Motor and electric control two-in-one integrated structure and electric vehicle with motor and electric control two-in-one integrated structure

Abstract

The invention discloses a motor and electric control two-in-one integrated structure and an electric vehicle with the same. The motor and electric control two-in-one integrated structure comprises a machine shell, a motor assembly, an electric control assembly and an inversion module. A motor assembly accommodating cavity, a supporting capacitor wiring cavity and a module mounting cavity which are positioned above the motor assembly accommodating cavity, and an electric control assembly accommodating cavity positioned behind the motor assembly accommodating cavity are arranged in the shell; the inversion module is installed in the module installation cavity, the electric control assembly is installed in the electric control assembly containing cavity, and the upper end of a vertically-arranged three-phase copper bar of the electric control assembly is connected with the current output side of the inversion module. The motor assembly is arranged in the motor assembly accommodating cavity, and a three-phase terminal of the motor assembly extends out in the axial direction and then is directly connected with the bottom end of a three-phase copper bar located above the central axis of the motor assembly. According to the structure, the three-phase terminals are directly connected with the three-phase copper bars in the axial direction, additional connecting parts and wire harnesses are not needed, the radial size of the three-phase copper bar connector is small, the needed installation space is reduced, meanwhile, material use is reduced, and the machining cost is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of drive systems for electric vehicles, and in particular to a two-in-one motor and electronic control integrated structure. Furthermore, the present invention also relates to an electric vehicle comprising the two-in-one motor and electronic control integrated structure. Background Art

[0002] With the development of electric drive technology, the all-in-one integrated technology route of electric drive components is becoming increasingly obvious, and the integration of motors and motor controllers is an important trend among them.

[0003] The traditional integration method is usually a simple structural integration, which is achieved by simply assembling the motor and the motor controller together. This integration method is simple, but the advantage of reduced volume is not obvious; in the existing technology, such as patents "CN214506814U and CN219247652U", the motor system and the electronic control system share part of the cavity by redesigning the casing to reduce the assembly volume, but the assembly volume reduction of this integration method is still not obvious, and it still cannot fully and effectively exert the advantages of integration.

[0004] Apart from the overall integration approach, the industry's technology generally adopts a solution where the motor and controller are arranged independently. That is, the motor and controller need to be connected with additional connecting components and wiring harnesses to transmit working signals, and a larger installation space is also required for installation. This not only restricts the flexibility of the vehicle layout and is not conducive to the lightweighting of the electric vehicle, but also requires more material and processing costs, resulting in an increase in total costs. Summary of the Invention

[0005] The present invention provides a two-in-one motor and electronic control integrated structure and an electric vehicle having the same, so as to solve the problem of low integration of the motor and controller in the existing two-in-one motor and electronic control assembly, thereby reducing costs and facilitating the lightweighting of the electric vehicle.

[0006] The technical solution adopted in the present invention is as follows:

[0007] A motor and electronic control two-in-one integrated structure, comprising: a housing, a motor assembly, an electronic control assembly, and an inverter module formed by connecting a support capacitor, a heat sink, and a power module in sequence along the axial direction; the housing has a motor assembly accommodating cavity arranged along the axial direction, a support capacitor wiring cavity and a module installation cavity located above the motor assembly accommodating cavity and arranged in sequence along the axial direction, and an electronic control assembly accommodating cavity located behind the motor assembly accommodating cavity and the module installation cavity; the inverter module is axially installed in the module installation cavity, and its current input side extends into the support capacitor wiring cavity to It is connected to the high-voltage wiring harness that extends into the supporting capacitor connection cavity from the outside. The electronic control component is radially installed in the electronic control component accommodating cavity, and the upper end of the vertically arranged three-phase copper busbar is connected to the current output side of the inverter module; the motor assembly is axially installed in the motor assembly accommodating cavity, and the three-phase terminals in the motor assembly for carrying three-phase lead-out wires extend axially out of the motor assembly accommodating cavity and then extend into the electronic control component accommodating cavity, so as to be directly connected to the bottom end of the three-phase copper busbar located above the central axis of the motor assembly, so that the current is introduced into the motor assembly after passing through the three-phase copper busbar and the three-phase lead-out wires.

[0008] Furthermore, the casing includes an inner shell and an outer shell that are arranged in an inner and outer manner; the motor assembly includes a rotor assembly and a stator assembly that are arranged in an inner and outer manner, the rotor assembly is arranged axially, the stator assembly is fixed in the motor assembly accommodating cavity, and the end of the stator assembly is connected to the three-phase lead wire, and each lead wire of the three-phase lead wire is provided with a three-phase terminal.

[0009] Furthermore, a wiring window is provided on the inner sleeve end plate of the inner sleeve of the shell body, and the wiring window is passed through the plate surface. The electric control component also includes a three-phase outlet sealing plate fixed on the inner sleeve end plate to close the wiring window, and the three-phase outlet sealing plate is provided with three three-phase outlet through-holes that pass through the plate surface. The three three-phase terminals are respectively sealed and clamped in the three three-phase outlet through-holes, and the head of each three-phase terminal extends into the accommodating cavity of the electric control component to be fixedly connected to the lower end of the corresponding three-phase copper busbar through connecting bolts.

[0010] Furthermore, the three-phase terminal is hollow cylindrical, and its outer ring surface is processed with polygonal bosses arranged along the circumferential direction; the three-phase lead-out wires are passed through the corresponding three-phase terminals and then led out; the polygonal bosses are used to cooperate with the polygonal limiting holes provided on the inner side of the three-phase lead-out sealing plate to prevent the three-phase terminal from rotating circumferentially.

[0011] Furthermore, a sealing groove and a clamping groove which are concave in the circumferential direction are processed on the outer ring surface of the three-phase terminal; a sealing member is clamped in the sealing groove to seal the gap between the three-phase terminal and the three-phase outlet through-hole; an elastic retaining ring is clamped in the clamping groove, and the elastic retaining ring is used to abut against the outer side surface of the three-phase outlet sealing plate, thereby limiting the three-phase terminal in the axial direction.

[0012] Furthermore, the three-phase output line sealing plate includes a plate-shaped base plate, and a plurality of through-hole inserts and threaded inserts embedded in the base plate. The through-hole inserts are connected with bolts to fix the base plate to the inner sleeve end plate of the inner sleeve of the shell, and the threaded inserts are connected with screws to fix the lower end of the three-phase copper busbar to the base plate; the base plate is also processed with three three-phase output line through holes, a plurality of circular positioning holes and a plurality of waist-shaped positioning holes set through the plate surface. The circular positioning holes and waist-shaped positioning holes are used for positioning and connecting the inner sleeve end plate after the positioning pins are passed through; the base plate is also provided with a plurality of magnetic core mounting bosses for magnetic concentration and anti-interference; the side of the base plate is also provided with a temperature measuring wire through hole for leading out the temperature measuring wire in the motor assembly.

[0013] Furthermore, the supporting capacitor includes an outer shell made of metal material, a first side of the radiator is fixedly connected to the outer side surface of the outer shell, a second side opposite to the radiator is fixedly connected to the power module, and the outer side of the power module is connected to the upper end of a vertically arranged three-phase copper busbar; a heat dissipation water channel cavity is also formed between the radiator and the outer shell of the supporting capacitor for dissipating heat to the supporting capacitor and the power module respectively.

[0014] Furthermore, the radiator includes a radiator body and a plurality of cooling fins connected to a first side of the radiator body; the arrangement density of the plurality of cooling fins gradually increases along the water inlet to the water outlet direction on the radiator body; or, the plurality of cooling fins are arranged in sequence in different regions along the water inlet to the water outlet direction on the radiator body, and the arrangement density of the plurality of cooling fins in region C closest to the water inlet side is the lowest, the arrangement density of the plurality of cooling fins in region A closest to the water outlet side is the highest, and the arrangement density of the plurality of cooling fins in region B between region C and region A is in the middle.

[0015] Furthermore, a filter magnetic ring is provided in the supporting capacitor wiring cavity, and the high-voltage wiring harness passes through the filter magnetic ring and extends into the supporting capacitor wiring cavity; the positive and negative copper plates on the outside of the supporting capacitor extend into the supporting capacitor wiring cavity and are fixed to the high-voltage wiring harness through connecting bolts.

[0016] According to another aspect of the present invention, there is provided an electric vehicle having a motor and electronic control two-in-one integrated structure as described above.

[0017] The present invention has the following beneficial effects:

[0018] In the prior art, such as Figure 1As shown, the support capacitor is usually an independent part, installed between the positive and negative copper busbars of the controller and the power module, while the power module is installed below the support capacitor, and a heat sink is connected to the back of the power module to dissipate heat from the power module. In this structural layout, on the one hand, since the power module and the heat sink are superimposed and arranged at the end of the motor body along the axial direction of the motor, the axial size of the assembly is increased. On the other hand, the three-phase copper busbar connected to the current output side of the power module extends radially to below the central axis of the motor body. Its current loop is long, the area occupied by the electronic control components in the radial direction is large, and the material cost is high.

[0019] In the motor and electronic control two-in-one integrated structure of the present invention, Figure 5 As shown, on the one hand, since the supporting capacitor, the heat sink and the power module are connected and integrated in sequence along the axial direction to form the inverter module, the inverter module is arranged above the motor assembly along the axial direction of the motor assembly as a whole, and does not occupy the overall axial space of the two-in-one integrated structure, thereby reducing the overall axial size and weight of the two-in-one integrated structure; on the other hand, the lower end of the radially arranged three-phase copper busbar is located above the central axis of the motor assembly, that is, the current output side of the inverter module is above the central axis of the motor assembly, that is, the three-phase terminals of the three-phase lead wires are directly connected to the lower end of the three-phase copper busbar above the central axis of the motor assembly after axially extending into the accommodating cavity of the electric control assembly, so the entire electric control assembly is placed above the central axis of the motor assembly, shortening the current loop length, reducing the amount of material used, and further improving the integration. Therefore, the motor and electric control two-in-one integrated structure of the present invention can reduce the overall axial size, improve the integration, and is conducive to the lightweighting of the electric vehicle; it can reduce the amount of material used and reduce costs.

[0020] In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be further described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0022] Figure 1 This is a schematic diagram of the main structure of the existing motor and electronic control two-in-one assembly;

[0023] Figure 2 This is a schematic diagram of the space of the motor and electronic control two-in-one integrated structure of the preferred embodiment of the present invention;

[0024] Figure 3 yes Figure 2 The main structure of the cross-section Figure 1 ;

[0025] Figure 4 yes Figure 2 The main structure of the cross-section Figure 2 ;

[0026] Figure 5 yes Figure 2 Schematic diagram of the internal structure of the motor and electronic control two-in-one integrated structure;

[0027] Figure 6 yes Figure 3 Schematic diagram of the spatial structure of the inner sleeve of the middle shell;

[0028] Figure 7 yes Figure 3 Schematic diagram of the spatial structure of the three-phase terminals;

[0029] Figure 8 yes Figure 4 Schematic diagram of a local enlarged structure;

[0030] Figure 9 yes Figure 8 Schematic diagram of the main structure of the three-phase outgoing line sealing plate;

[0031] Figure 10 yes Figure 8 Schematic diagram of the back of the three-phase outgoing line cover;

[0032] Figure 11 This is a schematic diagram of the spatial structure of the existing inverter module;

[0033] Figure 12 Schematic diagram of the spatial structure of the inverter module of the present invention;

[0034] Figure 13 yes Figure 12 Schematic diagram of the main structure of the radiator;

[0035] Figure 14 yes Figure 13 Schematic diagram of the top view structure;

[0036] Figure 15 Schematic diagram of the local structure of the inverter module in the present invention Figure 1 ;

[0037] Figure 16 Schematic diagram of the local structure of the inverter module in the present invention Figure 2 .

[0038] Legend:

[0039] 1. Casing; 101. Support capacitor wiring cavity; 102. Module installation cavity; 103. Electronic control component accommodating cavity; 104. Annular water channel; 105. Motor component accommodating cavity; 106. Wiring window; 11. Casing inner sleeve; 111. Inner sleeve end plate; 12. Casing outer sleeve; 13. End cover; 14. Cavity cover plate;

[0040] 201, radiator; 2011, radiator body; 2012, cooling fins; 202, power module; 203, outer shell; 204, capacitor core package; 205, positive and negative copper busbars;

[0041] 3. High-voltage wiring harness; 4. Filter magnetic ring; 5. Connecting bolts;

[0042] 6. Motor assembly; 61. Three-phase lead wires; 62. Three-phase terminals; 621. Polygonal boss; 622. Sealing groove; 623. Clamping groove; 63. Rotor assembly; 64. Stator assembly; 65. Front bearing; 66. Rear bearing;

[0043] 91. Three-phase copper busbar; 92. Three-phase outlet sealing plate; 921. Three-phase outlet through-hole; 922. Polygonal limiting hole; 923. Base plate; 924. Through-hole insert; 925. Threaded insert; 926. Circular positioning hole; 927. Waist-shaped positioning hole; 928. Magnetic core mounting boss; 929. Temperature measuring line through-hole; 94. Connecting bolt; 95. Seal; 96. Elastic retaining ring. DETAILED DESCRIPTION

[0044] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0045] Reference Figure 1-5 The preferred embodiment of the present invention provides a two-in-one motor and electronic control integrated structure, comprising: a housing 1, a motor assembly 6, an electronic control assembly, and an inverter module formed by connecting a support capacitor, a heat sink, and a power module in sequence along the axial direction. The housing 1 has a motor assembly accommodating cavity 105 arranged axially, a support capacitor wiring cavity 101 and a module installation cavity 102 located above the motor assembly accommodating cavity 105 and arranged in sequence along the axial direction, and an electronic control assembly accommodating cavity 103 located behind the motor assembly accommodating cavity 105 and the module installation cavity 102. The inverter module is axially installed in the module installation cavity 102, and its current input side extends into the support capacitor wiring cavity 101 to be connected to the high-voltage wire harness 3 extending from the outside into the support capacitor wiring cavity 101. The electronic control assembly is radially installed in the electronic control assembly accommodating cavity 103, and the upper end of its vertically arranged three-phase copper busbar 91 is connected to the current output side of the inverter module. The motor assembly 6 is axially installed in the motor assembly accommodating cavity 105, and the three-phase terminal 62 in the motor assembly 6 for carrying the three-phase lead-out wire 61 extends axially out of the motor assembly accommodating cavity 105 and then extends into the electronic control assembly accommodating cavity 103, so as to be directly connected to the bottom end of the three-phase copper busbar 91 located above the central axis of the motor assembly 6, so that the current is introduced into the motor assembly 6 after passing through the three-phase copper busbar 91 and the three-phase lead-out wire 61.

[0046] When the motor and electronic control two-in-one integrated system of the present invention is working, the high-voltage wire harness 3 for introducing external current enters the supporting capacitor connection cavity 101 and is connected to the current input side of the inverter module so that the current enters the inverter module for filtering, voltage stabilization and inversion. The current processed by the inverter module enters the three-phase copper bus 91 from its current output side, and then enters the three-phase lead-out line 61 through the connection between the lower end of the three-phase copper bus 91 and the three-phase terminal 62, and finally enters the motor assembly 6 from the three-phase lead-out line 61 to realize the input and processing of current.

[0047] In the prior art, such as Figure 1 As shown, the support capacitor is usually an independent part, installed between the positive and negative copper busbars of the controller and the power module, while the power module is installed below the support capacitor, and a heat sink is connected to the back of the power module to dissipate heat from the power module; in this structural layout, on the one hand, since the power module and the heat sink are arranged in sequence at the end of the motor body along the axial direction of the motor, the axial size of the assembly is increased; on the other hand, the three-phase copper busbar connected to the current output side of the power module extends radially to below the central axis of the motor body, its current loop is long, the area occupied by the electronic control components in the radial direction is large, and the material cost is high.

[0048] In the motor and electronic control two-in-one integrated structure of the present invention, Figure 5 As shown, on the one hand, since the supporting capacitor, the heat sink and the power module are connected and integrated in sequence along the axial direction to form the inverter module, the inverter module as a whole is arranged on the upper side of the motor assembly 6 along the axial direction of the motor assembly 6, and does not occupy the overall axial space of the two-in-one integrated structure, thereby reducing the overall axial size and weight of the two-in-one integrated structure; on the other hand, the lower end of the radially arranged three-phase copper busbar 91 is located above the central axis of the motor assembly 6, that is, the current output side of the inverter module is above the central axis of the motor assembly 6, that is, the three-phase terminal 62 of the three-phase lead-out wire 61 is axially extended into the electric control component accommodating cavity 103 and can be directly connected to the lower end of the three-phase copper busbar 91 above the central axis of the motor assembly 6, so the entire electric control assembly is placed above the central axis of the motor assembly 6, shortening the current loop length, reducing material consumption, and further improving the integration. Therefore, the two-in-one integrated structure of the motor and electronic control of the present invention can reduce the overall axial size and improve the integration level. It is located above the central axis of the motor assembly 6, which is conducive to the lightweighting of the electric vehicle; it can also reduce material usage and lower costs.

[0049] Alternatively, as Figure 2 and Figure 3As shown, the housing 1 includes a housing inner sleeve 11 and a housing outer sleeve 12 that are arranged in an inner and outer manner, and an end cap 13 and a cavity cover plate 14 that are axially arranged on both sides of the housing inner sleeve 11 and the housing outer sleeve 12. The housing inner sleeve 11 and the housing outer sleeve 12 are sealed at both ends along the axial direction to form a plurality of annular water channels 104 arranged in sequence along the axial direction and concave inward along the circumferential direction therebetween, for introducing external cooling water to cool and dissipate heat from the motor assembly 6; the top of the housing outer sleeve 12 extends upward to form a supporting capacitor wiring cavity 101 and a module installation cavity 102 therein. The cavity cover plate 14 is fixedly connected to the housing outer sleeve 12 to enclose the electronic control component accommodating cavity 103, and the electronic control component accommodating cavity 103 is a flat cavity arranged at the end, which can shorten the axial dimension of the entire structure. The end cap 13 is fixedly connected to the ends of the housing inner sleeve 11 and the housing outer sleeve 12 to enclose the motor component accommodating cavity 105 in the housing inner sleeve 11.

[0050] Alternatively, as Figure 6 As shown, the shell inner sleeve 11 is a hollow cylinder with one end open and the other end having an inner sleeve end plate 111, and the open end of the shell inner sleeve 11 is closed by an end cover 13, and the inner sleeve end plate 111 is close to the cavity cover 14. Figure 3 As shown, the motor assembly 6 includes a rotor assembly 63 and a stator assembly 64, which are arranged in an inner and outer configuration. The rotor assembly 63 is arranged axially, with its front end rotatably supported on the end cover 13 via a front bearing 65, and its rear end rotatably supported on the inner sleeve end plate 111 of the housing inner sleeve 11 via a rear bearing 66. The stator assembly 64 is fixed in the motor assembly accommodating cavity 105, and the ends of the stator assembly 64 are connected to the three-phase lead wires 61. Each lead wire of the three-phase lead wires 61 is provided with a three-phase terminal 62.

[0051] Alternatively, as Figure 6 As shown, the inner sleeve end plate 111 of the housing inner sleeve 11 is provided with a wiring window 106 that penetrates the plate surface. Figure 8 、 Figure 9 As shown, the electric control component also includes a three-phase outlet sealing plate 92 fixed on the inner sleeve end plate 111 to close the wiring window 106, and the three-phase outlet sealing plate 92 is provided with three three-phase outlet through-holes 921 set through the plate surface. The three three-phase terminals 62 are respectively sealed and clamped in the three three-phase outlet through-holes 921, and the heads of each three-phase terminal 62 extend into the electric control component accommodating cavity 103 to be fixedly connected to the lower end of the corresponding three-phase copper busbar 91 through the connecting bolt 94, thereby not only realizing the electrical connection between the stator assembly 64 and the inverter module, but also making the three-phase copper busbar 91 connected to the inverter module directly connected to the three-phase terminal 62 of the stator assembly 64, reducing additional connection harnesses and terminals, reducing costs, and making the overall structure compact and small in size. During operation, the current output by the inverter module enters the stator assembly 64 through the three-phase copper busbar 91 and the three-phase lead-out wire 61, generating a rotating magnetic field, which in turn drives the rotor assembly 63 to rotate.

[0052] In this option, if Figure 7 and Figure 8 As shown, the three-phase terminal 62 is hollow and cylindrical, with polygonal bosses 621 arranged circumferentially on its outer surface. The three-phase lead wires 61 pass through the corresponding three-phase terminal 62 and are then led out. The polygonal bosses 621 are designed to mate with polygonal stop holes 922 provided on the inner side of the three-phase lead cover 92 to prevent the three-phase terminal 62 from rotating circumferentially.

[0053] Furthermore, if Figure 7 and Figure 8 As shown, the outer annular surface of the three-phase terminal 62 is further machined with a circumferentially concave sealing groove 622 and a retaining groove 623. A seal 95 is mounted within the sealing groove 622 to seal the gap between the three-phase terminal 62 and the three-phase outlet via 921, thereby sealing the motor assembly accommodating cavity 105 and the electronic control assembly accommodating cavity 103. A circlip 96 is mounted within the retaining groove 623 to abut against the outer surface of the three-phase outlet sealing plate 92, thereby limiting the axial position of the three-phase terminal 62.

[0054] In this option, if Figure 9 and Figure 10 As shown, the three-phase outgoing line sealing plate 92 includes a plate-shaped base plate 923, and a plurality of through-hole inserts 924 and threaded inserts 925 embedded and connected to the base plate 923. The through-hole inserts 924 are connected with bolts 94 to fix the base plate 923 to the inner sleeve end plate 111 of the inner sleeve 11 of the shell, and the threaded inserts 925 are connected with screws to fix the lower end of the three-phase copper bus 91 to the base plate 923. In the specific embodiment of this optional solution, the base plate 923 is the frame of the three-phase outgoing line sealing plate 92, which is high temperature resistant. The insulating material mainly plays a supporting role and a sealing role of the wiring window 106; during actual installation, the threaded insert 925 is first fixed to the three-phase copper busbar 91 by screws, and then the three-phase terminal 62 is fixed to the three-phase copper busbar 91 by connecting bolts 94, thereby protecting the three-phase copper busbar 91 and avoiding the friction generated when the three-phase copper busbar 91 and the three-phase terminal 62 are connected by the connecting bolts 94, which causes deformation of the three-phase copper busbar 91 and stress at the welding position with the power module 202.

[0055] In this option, if Figure 9 and Figure 10As shown, the base plate 923 is also processed with three three-phase outlet holes 921, a plurality of circular positioning holes 926 and a plurality of waist-shaped positioning holes 927 that are set through the plate surface. The circular positioning holes 926 and the waist-shaped positioning holes 927 are used to position and connect the inner sleeve end plate 111 after the positioning pins are passed through. The base plate 923 is also provided with a plurality of magnetic core mounting bosses 928 for magnetic concentration and anti-interference. The side of the base plate 923 is also provided with a temperature measuring wire through hole 929 for leading the temperature measuring wire inside the motor assembly 6 outward, and the temperature measuring wire through hole 929 is designed on the side of the three-phase outlet sealing plate 92, and the gap between the temperature measuring wire and the temperature measuring wire through hole 929 is sealed with sealant. At the same time, a through hole boss is also reserved on the other side of the three-phase outlet sealing plate 92, which can be re-drilled and led out according to the actual needs of the temperature measuring wire outlet position.

[0056] The three-phase output sealing plate 92 and the overall design of the present invention can achieve the sealed isolation of the motor component accommodating cavity 105 and the electronic control component accommodating cavity 103, as well as the support of components. The design is simple and refined, the structure is compact, and it does not occupy too much cavity space, and the cost is low. On the other hand, since the power module 202 of the inverter module is located in the module mounting cavity 102, the axial size occupied by the inverter module and the three-phase output sealing plate 92 depends on the axial size of the three-phase output sealing plate 92, that is, the power module does not occupy additional axial size, thereby reducing the axial size of the assembly.

[0057] Alternatively, as Figure 12 As shown, the support capacitor includes an outer shell 203 made of a metal material. A first side of the heat sink 201 is fixedly connected to the outer side of the outer shell 203. The second side of the heat sink 201, which is opposite, is fixedly connected to the power module 202. The outer side of the power module 202 is connected to the upper end of the vertically arranged three-phase copper busbar 91. A heat dissipation channel cavity is also formed between the heat sink 201 and the outer shell 203 of the support capacitor to dissipate heat from the support capacitor and the power module 202 respectively.

[0058] In the existing technology, the internal support capacitor of the motor electronic control two-in-one is usually an independent part, which is composed of an internal capacitor core package wrapped in a plastic shell. The support capacitor is installed between the positive and negative copper bars of the controller and the power module through assembly, playing the role of filtering and voltage stabilization. Figure 11 As shown; in order to shorten the axial size of the motor, the power module is usually installed below the supporting capacitor, and a heat sink is connected to the back of the power module to dissipate heat for the power module, as shown Figure 1As shown. The existing connection layout of this type of support capacitor, power module and heat sink, on the one hand, because the power module and heat sink are stacked and arranged at the end of the motor body along the motor axis, the axial size of the assembly is increased. On the other hand, the three-phase copper busbar connected to the current output side of the power module extends radially to below the central axis of the motor body, its current loop is long, the electronic control components occupy a large area in the radial direction, and the material cost is high. Furthermore, because the heat sink is below the support capacitor and not connected to the support capacitor, there is basically no heat exchange between the heat dissipation channel of the heat sink and the support capacitor. The support capacitor relies solely on heat conduction and weak heat convection of the copper busbars on both sides of it to dissipate heat. Therefore, the volume of the support capacitor is usually designed to be larger to reduce heat generation, which also increases the volume and cost. Therefore, the existing motor and electronic control integrated assembly as a whole requires a large installation space, is costly, and is not conducive to the lightweighting of the electric vehicle.

[0059] In the inverter module of the present invention, the supporting capacitor, the radiator 201 and the power module 202 are sequentially connected to form a whole along the axial direction of the motor assembly, and the first side of the radiator 201 is connected to the outer shell 203 of the supporting capacitor, and the outer shell 203 of the supporting capacitor is made of metal material. Therefore, on the one hand, the power module 202 transfers heat to the heat dissipation channel cavity through the radiator 201 to achieve heat dissipation. On the other hand, the heat of the supporting capacitor can also be quickly and fully transferred to the heat dissipation channel cavity of the radiator 201 through the outer shell 203 made of metal, thereby achieving the supporting capacitor. The supporting capacitor cools down quickly and fully, so the overall capacity of the supporting capacitor can be designed to be smaller and the overall volume can be designed to be more compact, thereby not only reducing the axial size of the motor-electronic control integrated assembly and effectively reducing material costs, but also making the installation space required for the motor-electronic control integrated assembly small and the vehicle layout flexible, thereby contributing to the lightweight and low-cost of the electric vehicle; in addition, in the structure of the present invention, through its innovative structural setting, the supporting capacitor, the radiator 201 and the power module 202 are sequentially connected into a whole along the axial direction of the motor assembly and arranged on the side of the motor assembly 6, avoiding the following Figure 1 The existing heat sink and power module are arranged along the radial direction of the motor, which leads to the technical problem that the size of the motor and electronic control integrated assembly is large.

[0060] Alternatively, as Figure 12As shown, the supporting capacitor also includes a capacitor core package 204 arranged in the outer shell 203, and a filling layer poured and filled between the capacitor core package 204 and the inner side of the outer shell 203 for insulation and heat conduction. In this optional solution, first, the plastic shell used to wrap the capacitor core package 204 is replaced with an outer shell 203 made of metal material, which is an aluminum alloy shell in the present invention, and a filling material is poured between the capacitor core package 204 and the aluminum alloy shell. After solidification, the filling material has good insulation and thermal conductivity. When working, the heat generated by the capacitor core package 204 can be quickly transferred to the outside through the filling material and the aluminum alloy shell, thereby effectively reducing the overall temperature of the capacitor core package 204; second, the aluminum alloy shell and the heat dissipation water channel cavity of the radiator 201 are integrated into one part, and the heat from the capacitor core package 204 can be quickly taken away by the coolant in the heat dissipation water channel cavity to further reduce the temperature of the capacitor core package 204. Therefore, in the structure of the present invention, with the support of the dual design, the heat dissipation efficiency of the support capacitor is greatly improved, so the overall capacity of the support capacitor can be designed to be smaller, and the volume can also be designed to be more compact, saving space and reducing the overall size and cost of the motor and electronic control integrated assembly.

[0061] Alternatively, as Figure 12 As shown, the second side of the supporting capacitor opposite to the heat sink 201 is also provided with an outwardly extending positive and negative copper busbars 205. The first ends of the positive and negative copper busbars 205 pass through the outer shell 203 and are fixedly connected to the capacitor core package 204. The second ends of the positive and negative copper busbars 205 are used to be connected to the high-voltage wire harness 3 for inputting DC current to introduce DC current.

[0062] Alternatively, as Figure 13 As shown, the heat sink 201 includes a heat sink body 2011 and a plurality of heat dissipation fins 2012 connected to a first side of the heat sink body 2011. The heat dissipation fins 2012 are regularly arranged on the heat sink body 2011 and extend into the heat dissipation channel cavity. The power module 202 is fixed to the second side of the heat sink body 2011.

[0063] Preferably, in a first embodiment of the arrangement of the plurality of heat dissipating fins 2012, not shown, the arrangement density of the plurality of heat dissipating fins 2012 on the radiator body 2011 along the direction from the water inlet to the water outlet is gradually increased. In the conventional two-in-one motor and electronic control, the fins on the radiator 201 are usually evenly distributed, that is, the fin distribution density is basically the same along the direction from the water inlet to the water outlet of the radiator. However, during actual operation, the water temperature at the water outlet is higher than the water temperature at the water inlet, which causes the temperature of the modules near the water outlet to be higher than the temperature of the modules near the water inlet, and the performance of the modules near the water inlet cannot be fully utilized. Therefore, in this preferred embodiment, the arrangement density of the plurality of heat dissipating fins 2012 on the radiator body 2011 along the direction from the water inlet to the water outlet is gradually increased. Under this design, there are more heat dissipating fins in the area near the water outlet, and the contact surface with the coolant is larger, so that the modules in this area can obtain better heat dissipation, thereby solving the existing technical problems.

[0064] Preferably, in the second embodiment of the arrangement of a plurality of heat dissipation fins 2012, similarly, in the conventional two-in-one motor and electronic control, the fins on the radiator 201 are usually evenly distributed, that is, along the direction from the water inlet to the water outlet of the radiator, the fin distribution density is basically the same. However, in actual operation, the water temperature at the water outlet is higher than that at the water inlet, so the temperature of the module near the water outlet is higher than that of the module near the water inlet, and the performance of the module near the water inlet cannot be fully utilized. Therefore, in this preferred solution, if Figure 14 As shown, a plurality of heat dissipating fins 2012 are arranged in sequence in different areas on the radiator body 2011 along the direction from water inlet to water outlet, and the arrangement density of the plurality of heat dissipating fins 2012 in area C closest to the water inlet is the lowest, the arrangement density of the plurality of heat dissipating fins 2012 in area A closest to the water outlet is the highest, and the arrangement density of the plurality of heat dissipating fins 2012 in area B between area C and area A is in the middle. Therefore, under this design, there are more fins in area A near the water outlet and a larger contact surface with the coolant, so that the modules in area A can obtain better heat dissipation, so that the temperature of the modules in area A can be kept basically consistent with that of the modules in area C, and at the same time, the water resistance will not be basically increased.

[0065] In the prior art, the mounting surface on the radiator for welding and fixing the power module is a plane, and the relative gap between the mounting surface and the copper busbar connected to the power module and the copper busbar 903 is small. Therefore, in the prior art, the fastening bolts used to fix the radiator shell are arranged at the opposite ends of the power module, or are arranged between the power modules. When the fastening bolts are arranged at the opposite ends of the power module, the outer shell of the heat dissipation water channel cavity and the outer shell of the supporting capacitor cannot be stably fixed tightly due to the large spacing between the fastening bolts at the two ends, which greatly leads to a decrease in the sealing degree of the heat dissipation water channel cavity; when the fastening bolts are arranged between the power modules, the fastening bolts take up space, thereby increasing the overall size of the power module and the radiator along the arrangement direction of the power modules. In the solution of the present invention, if Figure 15 As shown, the second side surface of the heat sink body 2011 is concave near its upper and lower edges to form two mounting stepped surfaces 20111. Mounted on the mounting stepped surfaces 20111 are multiple sets of fastening bolts 206 spaced along their length to tightly secure the outer shell of the heat dissipation channel cavity to the outer housing 203 supporting the capacitor.

[0066] In the solution of the present invention, since multiple groups of fastening bolts 206 are arranged in sequence along the length direction of the radiator 201, the force is applied reliably and evenly, and the outer shell of the heat dissipation water channel cavity can be tightly fixed to the outer shell 203 supporting the capacitor, effectively preventing leakage of the heat dissipation water channel cavity; on the other hand, within the length of the heat dissipation fins 2012, the installation step surface 20111 is staggered from the second side surface for installing the power module 202, and the fastening bolts 206 are arranged below the power module 202, and have sufficient installation space and safe electrical clearance with the copper busbar connected to the power module and the copper busbar 903, and the fastening bolts 206 do not occupy the overall size of the power module and the radiator along the direction of arrangement of the power module.

[0067] Alternatively, as Figure 16 As shown, a main control board 207 is also disposed outside the power module 202. Two sets of temperature measurement feedback components 208 are also disposed on the second side surface of the radiator body 2011. The two sets of temperature measurement feedback components 208 are disposed at both ends of the power module 202, and each set of temperature measurement feedback components 208 is connected between the radiator body 2011 and the main control board 207 to measure the temperature of the radiator 201 and transmit feedback to the main control board 207.

[0068] In this option, if Figure 16As shown, the temperature measurement feedback component 208 includes an aluminum-based circuit board 2081 for providing feedback on the temperature of the heat sink 201, a temperature sensor 2082 for detecting the temperature of the aluminum-based circuit board 2081, and multiple pins 2083 for transmitting signals. The aluminum-based circuit board 2081 is fixed to the second side surface of the heat sink body 2011. The temperature sensor 2082 is connected to the aluminum-based circuit board 2081. The two ends of each pin 2083 are respectively connected to the aluminum-based circuit board 2081 and the main control board 207.

[0069] Specifically, if Figure 16 As shown, recesses are provided near the power modules 202 on either side of the heat sink body 2011. These recesses are precisely sized to accommodate an aluminum-based circuit board 2081 of the same shape. A thermally conductive adhesive is placed between the aluminum-based circuit board 2081 and the heat sink body 2011. Once cured, the adhesive possesses excellent thermal conductivity and strength, effectively transferring the heat from the heat sink body 2011 to the aluminum-based circuit board 2081 while also withstanding vibrations of a certain intensity without breaking. This effectively secures the aluminum-based circuit board 2081 to the heat sink body 2011. The aluminum-based circuit board 2081 has a lower layer of aluminum-based material for heat conduction, while the upper layer is an insulating layer with circuitry. A temperature sensor 2082 is located within the upper insulating layer of the aluminum-based circuit board 2081, ensuring efficient heat transfer from the heat sink body 2011 to the temperature sensor 2082 and providing insulation between the temperature sensor 2082 and the connecting circuitry and the heat sink body 2011. One end of pin 2083 is connected to the circuit of the upper insulating layer of the aluminum-based circuit board 2081, and the other end of pin 2083 is connected to the main control board 207. The electrical signal generated by the temperature sensor 2082 when heated passes through the circuit of the upper insulating layer and then transmitted to the main control board 207 through pin 2083.

[0070] Preferably, if Figure 16 As shown, the pin 2083 has a bent structure, which is used to absorb the relative displacement caused by the different vibration frequencies of the main control board 207 and the radiator 201, and prevent the displacement from causing the solder failure at the solder joints between the pin 2083 and the main control board 207 or the aluminum-based circuit board 2081.

[0071] Alternatively, as Figure 12 As shown, the power module 202 includes a plurality of single-arm modules, and the plurality of single-arm modules are sequentially arranged at intervals along the direction from the water inlet to the water outlet of the radiator 201 .

[0072] In existing designs, in order to shorten the axial size of the motor-electronic control integrated assembly, the power module and heat sink are usually placed below the supporting capacitor, such as Figure 1As shown, since the power module and the heat sink are located below the support capacitor and are not axially aligned with the support capacitor, this approach can reduce the axial size of the assembly. However, this arrangement is chosen because the power module is a standard component with a fixed package, which contains multiple inverter bridges inside and has a large overall size. The heat sink must be aligned with the power module. The power module, the heat sink and the support capacitor are axially aligned, which will occupy a large amount of axial space and increase the overall size. Therefore, in the present invention, first, a design is adopted in which the power module 202, the heat sink 201 and the support capacitor are axially aligned, and a stronger heat dissipation capacity is provided for the support capacitor through a shared heat dissipation water channel cavity, thereby reducing the volume of the support capacitor to reduce the axial size; second, in the present invention, a plurality of single bridge arm modules are used to form the power module 202, and the plurality of single bridge arm modules are arranged on the radiator 201 in sequence from the water inlet to the water outlet direction on the radiator 201. This arrangement can not only save a lot of packaging materials, but also reduce volume occupancy and reduce costs. It should be noted that the protection point of this design is not only that the separate arrangement is as follows. Figure 12 The six single-arm modules shown, and any combination of modules, are within the scope of protection of this application.

[0073] Preferably, if Figure 12 As shown, multiple single-arm modules are evenly spaced along the water inlet to water outlet direction of the radiator 201. Each single-arm module extends in a direction perpendicular to the axis of the motor assembly, so that the three-phase copper busbar 91 fixed thereto also extends in a direction perpendicular to the axis of the motor assembly. This allows the three-phase terminals of the axially arranged stator assembly in the motor assembly to be connected vertically to the three-phase copper busbar 91 in the axial direction without the need for additional connecting wires. This reduces the use of additional connecting wires, lowers material costs, and also significantly shortens the overall size of the motor-electronics integrated assembly.

[0074] Alternatively, as Figure 4 As shown, a filter magnetic ring 4 is also provided in the support capacitor connection cavity 101, and the high-voltage wire harness 3 passes through the filter magnetic ring 4 and then extends into the support capacitor connection cavity 101. The positive and negative copper plates on the outside of the support capacitor extend into the support capacitor connection cavity 101 to be connected to the high-voltage wire harness 3 via connecting bolts 5. During operation, the high-voltage wire harness 3 passes through the shell jacket 12 and enters the support capacitor connection cavity 101, further passes through the filter magnetic ring 4, and is bolted to the capacitor core package 204 at the copper busbar overlap. The capacitor core package 204 is inside the aluminum alloy shell, and the aluminum alloy shell and the filter magnetic ring 4 are fixed to the shell jacket 12 by bolts.

[0075] Optionally, a preferred embodiment of the present invention further provides an electric vehicle having a two-in-one integrated structure of motor and electronic control as described above, so that in the electric vehicle of the present invention, the three-phase terminal 62 for leading out the three-phase lead wire 61 can be directly connected to the lower end of the three-phase copper bus 91 after axially extending into the electronic control component accommodating cavity 103 without the need for additional connecting components and wiring harnesses, thereby not only making the radial size of the electric vehicle of the present invention small, reducing the required installation space, and improving the flexibility of the vehicle layout, but also facilitating the lightweighting of the electric vehicle, while reducing material usage and reducing costs.

[0076] In this optional solution, electric vehicles include electric vehicles, aircraft, etc.

[0077] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A two-in-one motor and electronic control integrated structure, characterized in that: include: A housing (1), a motor assembly (6), an electronic control assembly, and an inverter module formed by sequentially connecting a supporting capacitor, a heat sink, and a power module (202) in an axial direction; The housing (1) comprises a motor assembly accommodating chamber (105) arranged along the axial direction, a supporting capacitor connection chamber (101) and a module installation chamber (102) located above the motor assembly accommodating chamber (105) and arranged in sequence in the axial direction, and an electric control assembly accommodating chamber (103) located behind the motor assembly accommodating chamber (105) and the module installation chamber (102); The inverter module is axially mounted in the module mounting cavity (102), and its current input side extends into the supporting capacitor connection cavity (101) to be connected to the high-voltage wire harness (3) extending into the supporting capacitor connection cavity (101) from the outside. The electric control component is radially mounted in the electric control component accommodating cavity (103), and the upper end of the vertically arranged three-phase copper busbar (91) is connected to the current output side of the inverter module. The motor assembly (6) is axially mounted in the motor assembly accommodating chamber (105), and the three-phase terminal (62) in the motor assembly (6) for carrying the three-phase lead wire (61) extends axially out of the motor assembly accommodating chamber (105) and then into the electric control assembly accommodating chamber (103) to be directly connected to the bottom end of the three-phase copper busbar (91) located above the central axis of the motor assembly (6), so that the current is introduced into the motor assembly (6) after passing through the three-phase copper busbar (91) and the three-phase lead wire (61).

2. The motor and electronic control two-in-one integrated structure according to claim 1, characterized in that: The housing (1) comprises an inner housing (11) and an outer housing (12) which are arranged in an inner and outer manner; The motor assembly (6) includes a rotor assembly (63) and a stator assembly (64) that are arranged in an inner and outer manner. The rotor assembly (63) is arranged in the axial direction. The stator assembly (64) is fixed in the motor assembly accommodating cavity (105). The end of the stator assembly (64) is connected to the three-phase lead wire (61). Each lead wire of the three-phase lead wire (61) is provided with a three-phase terminal (62).

3. The motor and electronic control two-in-one integrated structure according to claim 2, characterized in that: A wiring window (106) is provided on the inner sleeve end plate (111) of the housing inner sleeve (11) and is arranged through the plate surface; The electric control assembly further includes a three-phase outgoing line sealing plate (92) fixed on the inner sleeve end plate (111) to close the wiring window (106), and the three-phase outgoing line sealing plate (92) is provided with three three-phase outgoing line through-holes (921) arranged through the plate surface; The three three-phase terminals (62) are respectively sealed and clamped in the three three-phase outlet holes (921), and the head of each three-phase terminal (62) extends into the electric control component accommodating cavity (103) to be fixedly connected to the lower end of the corresponding three-phase copper busbar (91) through the connecting bolt (94).

4. The motor and electronic control two-in-one integrated structure according to claim 3, characterized in that: The three-phase terminal (62) is in the shape of a hollow cylinder, and a polygonal boss (621) arranged along the circumferential direction is processed on its outer ring surface; The three-phase lead wires (61) are passed through the corresponding three-phase terminals (62) and then led out; The polygonal boss (621) is used to cooperate with a polygonal limiting hole (922) provided on the inner side of the three-phase outlet sealing plate (92) to prevent the three-phase terminal (62) from rotating in the circumferential direction.

5. The motor and electronic control two-in-one integrated structure according to claim 3, characterized in that: The outer ring surface of the three-phase terminal (62) is also processed with a sealing groove (622) and a clamping groove (623) which are concave in the circumferential direction; A sealing member (95) is mounted in the sealing groove (622) to seal the gap between the three-phase terminal (62) and the three-phase outlet hole (921); An elastic retaining ring (96) is mounted in the retaining groove (623), and the elastic retaining ring (96) is used to abut against the outer side surface of the three-phase outlet sealing plate (92), thereby limiting the three-phase terminal (62) in the axial direction.

6. The motor and electronic control two-in-one integrated structure according to claim 3, characterized in that: The three-phase outgoing line sealing plate (92) includes a plate-shaped base plate (923), and a plurality of through-hole inserts (924) and threaded inserts (925) embedded and connected to the base plate (923); the through-hole inserts (924) are connected with bolts (94) to fix the base plate (923) to the inner sleeve end plate (111) of the housing inner sleeve (11); and the threaded inserts (925) are connected with screws to fix the lower end of the three-phase copper busbar (91) to the base plate (923); The base plate (923) is also provided with three three-phase outlet holes (921) penetrating the plate surface, a plurality of circular positioning holes (926) and a plurality of waist-shaped positioning holes (927). The circular positioning holes (926) and waist-shaped positioning holes (927) are used for positioning and connecting the inner sleeve end plate (111) after the positioning pins are passed through. A plurality of magnetic core mounting bosses (928) are also provided on the base plate (923) for magnetic concentration and anti-interference. A temperature measuring wire through hole (929) is also provided on the side of the base plate (923) for leading the temperature measuring wire inside the motor assembly (6) outward.

7. The motor and electronic control two-in-one integrated structure according to claim 1, characterized in that: The supporting capacitor comprises an outer shell (203) made of metal material, a first side of the heat sink (201) is fixedly connected to the outer side of the outer shell (203), a second side opposite to the heat sink (201) is fixedly connected to the power module (202), and the outer side of the power module (202) is connected to the upper end of a vertically arranged three-phase copper busbar (91); A heat dissipation water channel cavity is also formed between the radiator (201) and the outer shell (203) of the supporting capacitor and is used to dissipate heat for the supporting capacitor and the power module (202) respectively.

8. The motor and electronic control two-in-one integrated structure according to claim 7, characterized in that: The radiator (201) comprises a radiator body (2011) and a plurality of heat dissipation fins (2012) connected to a first side of the radiator body (2011); The arrangement density of the plurality of heat dissipation fins (2012) on the radiator body (2011) gradually increases along the direction from water inlet to water outlet; or On the radiator body (2011), along the direction from water inlet to water outlet, a plurality of heat dissipating fins (2012) are sequentially arranged in different regions, and the arrangement density of the plurality of heat dissipating fins (2012) in region C closest to the water inlet is the lowest, the arrangement density of the plurality of heat dissipating fins (2012) in region A closest to the water outlet is the highest, and the arrangement density of the plurality of heat dissipating fins (2012) in region B between region C and region A is intermediate.

9. The motor and electronic control two-in-one integrated structure according to claim 1, characterized in that: A filter magnetic ring (4) is further provided in the supporting capacitor connection cavity (101), and the high-voltage wire harness (3) passes through the filter magnetic ring (4) and then extends into the supporting capacitor connection cavity (101); The positive and negative copper plates on the outside of the supporting capacitor extend into the supporting capacitor wiring cavity (101) to be fixed to the high-voltage wire harness (3) via connecting bolts (5).

10. An electric vehicle, characterized in that: It has a motor and electronic control two-in-one integrated structure as described in any one of claims 1 to 9.

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