Driving motor multi-mode thermal management method

Abstract

The invention provides a driving motor multi-mode thermal management method, a driving motor comprises a casing with a front end cover and a rear end cover and a rotating shaft arranged at the center of the casing, the inner wall of the casing and the outer wall of the rotating shaft are provided with a stator core and a rotor core, the stator core is wound with a winding, and the rotor core is wound with a rotor. The front end and the rear end of the rotor iron core are provided with a rotor front end plate and a rotor rear end plate. The motor further comprises a cooling oil liquid circulation path. The driving motor has two oil liquid circulation driving modes, one mode is internal self-driving, and no external oil pump is needed; and the other mode is internal and external cooperative driving, an external auxiliary oil pump is combined on the basis of internal self-driving, and the peak heat dissipation capacity is improved. The heat management method comprises a low-temperature heating mode and a high-temperature heat dissipation mode, and in the low-temperature heating mode, the driving motor works in a low-efficiency mode to heat oil liquid and supply heat to a battery and a passenger compartment; in the high-temperature heat dissipation mode, internal circulation and air cooling heat dissipation are adopted for the hovercar, and internal and external circulation collaborative heat dissipation is adopted for the electric car.

Description

Technical Field

[0001] The present invention relates to the technical field of motor heat dissipation, and in particular to a multi-mode thermal management method for a drive motor. Background Art

[0002] With the continuous development of new energy vehicles, flying cars and other transportation vehicle technologies, the power density demand of electric drive systems has increased accordingly, which in turn brings about problems such as high heat generation and difficulty in heat dissipation of the motor. In addition, the heat generation of the motor in high power density mode increases sharply. Accordingly, the heat dissipation capacity of the drive motor needs to be improved. If the motor cannot be cooled in time, it will seriously affect the service life and performance of the motor.

[0003] Common motor cooling systems can be divided into air cooling, water cooling and oil cooling systems. Among them, air cooling mainly uses air convection to reduce the temperature inside the motor, but its heat dissipation effect is limited, and its stability in high temperature and high humidity environments is poor. It is mainly suitable for small-power motors with a single working scenario. Water cooling and oil cooling systems usually have flow channels inside the casing or other parts of the motor, and use a circulation device to allow the cooling liquid to continuously flow in the flow channel to absorb heat. The heated liquid is re-cooled in the circulation device and flows back into the motor flow channel. The biggest difference between the oil cooling system and the water cooling system is that the cooling oil has good insulation properties, so it can directly contact the heat-generating components inside the motor. It has extremely high heat dissipation efficiency and is an effective solution to the heat dissipation problem of high-power density motors.

[0004] In the related art, oil spray holes are typically placed near the top of the stator and the winding ends corresponding to the housing motor. Cooling oil is sprayed from the oil spray holes to the end windings at the stator core to dissipate heat, and then flows out of the motor structure through the return device at the bottom of the motor. This design can meet the general heat dissipation requirements of the motor, but the heat dissipation effect on the motor rotor is still not ideal. In addition, the overall heat dissipation of the motor structure is insufficient, resulting in temperature gradients and high oil consumption. Based on the above, there is still considerable room for improvement in the existing motor oil cooling system. Summary of the Invention

[0005] In view of the deficiencies in the prior art, the present invention provides a multi-mode thermal management method for a drive motor.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solutions: a multi-mode thermal management method for a drive motor, the multi-mode thermal management method adopts the following motor, the motor includes a housing with a front end cover and a rear end cover, a rotating shaft arranged at the center of the housing, the inner wall of the housing and the outer wall of the rotating shaft are provided with corresponding stator cores and rotor cores, the stator core is wound with windings, and the front and rear ends of the rotor core are provided with a rotor front plate and a rotor rear plate, characterized in that: the motor also includes a cooling oil circulation path The cooling oil circulation path includes a cooling oil channel provided in the casing, an oil storage chamber provided between the rotating shaft and the rear end cover, a rotating shaft chamber provided in the rotating shaft, a casing chamber provided between the casing and the rotor core, and a through groove provided between the stator core and the bottom of the casing. The casing is provided with an oil inlet and an oil outlet. The oil inlet, cooling oil channel, oil storage chamber, spiral guide structure, casing chamber, through groove, and oil outlet are sequentially connected. A spiral guide structure is provided in the rotating shaft chamber along its length. The multi-mode thermal management method includes the following process: Ⅰ The vehicle starts and the system parameters are initialized. In the initial state, the cooling oil is stored in the oil storage chamber below the motor. II. Collect the motor oil temperature and vehicle heating demand to determine whether external heat supply is required. If so, proceed to process a; otherwise, proceed to process b. a. Low-temperature heating mode: The motor operates at low efficiency to increase the cooling oil temperature. When the oil temperature reaches the set threshold 1, the motor self-drive cycle and the external auxiliary oil pump work together to drive the high-temperature oil to the plate heat exchanger in the heating circuit for heat exchange; b. The motor is working normally. Check whether the oil temperature is higher than the set threshold 2. If so, proceed to process c. If not, proceed to process d. c. Collaborative cooling mode: The motor self-driven cycle and the external auxiliary oil pump work together to drive oil to the radiator, improving peak cooling capacity; d. Self-driven cooling mode: The motor is self-driven internally, and the pumpless self-driven oil-cooling motor's own structure drives the oil circulation and drives the oil to the radiator to meet conventional cooling requirements; III. Whether the electric drive system stops running. If so, go to process IV. If not, go back to process I. Ⅳ The electric drive system is shut down.

[0007] The motor has two oil circulation modes. One is internal circulation, in which the oil channel inside the rotor and the oil channel outside the stator are connected to form a closed loop, which is mainly for flying cars; the other is internal and external coordinated circulation, in which the oil channel inside the rotor, the oil channel outside the stator, and the external oil pump and radiator are connected in series to form a large circulation loop, which is mainly for new energy vehicles.

[0008] The multi-mode thermal management method for the motor includes two modes: low-temperature heating and high-temperature heat dissipation. The low-temperature heating mode utilizes the inefficient operation of the motor to heat the oil and uses the oil to store heat. When the oil temperature reaches a threshold, the external circulation is turned on to supply heat to the battery and the passenger compartment. The high-temperature heat dissipation mode is aimed at the application scenario of flying cars and adopts an internal circulation plus air cooling heat dissipation mode. The oil is circulated internally to the surface of the motor and heat is exchanged through convection between the fins and the external high-speed airflow. For the application scenario of electric vehicles, an internal and external circulation collaborative heat dissipation mode is adopted. Under low load conditions, heat is dissipated through self-driven circulation. Under high load conditions, an external auxiliary oil pump is turned on for collaborative heat dissipation.

[0009] Preferably, the cooling oil channel is connected to the oil storage cavity via a connecting oil channel, and the connecting oil channel extends along the outer contour of the casing to the rear end cover, and the rear end cover is provided with an oil storage cavity inlet connected to the oil storage cavity and the connecting oil channel.

[0010] Preferably, a centrifugal pump is provided at the tail end of the rotating shaft chamber, and the tail end of the rotating shaft chamber is connected to the oil storage chamber through an oil suction hole.

[0011] Preferably, the cooling oil channel is a spiral cooling oil channel that spirally extends around the length direction of the casing.

[0012] Preferably, oil guide grooves are radially provided on the front end plate and the rear end plate of the rotor, and oil throwing holes corresponding to the oil guide grooves are opened on the outer wall of the rotating shaft.

[0013] Preferably, the oil guide grooves on the front end plate of the rotor are front end plate oil guide grooves, the oil guide grooves on the rear end plate of the rotor are rear end plate oil guide grooves, and the number of the rear end plate oil guide grooves is greater than the number of the front end plate oil guide grooves.

[0014] Preferably, the oil inlet is arranged at the top of the front end of the casing, and the oil outlet is arranged in the middle of the bottom of the casing.

[0015] Preferably, the blades of the centrifugal pump are made of stainless steel, cast iron, copper alloy, high-temperature alloy, or ceramic material.

[0016] Preferably, the casing, rear end cover, front end cover, rotor front end plate, rotor rear end plate, and spiral guide structure are all cast from aluminum alloy.

[0017] Preferably, high-density heat dissipation fins are provided on the outside of the housing, and the shape of the heat dissipation fins can be one of square, circular, spiral, corrugated, serrated, and needle-shaped.

[0018] The present invention provides a multi-mode thermal management method for a drive motor. It has the following beneficial effects: 1. This multi-mode motor thermal management method utilizes the negative pressure generated by the spiral flow guide structure within the motor shaft during rotation to draw cooling oil from the cooling oil channel formed by the motor housing and end caps into the shaft, cooling the internal rotor structure. The rotor end plates then perform oil-spin cooling on the end windings, improving the motor's overall heat dissipation capacity. Furthermore, the system utilizes a centrifugal pump and spiral flow guide structure within the shaft to increase the cooling oil flow rate, reducing cooling oil usage and lowering the cooling system's oil pump power. This further reduces the power consumption of the motor's cooling system and is suitable for vehicle drive motor thermal management systems.

[0019] 2. This multi-mode thermal management method for the drive motor fully cools the motor's stator and rotor structures, suppresses the formation of temperature gradients inside the motor, promptly removes the heat generated by the motor, improves motor stability, and extends motor service life.

[0020] 3. This multi-mode thermal management method for the drive motor, targeted at new energy vehicle applications, adopts coordinated control of internal and external loops and is combined with existing new energy vehicle thermal management systems to reduce the power demand on the external oil pump, reduce cooling oil usage, and improve system power density.

[0021] 4. This self-driven circulating oil-cooled motor and its multi-mode thermal management method can heat the oil through inefficient operation of the motor to meet the needs of low-temperature battery starting or passenger compartment heating, and supply heat to the heating object through external circulation, enhancing the wide temperature range adaptability of new energy vehicles.

[0022] 5. This self-propelled, circulating oil-cooled motor and its multi-mode thermal management approach are specifically designed for flying car applications. Heat within the oil is transferred to the motor housing through internal circulation, where it is dissipated through high-efficiency cooling fins via convection from high-velocity air, effectively suppressing internal motor temperature rise. This approach eliminates the need for traditional external oil pumps, improving the integration and power density of the flying car's powertrain and reducing its curb weight. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is an external axonometric view of the motor of the present invention; Figure 2 is a cross-sectional view of the interior of the motor of the present invention; Figure 3 Schematic diagram of the cooling oil circulation path of the present invention; Figure 4 This is a schematic diagram of the casing cooling oil channel of the present invention; Figure 5 This is a schematic diagram of the rear end cover structure of the present invention; Figure 6 It is a schematic diagram of the rotating shaft structure of the present invention; Figure 7 This is a schematic structural diagram of the rotor rear end plate of the present invention; Figure 8 This is a schematic structural diagram of the rotor front end plate of the present invention; Figure 9 Schematic diagram of the stator core structure of the present invention; Figure 10 It is a schematic structural diagram of the centrifugal pump of the present invention; Figure 11 This is a schematic diagram of motor cooling for the flying car application scenario of the present invention; Figure 12 A schematic diagram of the cooling oil circulation diagram of the flying car application scenario of the present invention; Figure 13 Schematic diagram of the internal and external circulation control and multi-mode thermal management method for new energy vehicle application scenarios of the present invention; Figure 14 This is a flow chart of the multi-mode thermal management method for a motor according to the present invention.

[0024] In the figure: 1 housing, 101 rear end cover, 102 cooling fins, 201 winding, 202 front end cover, 203 shaft, 204 bearing, 205 rotor front end plate, 206 stator core, 207 rotor core, 208 rotor rear end plate, 301 oil inlet, 302 cooling oil channel, 303 connecting oil channel, 304 oil storage chamber, 305 centrifugal pump, 306 spiral guide structure, 307 oil throwing hole, 308 housing chamber, 309 oil outlet , 401 starting end of spiral cooling oil channel, 402 tail end of spiral cooling oil channel, 501 oil storage chamber inlet, 601 oil suction hole, 701 rear end plate oil guide groove, 801 front end plate oil guide groove, 901 through groove, 1301 first three-way valve, 1302 second three-way valve, 1303 third three-way valve, 1304 auxiliary oil pump, 1305 radiator, 1306 plate heat exchanger, 1307 liquid pump, 1308 heater core, 1309 liquid storage tank. DETAILED DESCRIPTION

[0025] The embodiment of the present invention provides a multi-mode thermal management method for a drive motor, such as Figure 1-14As shown, this multi-mode thermal management method utilizes the following motor: the motor comprises a housing 1 with a front cover 202 and a rear cover 101, and a rotating shaft 203 disposed at the center of the housing 1. The rotating shaft 203 is pivotally connected to the front cover 202 and the rear cover 101 via bearings 204. High-density heat dissipation fins 102 may be disposed on the exterior of the housing 1. The heat dissipation fins 102 may be shaped as square, circular, spiral, corrugated, serrated, or needle-shaped. The rotating shaft 203 is typically made of high-strength, corrosion-resistant alloy steel and fabricated through processes such as turning and grinding. The bearings 204 are typically ceramic ball bearings that are resistant to high temperatures, high speeds, strong magnetism, and high vacuum. The front cover 202 and the rear cover 101 are typically die-cast using aluminum alloy to meet lightweight requirements. The inner wall of the housing 1 and the outer wall of the rotating shaft 203 are provided with corresponding stator cores 206 and rotor cores 207. The stator core 206 is typically formed by laminating silicon steel sheets. The rotor core 207 is typically formed from laminated silicon steel sheets, embedded with permanent magnets, typically rare earth permanent magnets, primarily neodymium iron boron. Windings 201 are wound around the stator core 206. Windings 201 are typically made of flat or round copper wire. Currently, flat copper wire is often used to increase slot fill rate and achieve higher power output. The front and rear ends of the rotor core 207 are provided with rotor front plates 205 and rear plates 208. These plates are typically cast from aluminum alloy or magnetic steel.

[0026] The housing 1 is provided with an oil inlet 301 and an oil outlet 309 . The oil inlet 301 is located at the top of the front end of the housing 1 , and the oil outlet 309 is located in the middle of the bottom of the housing 1 .

[0027] In some embodiments, the oil inlet 301 and the oil outlet 309 can be directly connected together, eliminating the traditional oil pump design, and performing self-driven oil cooling circulation through the centrifugal pump 305 inside the motor, thereby improving the integration of the motor thermal management system and reducing the system heat dissipation power consumption.

[0028] In some embodiments, the oil inlet 301 and the oil outlet 309 can be externally connected to the vehicle's overall cooling circuit, and the cooling oil circulation is driven by an external oil pump. The centrifugal pump 305 inside the motor serves as an additional pump to assist the oil circulation, thereby improving the system's heat dissipation efficiency and system heat dissipation power.

[0029] like Figure 3 As shown, the motor also includes a cooling oil circulation path. Figure 3 The thick black arrows indicate the cooling oil circulation path. This path includes the cooling oil passage 302 within the housing 1, the oil reservoir 304 between the rotating shaft 203 and the rear end cover 101, the shaft chamber within the rotating shaft 203, the housing chamber 308 between the housing 1 and the rotor core 207, and the through slot 901 between the stator core 206 and the bottom of the housing 1.

[0030] The oil inlet 301, cooling oil passage 302, oil reservoir 304, spiral guide structure 306, housing chamber 308, through slot 901, and oil outlet 309 are sequentially connected. The spiral guide structure 306 is provided along the length of the shaft chamber. The spiral direction of the spiral guide structure 306 extends from the rear end to the front end of the shaft 203.

[0031] Specifically, the cooling oil channel 302 is connected to the oil storage chamber 304 through the connecting oil channel 303. The connecting oil channel 303 extends along the outer contour of the casing 1 to the rear end cover 101. The cooling oil channel 302 usually divides the casing 1 into two parts for casting, and then welds them by high-speed friction welding. The rear end cover 101 is provided with an oil storage chamber 304 connected to the oil storage chamber inlet 501 of the connecting oil channel 303.

[0032] like Figure 4 As shown, the spiral cooling oil channel starting end 401 of the cooling oil channel 302 is communicated with the oil inlet 301 , and the spiral cooling oil channel tail end 402 of the cooling oil channel 302 is communicated with the connecting oil channel 303 .

[0033] The cooling oil channel 302 is a spiral cooling oil channel that spirals around the length of the housing 1. The axial spiral design of the cooling oil channel 302 reduces the oil pressure inside the oil channel, reduces frictional resistance, reduces mechanical noise, and minimizes the gradient of the cooling oil temperature, thus preventing local overheating.

[0034] like Figure 2 、 Figure 6 As shown, a centrifugal pump 305 is provided at the tail end of the rotating shaft chamber, and the tail end of the rotating shaft chamber is connected to the oil storage chamber 304 through the oil suction hole 601.

[0035] The structure of centrifugal pump 305 is as follows: Figure 10 As shown, when the rotating shaft 203 rotates at high speed, the impeller of the centrifugal pump 305 rotates accordingly, forming a negative pressure to suck in the oil and simultaneously throwing the oil toward the spiral guide structure 306 .

[0036] Oil guide grooves are radially provided on the rotor front end plate 205 and the rotor rear end plate 208 , and oil throwing holes 307 corresponding to the oil guide grooves are opened on the outer wall of the rotating shaft 203 .

[0037] like Figure 7 and Figure 8 As shown, the oil guide groove on the rotor front end plate 205 is the front end plate oil guide groove 801, and the oil guide groove on the rotor rear end plate 208 is the rear end plate oil guide groove 701. The number of rear end plate oil guide grooves 701 is greater than the number of front end plate oil guide grooves 801. In this embodiment, there are four rear end plate oil guide grooves 701, which are evenly distributed around the center of the rotor rear end plate 208. The number of front end plate oil guide grooves 801 is two, which are evenly distributed around the center of the rotor front end plate 205.

[0038] The rotating shaft 203 is provided with oil-slinging holes 307 at the locations corresponding to the front plate oil guide groove 801 and the rear plate oil guide groove 701. The oil guide grooves cooperate with the rotating shaft to sling the oil to the end winding 201. By reducing the number of oil holes in the front plate oil guide groove 801, the hydraulic pressure of the oil at the front end of the rotating shaft 203 is increased.

[0039] The blades of the centrifugal pump 305 are made of stainless steel, cast iron, copper alloy, high temperature alloy or ceramic. The housing 1, rear end cover 101, front end cover 202, rotor front end plate 205, rotor rear end plate 208 and spiral guide structure 306 are all cast from aluminum alloy.

[0040] like Figure 14 As shown, the multi-mode thermal management method includes the following processes: Ⅰ The vehicle starts and the system parameters are initialized. In the initial state, the cooling oil is stored in the oil storage chamber below the motor. II. Collect the motor oil temperature and vehicle heating demand to determine whether external heat supply is required. If so, proceed to process a; otherwise, proceed to process b. a. Low-temperature heating mode: The motor operates at low efficiency to increase the cooling oil temperature. When the oil temperature reaches the set threshold 1, the motor self-drive cycle and the external auxiliary oil pump work together to drive the high-temperature oil to the plate heat exchanger in the heating circuit for heat exchange; b. The motor is working normally. Check whether the oil temperature is higher than the set threshold 2. If so, proceed to process c. If not, proceed to process d. c. Collaborative cooling mode: The motor self-driven cycle and the external auxiliary oil pump work together to drive oil to the radiator, improving peak cooling capacity; d. Self-driven cooling mode: The motor is self-driven internally, and the pumpless self-driven oil-cooling motor's own structure drives the oil circulation and drives the oil to the radiator to meet conventional cooling requirements; III. Whether the electric drive system stops running. If so, go to process IV. If not, go back to process I. Ⅳ The electric drive system is shut down.

[0041] Working principle: Cooling oil first enters from the oil inlet 301, then flows through the cooling oil channel 302 in the casing 1 to cool the surface of the stator core 206, then flows through the connecting oil channel 303 into the oil storage chamber 304, and is sucked into the interior of the rotating shaft 203 by the high-speed rotation of the rotating shaft 203 and the negative pressure generated by the centrifugal pump 305. It cools the rotor core 207 along the spiral guide structure 306, and then is thrown from the oil-throwing hole 307 through the front plate oil guide groove 801 and the rear plate oil guide groove 701 to the end winding 201 for cooling. After that, it flows back to the casing chamber 308 at the bottom of the casing under the action of gravity and flows out through the oil outlet 309. This cooling oil circulation path fully cools the outside of the stator, the inside of the rotor and the end windings, improving the overall heat dissipation efficiency of the system. In addition, the combination of the hollow shaft and the centrifugal pump structure can effectively reduce the power consumption of the heat dissipation system and reduce the amount of oil used.

[0042] like Figure 11 The self-driven internal circulation motor used in the flying car scenario is mainly arranged vertically in the flying car, which can fully utilize the high-speed convection heat dissipation in the use scenario. The specific oil circulation path is as follows Figure 12 As shown. This structure abandons the oil pump design in traditional spray-type and oil-swing-type oil-cooled motors. It uses the negative pressure generated during the rotation of the shaft 203 to drive the insulating oil stored at the bottom of the motor along the hollow shaft spiral guide structure 306 to the upper part of the shaft 203, and efficiently cools the internal winding 201 and the stator and rotor cores of the motor through the oil-swing hole 307 on the upper part of the shaft 203. The insulating oil then relies on gravity to flow back along the internal oil channel formed by the casing 1 and the stator core 206 to the oil storage chamber 304 at the bottom of the motor, thereby completing the internal self-driven circulation. During the process of the insulating oil returning along the oil channel formed by the casing 1 and the stator core 206, the high-efficiency heat dissipation fins 102 arranged on the outside of the casing can effectively transfer excess heat in the insulating oil to the external environment, thereby ensuring that the temperature of the insulating oil returning to the oil storage chamber 304 is within a suitable range. like Figure 13As shown, for new energy vehicle applications, the motor has two modes: high-temperature heat dissipation and low-temperature heating. High-temperature heat dissipation can be further divided into self-circulation heat dissipation and internal-external coordinated heat dissipation. In self-circulation heat dissipation, the cooling oil is driven by the motor itself, passing through the first three-way valve 1301, the second three-way valve 1302, and the third three-way valve 1303 to flow into the radiator 1305. After sufficient cooling, it flows back to the motor. In internal-external coordinated heat dissipation, the cooling oil is driven by the motor and the auxiliary oil pump 1304. After flowing from the motor through the first three-way valve 1301, it first enters the auxiliary oil pump 1304, then flows through the second three-way valve 1302 and the third three-way valve 1303 to flow into the radiator 1305. After sufficient cooling, it flows back to the motor. In low-temperature heating mode, the motor adopts a low-efficiency working mode to generate high heat. After self-circulation or internal-external coordinated drive to the third three-way valve 1303, the high-temperature oil flows into the plate heat exchanger 1306, transfers heat to the liquid in the passenger compartment heating circuit, and then flows back to the motor. As the liquid in the passenger compartment heating circuit is heated, it is circulated by a liquid pump 1307, flowing through a heater core 1308 to heat the target, before returning to a reservoir 1309 for a new cycle. Multi-mode thermal management effectively improves system power density and broadens the vehicle's temperature range. The passenger compartment heating target can be replaced with a battery-powered cold-start system.

[0043] Best embodiment for specific application: (1) Use the device as an independent motor cooling system.

[0044] This device can serve as an independent motor cooling system for use in the design of thermal management systems for flying cars. Multirotor flying car motors require high power density during takeoff, landing, and climbing, and to increase the flying car's range, redundant components must be optimized and reduced. Furthermore, unlike land vehicles, flying car motors are typically positioned vertically, and the high-speed airflow generated by the rotors can also enhance convective heat transfer between the motor housing and the external environment. Applying this self-circulating oil-cooled motor technology to multirotor flying cars not only meets the oil return requirement, enabling the self-circulating oil-cooled motor to operate normally, but also allows the oil to efficiently exchange heat with the external high-speed airflow through high-density heat sink fins, significantly increasing the motor's power density. Eliminating cooling system components such as radiators, circulating oil pumps, and piping can effectively reduce the system's manufacturing and maintenance costs while increasing the flying car's range.

[0045] (2) Use the device as a motor cooling system combined with an external oil pump.

[0046] This device can be connected to the oil cooling circuit of a conventional motor thermal management system, creating two oil circulation paths. By combining an internal circulation system composed of a hollow shaft and centrifugal pump with an external oil pump circuit, this reduces the power demand on the external oil pump, improves cooling oil circulation efficiency, reduces cooling oil usage, and lowers heat dissipation power consumption. By coordinating the external oil pump and the motor's self-driven oil circulation, it can effectively address the shortcomings of existing motors, such as insufficient or excessive heat dissipation capacity.

[0047] (3) A motor thermal management system utilizing this multi-mode thermal management method.

[0048] This multi-mode thermal management approach includes two modes: high-temperature heat dissipation and low-temperature heating. High-temperature heat dissipation can be further divided into self-circulating heat dissipation and internal-external coordinated heat dissipation. These modes rationally adjust the heat dissipation requirements of the motor under different operating conditions, effectively reducing system heat dissipation energy consumption. The low-temperature heating mode utilizes the motor's inefficient operation to heat the oil, which is then transferred to the required heating components through the designed thermal management system, improving the wide temperature range adaptability of new energy vehicles.

[0049] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A multi-mode thermal management method for a drive motor, the multi-mode thermal management method using the following motor, the motor comprising a housing (1) with a front end cover (202) and a rear end cover (101), a rotating shaft (203) arranged at the center of the housing (1), a stator core (206) and a rotor core (207) corresponding to each other are arranged on the inner wall of the housing (1) and the outer wall of the rotating shaft (203), a winding (201) is wound around the stator core (206), and a rotor front end plate (205) and a rotor rear end plate (208) are arranged at the front and rear ends of the rotor core (207), characterized in that: The motor further comprises a cooling oil circulation path, the cooling oil circulation path comprising a cooling oil passage (302) provided in the housing (1), an oil storage chamber (304) provided between the rotating shaft (203) and the rear end cover (101), a rotating shaft chamber provided in the rotating shaft (203), a housing chamber (308) provided between the housing (1) and the rotor core (207), and a through groove (901) provided between the stator core (206) and the bottom of the housing (1). The housing (1) is provided with an oil inlet (301) and an oil outlet (309). The oil inlet (301), the cooling oil passage (302), the oil storage chamber (304), the spiral guide structure (306), the housing chamber (308), the through groove (901), and the oil outlet (309) are sequentially connected. The rotating shaft chamber is provided with a spiral guide structure (306) along its length.

2. The multi-mode thermal management method for a drive motor according to claim 1, characterized in that: The multi-mode thermal management approach includes the following processes: Ⅰ The vehicle starts and the system parameters are initialized. In the initial state, the cooling oil is stored in the oil storage chamber below the motor. II. Collect the motor oil temperature and vehicle heating demand to determine whether external heat supply is required. If so, proceed to process a; otherwise, proceed to process b. a. Low-temperature heating mode: The motor operates at low efficiency to increase the cooling oil temperature. When the oil temperature reaches the set threshold 1, the motor self-drive cycle and the external auxiliary oil pump work together to drive the high-temperature oil to the plate heat exchanger in the heating circuit for heat exchange; b. The motor is working normally. Check whether the oil temperature is higher than the set threshold 2. If so, proceed to process c. If not, proceed to process d. c. Collaborative cooling mode: The motor self-driven cycle and the external auxiliary oil pump work together to drive oil to the radiator, improving peak cooling capacity; d. Self-driven cooling mode: The motor is self-driven internally, and the pumpless self-driven oil-cooling motor's own structure drives the oil circulation and drives the oil to the radiator to meet conventional cooling requirements; III. Whether the electric drive system stops running. If so, go to process IV. If not, go back to process I. Ⅳ The electric drive system is shut down.

3. The multi-mode thermal management method for a drive motor according to claim 1, characterized in that: The cooling oil channel (302) is connected to the oil storage chamber (304) via a connecting oil channel (303). The connecting oil channel (303) extends along the outer contour of the casing (1) to the rear end cover (101). The rear end cover (101) is provided with an oil storage chamber (304) connected to an oil storage chamber inlet (501) of the connecting oil channel (303).

4. The multi-mode thermal management method for a drive motor according to claim 1, characterized in that: A centrifugal pump (305) is provided at the tail end of the rotating shaft chamber, and the tail end of the rotating shaft chamber is connected to the oil storage chamber (304) through the oil suction hole (601).

5. The multi-mode thermal management method for a drive motor according to claim 1, characterized in that: The cooling oil channel (302) is a spiral cooling oil channel that spirally extends around the length direction of the casing (1).

6. The multi-mode thermal management method for a drive motor according to claim 1, characterized in that: Oil guide grooves are radially provided on the rotor front end plate (205) and the rotor rear end plate (208), and oil-slinging holes (307) corresponding to the oil guide grooves are opened on the outer wall of the rotating shaft (203).

7. The multi-mode thermal management method for a drive motor according to claim 6, characterized in that: The oil guide grooves on the front end plate (205) of the rotor are front end plate oil guide grooves (801), and the oil guide grooves on the rear end plate (208) of the rotor are rear end plate oil guide grooves (701), and the number of the rear end plate oil guide grooves (701) is greater than the number of the front end plate oil guide grooves (801).

8. The multi-mode thermal management method for a drive motor according to claim 1, characterized in that: The oil inlet (301) is provided at the top of the front end of the housing (1), and the oil outlet (309) is provided in the middle of the bottom of the housing (1).

9. The multi-mode thermal management method for a drive motor according to claim 1, characterized in that: The housing (1), the rear end cover (101), the front end cover (202), the rotor front end plate (205), the rotor rear end plate (208), and the spiral flow guide structure (306) are all cast from aluminum alloy.

10. The multi-mode thermal management method for a drive motor according to claim 1, characterized in that: High-density heat dissipation fins (102) are provided on the outside of the housing (1), and the shape of the heat dissipation fins (102) can be one of square, circular, spiral, corrugated, sawtooth, and needle-shaped.

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