation at the motor end.

[0044] Advantages of the present invention: The double-layer slot insulation structure is adopted at the slot openings at both ends of the iron core, and the lead welding points are wrapped with multi-layer mica and imide film to increase the insulation strength, significantly improving the insulation and mechanical properties of the winding during the operation of the motor. The three-phase windings adopt a lead copper ring structure, simplifying the winding connection process, reducing the number of welding points, and facilitating the arrangement of stator leads. The lead ring is fixed at the end through impregnation to prevent loosening caused by motor vibration, improving the reliability of the motor.

[0045] 6. Disadvantages of the traditional bearing structure: The lack of a bearing sleeve makes it inconvenient to install the bearing. Using only a conductive ring structure for shaft current discharge has potential safety hazards. A single bearing at the front and rear cannot withstand the impact of large load torques.

[0046] Advantages of the present invention: There are bearing sleeves on both the front and rear bearings in the radial direction, which facilitates the assembly of the motor bearings. Circular nuts are provided axially to prevent axial movement. The contact surface between the bearing sleeve and the bearing adopts a polymer electroplated insulating layer, which effectively isolates and inhibits the generation of shaft current. Moreover, the bearing cover is inlaid with a conductive ring. As a safety discharge device, the conductive ring serves to divert the shaft current and discharge it to the ground, thereby preventing the shaft current from flowing through the bearing to ensure the safety of the bearing. The double-insurance bearing insulation structure extends the service life and safe operating cycle of the entire motor. Both the front and rear bearing covers have oil injection and drainage holes, the inner cover has an oil storage groove, and the rear bearing cover is equipped with a resolver at the tail, which is convenient for the detection and protection of the motor. The entire motor bearing adopts a two-column and one-ball structure, with a deep groove ball bearing + cylindrical roller bearing at the load end and a cylindrical roller bearing at the rear end, which can withstand the impact load of an MW-class direct-drive permanent magnet rotor.

[0047] 7. Traditional permanent magnet direct-drive motors do not have bearing brackets, making later maintenance and repair difficult.

[0048] Advantages of the bearing bracket of the present invention: When the bearing needs to be replaced due to an abnormality, after removing the front cover or the rear cover, the bearing bracket supports the entire rotor component, preventing the stator and rotor from attracting each other. The abnormal bearing can be directly replaced on the shaft, and at this time, the rotor component does not need to be withdrawn from the stator core, which facilitates the later maintenance and repair of the motor. After replacing the bearing and installing the end cover and the bearing sleeve, the inner ring of the bearing bracket and the shaft are in clearance fit and do not function during the normal operation of the motor.

[0049] 8. Disadvantages of traditional shafts: The yield strength and tensile strength of carbon structural shafts are weaker than those of alloy steel shafts, and there may be a risk of shaft breakage after the motor operating conditions are overloaded.

[0050] Advantages of the present invention: The shaft is made of high-quality alloy steel forging 42CrMoA and is subjected to quenching and tempering treatment. The yield strength and tensile strength are greater than the requirements under overload impact conditions and meet the requirements of MW-class direct-drive propellers.

[0051] 9. Advantages of the rotor end plate and the equal-length stud: Both are made of stainless steel, adapting to environmental impacts such as ship salt spray and high humidity.

[0052] 10. Disadvantages of traditional rotor cores: The overall core eddy current loss of the non-segmented rotor core is high, resulting in a decrease in motor efficiency. The centrifugal force borne by the overall core during high-speed rotation is concentrated, lacking stress release, and fatigue cracks are likely to occur in relatively weak places of the magnetic isolation bridge, which may amplify electromagnetic vibration and cause excessive noise. The integral core makes the axial number of each embedded permanent magnet too large. The length of the permanent magnet generally does not exceed 100 mm and it is a fragile item, increasing the difficulty of inserting the permanent magnet into the core slot.

[0053] Advantages of the present invention: Embedded permanent magnets improve the field weakening performance, featuring low-speed high-torque output, strong overload capacity, and a wide speed regulation range; the entire rotor adopts a segmented rotor core in the form of A / B segmentation. After the rotor is segmented and embedded with permanent magnets, it is cured and laminated, eliminating secondary damage to the installation of permanent magnets, improving product quality, and facilitating the thermal shrinkage of the rotor core onto the shaft; when the core is laminated, the spring opening degree is large, and segmentation improves the lamination quality. The segmented rotor cores only have staggered distribution of mounting holes ￠K and ￠k, improving product versatility; each segment of the core is filled with epoxy resin for the permanent magnet to ensure that the permanent magnet is not affected by centrifugal force and does not undergo relative extrusion and movement along the circumferential direction, thus causing the risk of demagnetization; the ventilation holes in the rotor punching sheet and end plate are beneficial for motor heat dissipation and also reduce the rotor weight, providing guarantee for the installation of MW-class permanent magnet motor rotors. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] Figure 1 is a schematic diagram of the overall structure of a marine direct-drive permanent magnet synchronous motor according to a specific embodiment of the present invention;

[0055] Figure 2 is a schematic diagram of the structure of a spiral water channel water-cooled machine base according to a specific embodiment of the present invention;

[0056] Figure 3a is a schematic sectional view of the water jacket of a spiral water channel water-cooled machine base according to a specific embodiment of the present invention;

[0057] Figure 3b is a schematic diagram of the spiral water channel of a spiral water channel water-cooled machine base according to a specific embodiment of the present invention;

[0058] Figure 4 is a schematic diagram of the structure of a stator core with windings according to a specific embodiment of the present invention;

[0059] Figure 5 is a schematic diagram of the coil slot-embedding structure of a stator core with windings according to a specific embodiment of the present invention;

[0060] Figure 6 is a schematic diagram of the A / B segmented structure of the motor rotor according to a specific embodiment of the present invention;

[0061] Figure 7a is a schematic diagram of the parallel inclined slots of the stator core according to a specific embodiment of the present invention;

[0062] Figure 7b is Figure 7a a partial enlarged schematic view at II of;

[0063] Figure 8a is a schematic diagram of the installation structure of the stator punching sheets laminated into a core according to a specific embodiment of the present invention;

[0064] Figure 8b is a partial enlarged schematic view of the installation structure of the stator punching sheets laminated into a core according to a specific embodiment of the present invention;

[0065] Figure 9a Schematic diagram of the structure of the stator coil inserted into the punching sheet slot in a specific embodiment of the present invention;

[0066] Figure 9b Right view schematic diagram of the stator coil inserted into the punching sheet slot in a specific embodiment of the present invention;

[0067] Figure 10 Schematic diagram of the structure of the direct-drive permanent magnet rotor in a specific embodiment of the present invention;

[0068] Figure 11a Schematic diagram of the structure of the A-section rotor punching sheet in a specific embodiment of the present invention;

[0069] Figure 11b Schematic diagram of the structure of the B-section rotor punching sheet in a specific embodiment of the present invention;

[0070] Figure 12a Front view schematic diagram of the A-section sub-rotor iron core in a specific embodiment of the present invention;

[0071] Figure 12b Side view schematic diagram of the A-section sub-rotor iron core in a specific embodiment of the present invention;

[0072] Figure 13a Front view schematic diagram of the B-section sub-rotor iron core in a specific embodiment of the present invention;

[0073] Figure 13b Side view schematic diagram of the B-section sub-rotor iron core in a specific embodiment of the present invention;

[0074] Figure 14a Schematic diagram of the structure of the rotor end plate applicable to connecting the A-section sub-rotor iron core in a specific embodiment of the present invention;

[0075] Figure 14b Schematic diagram of the structure of the rotor end plate applicable to connecting the B-section sub-rotor iron core in a specific embodiment of the present invention;

[0076] Figure 15 Overall appearance schematic diagram of the motor rotor in a specific embodiment of the present invention;

[0077] Figure 16 Overall appearance schematic diagram of the motor structure in a specific embodiment of the present invention.

[0078] Wherein: 1. Rotor, 2. Slip ring, 3. Front bearing cover, 4. Cylindrical roller bearing, 5. Deep groove ball bearing, 6. End cover, 7. Stator, 8. Junction box, 9. Bearing inner cover, 10. Bearing sleeve, 11. Rear bearing cover, 12. Round nut, 13. Resolver, 14. Raised face slip-on-welding steel flange, 15. Bearing support, 16. Screw-type water channel water-cooled machine base, 101. Machine base end ring, 102. Machine base outer panel, 103. Machine base inner panel, 104. Machine base screw water channel, 103A. Non-outlet end of coil, 103B. Outlet end of coil, 105. Process pile for machine base water inlet and outlet, 201. Support rod, 202. Lead ring U, 203. Lead ring V, 204. Lead ring W, 205. Rigid winding coil, 206. Stator core, 207. Retaining plate groove, 208. Retaining plate, 209. Tooth pressure plate, 210. Stator coil, 211. Slot wedge, 212. Expansion pad, 205A. Straight line, 205B. End turning, 205C. Nose end, 301. Shaft, 302. Section A split rotor core, 303. Section B split rotor core, 304. Rotor end plate, 305. First equal-length stud, 306. Stainless steel hexagon flange nut, 307. Rotor core key, 308. Rotor baffle, 309. Section A rotor punching, 310. Section B rotor punching, 311. Rotor permanent magnet, 312. Epoxy potting adhesive, 313. Second equal-length stud, 314. Large hole of diameter K, 315. Hole of diameter H, 316. Small hole of diameter k, 302M. Ventilation hole of section A, 303M. Ventilation hole of section B, 304N. Ventilation hole of end plate Detailed implementation mode

[0079] The present invention will be further clarified below in conjunction with specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and not to limit the scope of the present invention. After reading the present invention, various equivalent modifications made by those skilled in the art to the present invention fall within the scope defined by the appended claims of this application.

[0080] As Figure 1 、 2 shown in Figures 11 and 16, the marine direct-drive permanent magnet synchronous motor includes a rotor 1, a slip ring 2, a front bearing cover 3, a cylindrical roller bearing 4, a deep groove ball bearing 5, an end cover 6, a stator 7, a junction box 8, a bearing inner cover 9, a bearing sleeve 10, a rear bearing cover 11, a round nut 12, a resolver 13, a raised face slip-on-welding steel flange 14, a bearing support 15, and a screw-type water channel water-cooled machine base 16, wherein:

[0081] The slip ring 2 is mounted on the end face of the front bearing cover 3 by circumferentially distributed screws; the end cover 6 is connected to the spiral water-cooled frame 16 by circumferentially distributed screws and is fitted with the spiral water-cooled frame 16 through a spigot; the front bearing cover 3, the bearing inner cover 9, and the rear bearing cover 11 are respectively connected to the bearing sleeve 10 by circumferentially distributed screws; the spigots of the front bearing cover 3 and the rear bearing cover 11 are positioned at the outer end face of the bearing sleeve 10; the spigot of the bearing inner cover 9 is positioned at the inner end face of the bearing sleeve 10; the cylindrical roller bearing 4 and the deep groove ball bearing 5 are installed in the inner ring of the bearing sleeve 10; the inside of the cylindrical roller bearing 4 and the deep groove ball bearing 5 is fixed by the shaft step, and the outside of the cylindrical roller bearing 4 is tightened by a round nut; the bearing sleeve 10 is installed in the inner ring of the end cover 6 and fixed by circumferentially distributed screws; the bearing bracket 15 is fixed in the inner ring of the spiral water-cooled frame 16; the bearing bracket 15 has a clearance fit with the shaft 301; after removing the end cover 6, the bearing bracket 15 supports the entire rotor 1; the stator part of the resolver 13 is embedded in the rear bearing cover 11, and the rotor part of the resolver 13 is positioned on the shaft 301 through a keyway and a shaft snap ring; the raised face plate type butt-welded steel flange 14 is welded to the left and right ends of the frame outer plate 102; the rotor 1 is positioned by the cylindrical roller bearing 4 and the deep groove ball bearing 5 at the front and rear ends; the junction box 8 is welded directly above the stator 7 and the spiral water-cooled frame 16.

[0082] As Figure 3a , Figure 3b shown, it should be noted that the spiral water-cooled frame 16 includes a frame end ring 101, a frame outer plate 102, a frame inner plate 103, and a frame spiral water channel 104. Among them, the frame end ring 101 is welded to the front and rear end faces of the frame outer plate 102 and the frame inner plate 103 respectively; the frame spiral water channels 104 are welded to the outer surface of the frame inner plate 103 at uniform intervals; the frame inlet and outlet water process piles 105 for the inlet and outlet of cooling water and the raised face plate type butt-welded steel flange 14 are welded to the left and right ends of the frame outer plate 102.

[0083] It should be further noted that the inner and outer cylinders of the frame spiral water channel 104 are integrally formed by rolling high-quality carbon steel plates, and the splicing welds adopt double Y-shaped grooves. All the welds of the spiral water-cooled frame 16 are made by argon arc welding. After forming, stress relief annealing, surface sandblasting and rust prevention treatment are carried out. The workpiece sealing reliability is checked by high-pressure water testing. The frame spiral water channels 104 are welded on the inner and outer surfaces. This structure has high heat exchange efficiency, can well dissipate the heat generated during the operation of the motor and shield the heat radiation of the external environment, reduce the motor temperature rise, and at the same time can better match the high power density of the permanent magnet motor, effectively reduce the volume of the motor, and is suitable for the limited space of the cabin.

[0084] It should be further noted that the carved space gaps between the non-outlet end 103A and the outlet end 103B of the coil of the spiral water channel water-cooled machine base 16 not only provide sufficient heat dissipation space for the coil, but also save the effective cooling length of the spiral water channel water-cooled machine base 16, reduce the weight of the spiral water channel water-cooled machine base 16, and at the same time, the outlet end gap is used to weld the water leakage alarm device.

[0085] In this specific embodiment, the thickness range of the water channel wall of the machine base spiral water channel 104 is 8 mm to 12 mm, and the welding interval is set to ensure the cross-sectional water flow and water pressure requirements; the cross-sectional water flow through the cross-section formed by the machine base spiral water channel 104 is greater than the cross-sectional areas of the inlet and outlet of the spiral water channel water-cooled machine base 16; the distance between the non-outlet end 103A of the coil of the inner enclosing plate 103 of the machine base and the machine base end ring 101 is lengthened by 50 mm to 100 mm according to the actual length of the coil end, to ensure the creepage distance of the coil end; the distance between the outlet end 103B of the coil of the inner enclosing plate 103 of the machine base and the machine base end ring 101 is lengthened by 50 mm to 100 mm according to the actual length of the coil end, to ensure the creepage distance of the coil end.

[0086] As Figure 4 shown, it should be noted that the stator 7 includes support rods 201, lead ring U202, lead ring V203, lead ring W204, hard winding coil 205, and stator core 206, where: the support rods 201 are evenly distributed at the front and rear ends of the stator core 206, and the inner circle where the support rods 201 are distributed is larger than the outer circle of the lead ring U202; the lead ring U202 is tied to the support rods 201; the lead ring V203 and the lead ring W204 are respectively tied to the nose ends of the hard winding coil 205; the two ends of the hard winding coil 205 are tied with pt10 and winding heating tapes, and stator lead-out wires are welded to the lead ring U202, the lead ring V203, and the lead ring W204. The number and size of the stator leads welded to each of the lead ring U202, the lead ring V203, and the lead ring W204 depend on the electric current density of the motor and are used as the three-phase winding connection.

[0087] In this specific embodiment, the number of the support rods 201 is 6 to 12 at the front and rear; the distances between the lead ring U202, the lead ring V203, and the lead ring W204 are evenly distributed in three layers according to the cross-sectional areas of the lead ring U202, the lead ring V203, and the lead ring W204 and the size of the yoke part of the stator punching sheet, and shall not exceed the outer circle and the inner circle of the stator punching sheet; the hard winding coil 205 uses MYFEB-30 / 180 double imide film 1 / 2 overlapping and sintered flat copper wire.

[0088] As Figure 6 、 10, as shown in 11a, 11b, 12a, 12b, 13a, 13b, 14a, 14b, 15, it should be noted that the rotor 1 includes a shaft 301, an A-section split rotor core 302, a B-section split rotor core 303, rotor end plates 304, first equal-length double-headed studs 305, stainless steel hexagonal flange nuts 306, rotor core keys 307, rotor baffles 308, A-section rotor punching sheets 309, B-section rotor punching sheets 310, rotor magnets 311, epoxy potting adhesive 312, and second equal-length double-headed studs 313, where: the rotor core of the rotor 1 includes an A-section split rotor core 302 and a B-section split rotor core 303; the A-section split rotor core 302 and the B-section split rotor core 303 are arranged alternately; the rotor core is divided into integer segments; the rotor core is alternately pressed into the shaft 301 starting from the A-section split rotor core 302 or the B-section split rotor core 303, and at the same time, the rotor core key 307 is pressed in; the left and right ends of the rotor core are closed by the rotor end plates 304; the first equal-length double-headed studs 305 pass through the ¢H holes 315 of the rotor end plates 304, the A-section ventilation holes 302M of the A-section split rotor core 302, and the B-section ventilation holes 303M of the B-section split rotor core 303, and then the two ends of the first equal-length double-headed studs 305 are locked by the stainless steel hexagonal flange nuts 306; the front end of the rotor core is fixed by the inner ring thread of the rotor baffle 308, and the rear end is locked at the step position of the shaft 301; on the A-section rotor punching sheets 309 and the B-section rotor punching sheets 310, ¢K large holes 314 and ¢k small holes 316 are staggered in size and evenly distributed; the angle between adjacent ¢K large holes 314 and ¢k small holes 316 is equal; the distribution positions of the ¢K large holes 314 on the A-section rotor punching sheets 309 correspond to the distribution positions of the ¢k small holes 316 on the B-section rotor punching sheets 310; the distribution positions of the ¢k small holes 316 on the A-section rotor punching sheets 309 correspond to the distribution positions of the ¢K large holes 314 on the B-section rotor punching sheets 310; the A-section split rotor core 302 and the B-section split rotor core 303 are respectively embedded with rotor magnets 311; each section of the rotor core is encapsulated by the epoxy potting adhesive 312; after the second equal-length double-headed studs 313 pass through the ¢k small holes 316 of the A-section rotor punching sheets 309 or the B-section rotor punching sheets 310 and are fixed, the two ends are locked by the stainless steel hexagonal flange nuts 306; if the connection between the rotor core and the rotor end plate 304 is the A-section split rotor core 302, the distribution of the ¢K large holes 314 on the rotor end plate 304 is the same as that of the ¢K large holes 314 on the B-section rotor punching sheets 310; if the connection between the rotor core and the rotor end plate 304 is the B-section split rotor core 303, the distribution of the ¢K large holes 314 on the rotor end plate 304 is the same as that of the ¢K large holes 314 on the A-section rotor punching sheets 309; the part of the second equal-length double-headed studs 313 extending out of the core of the A-section split rotor core 302 and the stainless steel hexagonal flange nuts 306 are stacked and enter the ¢K large holes 314 of the B-section split rotor core 303 or enter the ¢K large holes 314 of the rotor end plate 304;The second equal-length stud 313 of the B-section split rotor core 303 extends out of the core part, and when the stainless steel hexagon flange nut 306 is stacked and pressed, it enters the large hole 314 of diameter K of the A-section split rotor core 302 or the large hole 314 of diameter K of the rotor end plate 304.

[0089] It should be further noted that the shaft 301 is made of alloy steel forging 42CrMoA through quenching and tempering treatment; the yield strength and tensile strength of the shaft 301 are greater than the requirements under overload impact conditions; the rotor end plate 304, the first equal-length stud 305, and the second equal-length stud 313 are all made of stainless steel materials to adapt to the environmental influences such as ship salt spray and high humidity. The entire rotor adopts the A / B-section split rotor core form. The A / B sections self-lock the rotor magnets 311 of each section through stainless steel equal-length studs, and as a whole, they are fixed to both ends of the rotating shaft through the first equal-length stud 305, the second equal-length stud 313, and the rotor end plate 304. The rotor baffle 308 is thread-positioned to prevent axial displacement of the rotor core; the rotor core and the shaft 301 are double-insured by shrink fit and the rotor core key 307 to prevent radial displacement.

[0090] It should be further noted that the entire length L1 of the rotor core is divided into several integer segments n of A / B, and the A / B segments are of equal length, with the length L = L1 / n. The length L is equal to the length of the rotor magnet 311.

[0091] In this specific embodiment, the yield strength of the shaft 301 ≥ 560 MPa and the tensile strength ≥ 800 MPa, meeting the requirements of MW-class direct-drive propellers.

[0092] It should be further noted that the embedded magnet segmented rotor core improves the weak magnetic performance and has the characteristics of low-speed large torque output, strong overload capacity, and wide speed regulation range; the entire rotor 1 adopts the form of the A-section split rotor core 302 and the B-section split rotor core 303. After the rotor magnets 311 are segmented and embedded in the rotor core, they are cured and stacked and formed, eliminating secondary damage to the installation of the rotor magnets 311, improving the product quality, and facilitating the shrink-fit of the rotor core onto the shaft 301; when the core is stacked, the spring opening degree is large, and segmentation improves the stacking quality. The large holes and small holes of the large hole 314 of the ¢k holes 314 of the A-section split rotor core 302 and the B-section split rotor core 303 are staggered, improving the product versatility; the rotor magnets 311 of each section of the core are filled with epoxy resin sealant to ensure that the magnets are not affected by centrifugal force and do not undergo relative extrusion and movement along the circumferential direction, thus causing the risk of demagnetization; the A-section rotor punching 309, the B-section rotor punching 310, and the end plate ventilation holes 304N are beneficial to motor heat dissipation and also reduce the rotor weight, providing a guarantee for the installation of the MW-class permanent magnet motor rotor.

[0093] As Figure 4 、 5 shown, the manufacturing method of the stator of the marine direct-drive permanent magnet synchronous motor includes the following steps:

[0094] Sa100. Stack the stator core 206 using a straight key translation inclined groove structure; place a tooth pressing plate at the lower end of the stacking position of the stator core 206; then stack the stator punching sheets in sequence to form the stator core 206; place a tooth pressing plate on the upper end face of the stator core 206; press the stator punching sheets and the tooth pressing plate tightly on a hydraulic press; place a steel plate with a preset thickness in the retaining plate groove as a retaining plate in the pressure maintaining state, and weld the retaining plate to the outer circle of the stator core 206; bend the end of the retaining plate and then weld it to the tooth pressing plate; turn the outer circle of the stator core 206.

[0095] Sa200. Install the stator core 206 into the spiral water channel water-cooled machine base 16; fix the stator core 206 and the spiral water channel water-cooled machine base 16 through the interference fit of hot sleeve.

[0096] Sa300. Manufacture the hard winding coil 205; use MYFEB-30 / 180 double imide film to half-wrap and sinter the flat copper wire; after the flat copper wire is formed by swelling, the inter-turn of the straight part is gelatinized, and after the wire height and wire width are controlled to meet the slot size, it becomes the formed hard winding coil 205; the straight part (205A) of the hard winding coil 205 and the end turning part (205B), nose end (205C) are half-wrapped with 2 layers of H-class imide-reinforced mica tape with less glue, and then flat-wrapped with 1 layer of 0.1*25 alkali-free tape; the bilateral insulation thickness of the straight part (205A) of the hard winding coil 205 is controlled at 0.9 mm, and after the end turning part 205B and nose end 205C of the hard winding coil 205, it is wrapped with imide film and half-wrapped with 0.1×25 polyester tape.

[0097] Sa400. Insert and connect the wires of the stator core 206 with the spiral water channel water-cooled machine base 16; when winding the wires, the two ends of the stator core 206 adopt a double-layer slot insulation structure; the lead welding points are wrapped with multi-glue mica and imide film to increase the insulation strength; the three-phase windings adopt the structure of lead ring U202, lead ring V203 and lead ring W204; the lead ring U202, lead ring V203 and lead ring W204 are tied and fixed at the end through dipping paint; install the winding temperature measuring PT100 and winding heating tape at both ends of the hard winding coil 205.

[0098] Sa500. Shape the stator core 206 with the spiral water channel water-cooled machine base 16, and finally adopt the double insulation process of VPI vacuum pressure impregnation and epoxy resin vacuum potting.

[0099] It should be noted that the coils of the stator core 206 adopt MYFEB-30 / 180 double imide film 1 / 2 lapped and sintered flat copper wires, which not only have higher tensile strength and bending resistance, but also can significantly improve the copper filling rate in the stator punching slots, facilitating the high power factor target of the motor. The lead welding points are wrapped with multi-layer mica and imide film to increase the insulation strength, significantly enhancing the winding insulation and mechanical properties during the operation of the motor. The three-phase windings adopt a lead copper ring structure, simplifying the winding connection process, reducing the welding points, and facilitating the arrangement of the stator leads. The lead ring is fixed at the end by impregnating varnish, preventing loosening caused by motor vibration and improving the reliability of the motor. The winding temperature measuring PT100 is connected to both ends of the coil winding to effectively monitor the internal temperature of the motor. Similarly, a moisture-proof heating tape is connected to both ends of the coil winding to prevent internal condensation of the motor under high humidity and temperature conditions.

[0100] It should be further noted that due to the difficulty in machining the rotor segmented skewed slots, stator skewed slots are adopted. Stator skewed slots are generally divided into spiral skewed slots and parallel skewed slots.

[0101] Spiral skewed slots: Taking the first slot of the punching sheet as an example, each punching sheet rotates by an angle around the center point of the punching sheet. This angle is 360° divided by the number of stator slots and then divided by the number of punching sheets of the entire core. During the process, the position of the retaining sheet slot (207) on the outer circle remains unchanged. Finally, the position of the first slot moves gradually from position A to position B.

[0102] As Figure 7a 、 7b shown, parallel skewed slots: Taking the first slot of the punching sheet as an example, each punching sheet moves horizontally by a distance, and this distance, i.e., the arc length, is the inner circle circumference of the punching sheet divided by the number of stator slots and then divided by the number of punching sheets of the entire core. During the process, the position of the retaining sheet slot on the outer circle remains unchanged. Finally, the position of the first slot moves gradually from position C to position D.

[0103] It should be further noted that the advantage of parallel skewed slots over spiral skewed slots is that the bottom and both sides of the slots are flat bottoms instead of spiral surfaces. After the stator coils are embedded, they can be flatly attached to the bottom and both sides of the slots without distortion, and distortion will damage the coil insulation.

[0104] As Figure 8a 、 8bAs shown, it needs to be further explained that a tooth pressure plate is placed at the lower end of the stator core 206, and then the punching sheets are stacked in sequence to form the stator core 206. A tooth pressure plate is placed on the upper end surface of the stator core 206, and the punching sheets and the tooth pressure plate are pressed tightly on the hydraulic press. In the pressure-maintaining state, a 6mm thick steel plate is placed in the buckle slot 207 as a buckle, and the buckle is welded to the outer circle of the stator core 206. The end of the buckle is bent and welded to the tooth pressure plate. The punching sheet, the tooth pressure plate, and the buckle form a whole, so that the stator core 206 has sufficient mechanical strength. The outer circle of the stator core 206 is turned, and turning the outer circle can also improve the finish of the outer circle of the stator core 206, enhance its fit with the machine base, and make it have a higher thermal conductivity with the machine base. The stator core 206 and the spiral water channel water-cooled machine base 16 are fixed by interference, and a higher finish can also increase the torque that can be borne between the two.

[0105] like Figure 9a , 9b As shown, it needs to be further explained that the stator coil 210 is embedded in the punching slot, because the punching slot has a certain gap to prevent the tolerance from being too tight when the line is off, and to prevent the coil from loosening, an expansion pad 212 is placed under the slot wedge 211 to prevent the coil from loosening. The expansion pad 212 allows the vacuum varnish to effectively fill the gap between the coil and the punching slot, increase the amount of paint hanging on the stator core slot, and enhance the insulation performance of the stator coil 210. It can also prevent the slot wedge 211 from flanging and falling off.

[0106] The rotor manufacturing method of a marine direct-drive permanent magnet synchronous motor comprises the following steps:

[0107] Sb100. Shaft 301 is manufactured by machining center; shaft 301 is forged and quenched and tempered.

[0108] Sb200. The segment A rotor core 302 and the segment B rotor core 303 are laminated and formed respectively; each segment A rotor core 302 and segment B rotor core 303 are locked with a stainless steel hexagonal flange nut 306 and a second equal-length stud 313.

[0109] Sb300. The segment A rotor core 302 and segment B rotor core 303 are respectively embedded into the rotor magnetic steel 311 and glued and cured.

[0110] Sb400. The rotor end plate 304 is pressed into the shaft 301; the rotor core is alternately pressed into the shaft 301 starting from the A-section rotor core 302 or the B-section rotor core 303, and the A / B-section rotor cores are alternately pressed into the shaft and stacked in sequence, and the rotor core key 307 is pressed into the shaft to fix it at the same time; finally, it is encapsulated with the rotor end plate 304.

[0111] Insert the rotor baffle 308, lock the rotor end plate 304 through the internal thread of the rotor baffle 308, and perform argon arc spot welding at three places along the circumference of the rotor baffle 308.

[0112] In the above detailed description, various features are combined together in a single embodiment to simplify the present disclosure. This method of disclosure should not be construed as reflecting an intention that the embodiments of the claimed subject matter require more features than those expressly recited in each claim. On the contrary, as reflected in the appended claims, the present invention lies in a state less than all the features of the single disclosed embodiment. Accordingly, the appended claims are hereby expressly incorporated into the detailed description, where each claim stands on its own as a separate preferred embodiment of the present invention.

[0113] The above-described disclosed embodiments are described to enable any person skilled in the art to make or use the present invention. For those skilled in the art, various modifications to these embodiments are obvious, and the general principles defined herein can also be applied to other embodiments without departing from the spirit and scope of the present disclosure. Therefore, the present disclosure is not limited to the embodiments given herein, but is consistent with the broadest scope of the principles and novel features disclosed in this application.

[0114] The foregoing description includes examples of one or more embodiments. Of course, it is not possible to describe all possible combinations of components or methods for the purpose of describing the above embodiments, but those of ordinary skill in the art should recognize that each embodiment can be further combined and arranged. Accordingly, the embodiments described herein are intended to cover all such changes, modifications, and variations that fall within the scope of the appended claims. In addition, with respect to the term "comprising" used in the specification or claims, this term is inclusive in a manner similar to the term "including" as interpreted when used as a transitional word in a claim. Further, any use of the term "or" in the claims or specification is to mean "non-exclusive or".

[0115] The specific embodiments described above further elaborate on the purpose, technical solutions, and beneficial effects of the present invention. It should be understood that the above description is only the specific embodiments of the present invention and is not used to limit the protection scope of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A marine direct-drive permanent magnet synchronous motor, characterized in that: It includes a rotor (1), a slip ring (2), a front bearing cover (3), a cylindrical roller bearing (4), a deep groove ball bearing (5), an end cover (6), a stator (7), a junction box (8), a bearing inner cover (9), a bearing sleeve (10), a rear bearing cover (11), a round nut (12), a resolver (13), a raised face slip-on welded steel flange (14), a bearing support (15), and a spiral water channel water-cooled machine base (16), where: The slip ring (2) is installed on the end face of the front bearing cover (3) by circumferentially distributed screws; the end cover (6) is connected to the spiral water channel water-cooled machine base (16) by circumferentially distributed screws and is fitted with the spiral water channel water-cooled machine base (16) through a spigot; the front bearing cover (3), the bearing inner cover (9), and the rear bearing cover (11) are respectively connected to the bearing sleeve (10) by circumferentially distributed screws; the spigots of the front bearing cover (3) and the rear bearing cover (11) are positioned at the outer end face of the bearing sleeve (10); the spigot of the bearing inner cover (9) is positioned at the inner end face of the bearing sleeve (10); the cylindrical roller bearing (4) and the deep groove ball bearing (5) are installed in the inner ring of the bearing sleeve (10); the interiors of the cylindrical roller bearing (4) and the deep groove ball bearing (5) are fixed by the shaft step; the outside of the cylindrical roller bearing (4) is tightened by a round nut; the bearing sleeve (10) is installed in the inner ring of the end cover (6) and fixed by circumferentially distributed screws; the bearing support (15) is fixed in the inner ring of the spiral water channel water-cooled machine base (16); the bearing support (15) is in clearance fit with the shaft (301); after removing the end cover (6), the bearing support (15) supports the entire rotor (1); the stator part of the resolver (13) is embedded in the rear bearing cover (11), and the rotor part of the resolver (13) is positioned on the shaft (301) by a keyway and a shaft snap ring; the raised face slip-on welded steel flange (14) is welded to the left and right ends of the machine base outer plate (102); the rotor (1) is positioned by the cylindrical roller bearing (4) and the deep groove ball bearing (5) at its front and rear ends; the junction box (8) is welded directly above the stator (7) and the spiral water channel water-cooled machine base (16).

2. The marine direct-drive permanent magnet synchronous motor according to claim 1, characterized in that: The spiral water channel water-cooled machine base (16) includes a machine base end ring (101), the machine base outer plate (102), a machine base inner plate (103), and a machine base spiral water channel (104), where the machine base end ring (101) is welded to the front and rear end faces of the machine base outer plate (102) and the machine base inner plate (103) respectively; the machine base spiral water channel (104) is welded to the outer surface of the machine base inner plate (103) at uniform intervals; the machine base inlet and outlet water process piles (105) for cooling water inlet and outlet and the raised face slip-on welded steel flange (14) are welded to the left and right ends of the machine base outer plate (102).

3. The marine direct-drive permanent magnet synchronous motor according to claim 2, wherein: The wall thickness of the water channel of the machine base spiral water channel (104) ranges from 8 mm to 12 mm, and the welding interval is set to ensure the water flow and water pressure requirements of the cross-sectional area; the water flow through the cross-sectional area formed by the machine base spiral water channel (104) is greater than the cross-sectional areas of the inlet and outlet of the spiral water channel water-cooled machine base (16); the distance between the non-wire outlet end (103A) of the coil on the inner enclosure plate (103) of the machine base and the machine base end ring (101) is lengthened by 50 mm to 100 mm according to the actual length of the coil end, for ensuring the creepage distance of the coil end; the distance between the wire outlet end (103B) of the coil on the inner enclosure plate (103) of the machine base and the machine base end ring (101) is lengthened by 50 mm to 100 mm according to the actual length of the coil end, for ensuring the creepage distance of the coil end.

4. The marine direct-drive permanent magnet synchronous motor according to claim 1, characterized in that: The stator (7) includes a support rod (201), a lead ring U (202), a lead ring V (203), a lead ring W (204), a hard-wound coil (205), and a stator core (206), where: the support rods (201) are evenly distributed at the front and rear ends of the stator core (206), and the inner circle where the support rods (201) are distributed is larger than the outer circle of the lead ring U (202); the lead ring U (202) is tied to the support rod (201); the lead ring V (203) and the lead ring W (204) are respectively tied to the nose ends of the hard-wound coil (205); the two ends of the hard-wound coil (205) are tied with pt10 and a winding heating tape, and stator lead wires are welded to the lead ring U (202), the lead ring V (203), and the lead ring W (204).

5. The marine direct-drive permanent magnet synchronous motor according to claim 4, wherein: The number of the support rods (201) is 6 to 12 at the front and rear respectively; the intervals between the lead ring U (202), the lead ring V (203), and the lead ring W (204) are evenly distributed in three layers according to the cross-sectional area sizes of the lead ring U (202), the lead ring V (203), and the lead ring W (204) and the size of the yoke part of the stator punching sheet, and shall not exceed the outer circle and the inner circle of the stator punching sheet; the hard-wound coil (205) uses MYFEB-30 / 180 double imide film 1 / 2 overlapping and sintered flat copper wire.

6. The marine direct-drive permanent magnet synchronous motor according to claim 1, wherein: The rotor (1) includes the shaft (301), the A-section sub-rotor core (302), the B-section sub-rotor core (303), the rotor end plate (304), the first equal-length double-headed stud (305), the stainless steel hexagon flange nut (306), the rotor core key (307), the rotor baffle (308), the A-section rotor punching (309), the B-section rotor punching (310), the rotor magnet (311), the epoxy potting adhesive (312), and the second equal-length double-headed stud (313), where: The rotor core of the rotor (1) includes the A-section sub-rotor core (302) and the B-section sub-rotor core (303); the A-section sub-rotor core (302) and the B-section sub-rotor core (303) are arranged alternately; the rotor core is divided into integer segments; the rotor core is alternately pressed into the shaft (301) starting from the A-section sub-rotor core (302) or the B-section sub-rotor core (303), and at the same time, the rotor core key (307) is pressed in; the left and right ends of the rotor core are closed by the rotor end plate (304); the first equal-length double-headed stud (305) passes through the ￠H hole (315) of the rotor end plate (304), the A-section ventilation hole (302M) of the A-section sub-rotor core (302), and the B-section ventilation hole (303M) of the B-section sub-rotor core (303), and then the two ends of the first equal-length double-headed stud (305) are locked by the stainless steel hexagon flange nut (306); the front end of the rotor core is fixed by the inner ring thread of the rotor baffle (308), and the rear end is locked to the step position of the shaft (301); the ￠K large holes (314) and ￠k small holes (316) are staggered in size and evenly distributed on the A-section rotor punching (309) and the B-section rotor punching (310); the included angle between adjacent ￠K large holes (314) and ￠k small holes (316) is equal; the distribution positions of the ￠K large holes (314) on the A-section rotor punching (309) correspond to the distribution positions of the ￠k small holes (316) on the B-section rotor punching (310); the distribution positions of the ￠k small holes (316) on the A-section rotor punching (309) correspond to the distribution positions of the ￠K large holes (314) on the B-section rotor punching (310); the A-section sub-rotor core (302) and the B-section sub-rotor core (303) are respectively embedded with the rotor magnet (311); each section of the rotor core is encapsulated by the epoxy potting adhesive (312); after the second equal-length double-headed stud (313) passes through and is fixed by the ￠k small holes (316) of the A-section rotor punching (309) or the B-section rotor punching (310), the two ends are locked by the stainless steel hexagon flange nut (306); if the connection between the rotor core and the rotor end plate (304) is the A-section sub-rotor core (302), then the distribution of the ￠K large holes (314) on the rotor end plate (304) is consistent with the distribution of the ￠K large holes (314) on the B-section rotor punching (310);If the connection between the rotor core and the rotor end plate (304) is the B-section sub-rotor core (303), then the distribution of the large ΦK holes (314) on the rotor end plate (304) is the same as that of the large ΦK holes (314) on the A-section rotor punching sheet (309); when the extended part of the second equal-length stud (313) of the A-section sub-rotor core (302) outside the core and the stainless steel hexagon flange face nut (306) are laminated, they enter the large ΦK holes (314) of the B-section sub-rotor core (303), or enter the large ΦK holes (314) of the rotor end plate (304); when the extended part of the second equal-length stud (313) of the B-section sub-rotor core (303) outside the core and the stainless steel hexagon flange face nut (306) are laminated, they enter the large ΦK holes (314) of the A-section sub-rotor core (302), or enter the large ΦK holes (314) of the rotor end plate (304).

7. The marine direct-drive permanent magnet synchronous motor according to claim 6, characterized in that: The shaft (301) is made of alloy steel forging 42CrMoA through quenching and tempering treatment; the yield strength and tensile strength of the shaft (301) are greater than the requirements under the overload impact working condition; the rotor end plate (304), the first equal-length double-headed stud (305), and the second equal-length double-headed stud (313) are all made of stainless steel materials.

8. A manufacturing method of a stator of the marine direct-drive permanent magnet synchronous motor according to claim 4, characterized in that: It includes the following steps: Sa100. Stack the stator core (206) using a straight key translation inclined slot structure; place a tooth pressing plate (209) at the lower end of the stacking position of the stator core (206); then stack the stator punching sheets in sequence to form the stator core (206); place the tooth pressing plate (209) on the upper end face of the stator core (206); press the stator punching sheets and the tooth pressing plate (209) on a hydraulic press; place a steel plate with a preset thickness as a retaining piece (208) in the retaining piece groove (207) in the pressure maintaining state, and weld the retaining piece (208) to the outer circle of the stator core (206); bend the end of the retaining piece (208) and then weld it to the tooth pressing plate (209); turn the outer circle of the stator core (206). Sa200. Install the stator core (206) into the spiral water channel water-cooled machine base (16); fix the stator core (206) and the spiral water channel water-cooled machine base (16) through the interference fit of hot sleeve. Sa300. Manufacture the hard winding coil (205); use MYFEB-30 / 180 double imide film for 1 / 2 overlapping and sintering flat copper wire; after the flat copper wire is formed by swelling, the inter-turn of the straight part is gelatinized, and after the wire height and wire width are controlled to meet the slot size, it becomes the formed hard winding coil (205); the straight part (205A) of the hard winding coil (205), the end turning part (205B), and the nose end (205C) are half-overlapped with 2 layers of H-class imide-reinforced mica tape with less glue, and then flat wrapped with 1 layer of alkali-free tape; the bilateral insulation thickness of the straight part (205A) of the hard winding coil (205) is controlled at 0.9 mm, and after the end turning part (205B) and the nose end (205C) of the hard winding coil (205), it is wrapped with imide film and half-overlapped with 0.1×25 polyester tape. Sa400. Insert and connect the wires of the stator core (206) with the spiral water channel water-cooled machine base (16); when winding the wires, the two ends of the stator core (206) adopt a double-layer slot insulation structure; the lead welding points are wrapped with multi-glue mica and imide film to increase the insulation strength; the three-phase windings adopt the structure of lead ring U (202), lead ring V (203), and lead ring W (204); the lead ring U (202), lead ring V (203), and lead ring W (204) are tied and fixed at the end after dipping in paint; install winding temperature measuring PT100 and winding heating tapes at both ends of the hard winding coil (205). Sa500. Shape the stator core (206) with the spiral water channel water-cooled machine base (16), and finally adopt the double insulation process of VPI vacuum pressure impregnation and epoxy resin vacuum potting.

9. A method for manufacturing a rotor of a marine direct-drive permanent magnet synchronous motor according to claim 6, characterized in that: Including the following steps: Sb100. Manufacture the shaft (301) using a machining center; forge and temper the shaft (301). Sb200. Stack and mold the A-section split rotor core (302) and the B-section split rotor core (303) respectively; lock each of the A-section split rotor core (302) and the B-section split rotor core (303) with the stainless steel hexagon flange nuts (306) and the second equal-length double-headed studs (313); Sb300. Insert the A-section split rotor core (302) and the B-section split rotor core (303) into the rotor magnet (311) respectively and cure them by potting; Sb400. Press the rotor end plate (304) onto the shaft (301); press the rotor core into the shaft (301) alternately starting from the A-section split rotor core (302) or the B-section split rotor core (303), stack the A / B-section rotor cores into the shaft alternately in sequence, and press in the rotor core key (307) for fixation at the same time; finally, encapsulate it with the rotor end plate (304); Sb500. Screw in the rotor baffle (308), lock the rotor end plate (304) through the internal thread of the rotor baffle (308), and perform three argon arc welding spot welds along the circumference of the rotor baffle (308).

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