Liquid cooling circulating type motor pump body for vehicle

Abstract

The application relates to the technical field of vehicle motors, and discloses a liquid cooling circulation type vehicle motor pump body which comprises a motor main body, an impeller rotor assembly, a supporting assembly, a cooling liquid stirring assembly, a cooling liquid collecting assembly, a circulating pump and a backflow pipe and the like. The front end impeller of the impeller rotor assembly is located in a cooling box, the rear end extends to the inner cavity of the motor and is supported through the supporting assembly, and a cooling liquid flow-through groove is arranged in the rotor shaft sleeve to realize the introduction of the cooling liquid. The cooling liquid stirring assembly rotates synchronously with the impeller rotor, and the cooling liquid is uniformly distributed through stirring blades. The cooling liquid collecting assembly is internally provided with a monitoring assembly, a pressure sensor is used to detect the liquid level and the circulating pump is intelligently started and stopped in linkage. Through the integrated shunting, active stirring and pressure-liquid level linkage control design, the problems of uneven cooling, low circulation efficiency and easy leakage existing in the traditional liquid cooling are solved, and the motor is comprehensively and uniformly cooled.

Description

Technical Field

[0001] This invention relates to the field of automotive motor technology, and in particular to a liquid-cooled circulating automotive motor pump body. Background Technology

[0002] As the global automotive industry transforms towards electrification, intelligentization, and lightweighting, the technological iteration of automotive motors is accelerating significantly. The demand for motor power density in new energy vehicles (especially pure electric vehicles and hybrid vehicles) continues to rise. The power of motors in mainstream models has upgraded from 50-80kW in the early days to 150-250kW, with some high-performance models even exceeding 400kW. Motor speeds have also increased from 10,000rpm to 15,000-20,000rpm. Against this backdrop, the heat generated by motors is increasing exponentially. According to industry test data, a 200kW automotive motor can generate 8-12kW of heat per hour when running at full load. If heat dissipation is not timely and effective, it will directly lead to a series of technical problems.

[0003] As the power and speed of automotive motors continue to increase, their heat generation also increases. Overheating of the motor leads to decreased insulation performance and accelerated winding aging, severely affecting the motor's performance and lifespan. Currently, common cooling methods for automotive motors include air cooling and liquid cooling. Air cooling has low cooling efficiency and cannot meet the cooling requirements of high-power motors; while traditional liquid cooling has higher cooling efficiency, it suffers from uneven distribution of the cooling medium. For example, in some liquid cooling systems, the cooling medium only flows on the surface of the motor and cannot penetrate deep into the motor cavity for comprehensive cooling. Therefore, there is an urgent need for a new type of liquid-cooled circulating automotive motor pump to overcome the shortcomings of existing technologies. Summary of the Invention

[0004] In view of the above-mentioned problems in the prior art, the purpose of the present invention is to provide a liquid-cooled circulating automotive motor pump body, which solves the problems of uneven distribution of cooling medium and the existence of heat dissipation dead zones in the traditional liquid cooling method, and realizes comprehensive and uniform cooling of all heat-generating components inside the motor.

[0005] The present invention is achieved by the following technical solution: a liquid-cooled circulating automotive motor pump body, comprising a motor body, an impeller rotor assembly, a support assembly, a coolant agitation assembly, a coolant return female connector, a sealing connector, a coolant collection assembly, a circulating pump, and a return pipe; Both the motor body and the circulating pump are installed on the outer wall of the car cooler box. The front impeller of the impeller rotor assembly is located inside the car cooler box, and the rear end extends into the inner cavity of the motor body and is rotatably supported by the support assembly, so that the coolant in the car cooler box can enter the inner cavity of the motor body through the impeller rotor assembly. The coolant agitation component is sleeved at the tail end of the impeller rotor assembly, with a pre-reserved gap between it and the support assembly and the inner wall of the motor body cavity. When the impeller rotor assembly rotates, the coolant agitation component rotates synchronously to agitate the coolant entering the inner cavity of the motor body. The coolant return female connector is installed at the bottom of the motor body, and the two ends of the sealing connector are respectively sealed to the coolant return female connector and the coolant collection assembly; the coolant collection assembly is connected to the input end of the circulation pump through the return pipe, and the output end of the circulation pump is connected to the return port of the car coolant box.

[0006] As a further improvement to the above solution, the impeller rotor assembly includes a front impeller, a middle rotor core and a rear hollow shaft. The rear hollow shaft has a rotor bushing installed in the inner cavity with an interference fit. The inner sidewall of the rotor bushing has multiple sets of through coolant flow grooves evenly opened along the axial direction.

[0007] As a further improvement to the above solution, the support assembly includes a rotor support shaft and a limiting block, and the rotor support shaft is integrally set on the front side of the limiting block. One end of the rotor support shaft is inserted into the inner cavity of the rotor bushing, and multiple sets of coolant flow channels are evenly opened on the outer wall of the limiting block along the circumference.

[0008] As a further improvement to the above solution, the coolant agitation assembly includes a fixed sleeve, stirring blades, a threaded sleeve, and a fixed screw. The inner diameter of the fixed sleeve is adapted to the outer diameter of the tail end of the impeller rotor assembly. The stirring blades are evenly arranged on the outer wall of the fixed sleeve and are integrally injection molded with the fixed sleeve. The threaded sleeve is embedded around the fixed sleeve and is staggered with the stirring blades. The fixing screw is installed in the threaded sleeve by threads, and the inner end abuts against the outer wall of the tail end of the impeller rotor assembly to achieve fixation.

[0009] As a further improvement to the above solution, the coolant collection assembly includes a top collection box, a bottom collection box, and a monitoring component; The top collection box and the bottom collection box are fixedly connected by screws. The top collection box is provided with a coolant return sub-connector, the bottom collection box is provided with a pipe connector, and the four walls of the inner cavity of the bottom collection box are provided with U-shaped grooves.

[0010] As a further improvement to the above solution, the monitoring component includes a cross support frame, a guide rod, a sealing ball, a compression spring, and a pressure sensor; The cross support frame is fitted between the U-shaped slots and has a through hole in the middle. The guide rod is vertically installed inside the through hole on the cross support frame. A sealing ball is installed at the top of the guide rod. The compression spring is sleeved on the outer wall of the guide rod and is located between the sealing ball and the cross support frame. The pressure sensor is installed at the bottom of the guide rod.

[0011] As a further improvement to the above solution, the motor body has a threaded hole at the bottom, and the coolant return female connector is installed in the threaded hole by thread sealing. The upper end of the sealing connector is connected to the return female connector by thread, and the lower end is connected to the coolant return sub-connector on the coolant collection assembly by thread. The inner cavity of the sealing connector is a through structure.

[0012] As a further improvement to the above solution, the two ends of the return pipe are respectively connected to the pipe connectors of the circulation pump input end and the collection box via clamps, and the data output end of the pressure sensor, the motor body and the control end of the circulation pump are all connected to the vehicle computer.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention solves the problem of uneven coolant distribution in traditional liquid cooling methods by adding a coolant agitation component that rotates synchronously with the impeller rotor assembly and creating turbulence through the agitation blades, thus ensuring comprehensive and uniform heat exchange for all heat-generating components inside the motor. The coolant collection component of this invention has a built-in normally closed sealing structure and a pressure sensor. By monitoring the static pressure of the coolant, it indirectly reflects the liquid level, realizes the intelligent start and stop of the circulating pump, avoids the circulating pump running dry or overloaded, reduces energy consumption, and improves system reliability. The impeller rotor assembly of this invention integrates a front impeller, a middle rotor core, and a rear hollow shaft. Coolant is directly introduced into the motor cavity through the coolant flow groove of the rotor shaft sleeve. At the same time, a flow-dividing structure is designed to achieve coordinated cooling of multiple components of the vehicle, simplifying the pipeline layout of the cooling system. Attached Figure Description

[0014] Figure 1 This is a top-view three-dimensional perspective view of the liquid-cooled circulating automotive motor pump body of the present invention. Figure 2 This is a sectional view along line AA of the liquid-cooled circulating automotive motor pump body of the present invention; Figure 3 This is a three-dimensional perspective view of the liquid-cooled circulating automotive motor pump body of the present invention from a bottom view. Figure 4 The diagram shows the coolant agitation assembly of the liquid-cooled circulating automotive motor pump body of the present invention mounted on the wheel rotor assembly. Figure 5 This is a side view of the wheel rotor assembly of the liquid-cooled circulating automotive motor pump body of the present invention; Figure 6 This is a three-dimensional perspective view of the motor body of the liquid-cooled circulating automotive motor pump body of the present invention, and a sectional view along the BB direction. Figure 7 This is a three-dimensional perspective view of the coolant agitation component of the liquid-cooled circulating automotive motor pump body of the present invention; Figure 8 This is a three-dimensional perspective view of the coolant collection assembly of the liquid-cooled circulating automotive motor pump body of the present invention; Figure 9 This is a three-dimensional representation of the monitoring component of the liquid-cooled circulating vehicle motor pump body of the present invention.

[0015] Explanation of key symbols: 1. Motor body; 2. Impeller rotor assembly; 21. Rotor shaft sleeve; 22. Coolant flow channel; 3. Support assembly; 31. Rotor support shaft; 32. Limiting block; 33. Coolant flow channel; 4. Coolant agitation assembly; 41. Fixing sleeve; 42. Agitator blade; 43. Threaded sleeve; 44. Fixing screw; 5. Coolant return female connector; 6. Sealing connector; 7. Coolant collection assembly; 71. Collection top box; 711. Coolant return sub-connector; 72. Collection bottom box; 721. Pipe connector; 722. U-shaped groove; 73. Monitoring assembly; 731. Cross support frame; 732. Guide rod; 733. Sealing ball; 734. Compression spring; 735. Pressure sensor; 8. Circulation pump; 9. Return pipe. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings.

[0017] Obviously, the described embodiments are only a part of the embodiments of this disclosure, not all of them. All other embodiments obtained by those skilled in the art based on the described embodiments of this disclosure without inventive effort are within the scope of protection of this disclosure.

[0018] Unless otherwise defined, the technical or scientific terms used in this disclosure shall have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "comprising" or "including," and similar terms used in this disclosure, mean that an element or object preceding the term encompasses the elements or objects listed following the term and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but may also include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; these relative positional relationships may change accordingly when the absolute position of the described objects changes.

[0019] To keep the following description of the embodiments of this disclosure clear and concise, detailed descriptions of known functions and known components are omitted.

[0020] Please combine Figure 1-9As shown in the figure, an embodiment of the present invention provides a liquid-cooled circulating automotive motor pump body, comprising: a motor body 1, an impeller rotor assembly 2, and a circulating pump 8. Both the motor body 1 and the circulating pump 8 are bolted to the outer wall of the automotive cooling box (the automotive cooling box adopts the existing standard automotive cooling box, the specific structure of which is not described in detail and is not shown in the figure). Nitrile rubber sealing rings (type: O-rings) are provided between the connecting surfaces of the motor body 1 and the circulating pump 8 to ensure sealing performance and prevent leakage of the cooling medium. The impeller rotor assembly 2 is responsible for power output and coolant delivery. The core component, used to drive the coolant circulation and achieve its own power transmission, has an impeller at the front end of the impeller rotor assembly 2 located inside the automotive cooling box. A 3-5mm gap is reserved between the impeller and the inner wall of the automotive cooling box to prevent friction between the impeller and the inner wall of the automotive cooling box during rotation. The rear end of the impeller rotor assembly 2 extends into the inner cavity of the motor body 1 and is rotatably supported by the support assembly 3. This design addresses the problem of uneven distribution of the cooling medium in traditional cooling methods during automotive motor operation, which leads to localized overheating of the motor and potential overload faults. Figure 1-6 As shown, the impeller rotor assembly 2 includes a front impeller, a middle rotor core, and a rear hollow shaft. The inner cavity of the rear hollow shaft forms the tail end cavity, in which a rotor bushing 21 is interference-fitted. The rotor bushing 21 is made of 45# steel, and its inner cavity sidewall has multiple sets of coolant flow grooves 22 evenly distributed axially (this design uses three sets, evenly distributed 120° circumferentially). By setting the coolant flow grooves 22, the coolant in the car's cooling box can smoothly enter the inner cavity of the motor body 1 to cool and reduce the temperature of the windings, core, and other components inside the motor body 1, preventing the impeller rotor assembly 2 from overheating due to high-speed rotation in the inner cavity of the motor body 1 and causing overload of the motor body 1. The support assembly 3 is located inside the motor body 1 and is used to provide radial and axial positioning support for the impeller rotor assembly 2, ensuring its coaxiality and stability during high-speed rotation. The specific structure is as follows: Figure 6 As shown, it includes a rotor support shaft 31 and a limiting block 32; the rotor support shaft 31 and the limiting block 32 are an integral unit, and the limiting block 32 is fixedly connected to the rear end of the motor body 1. One end of the rotor support shaft 31 is inserted into the inner cavity of the rotor bushing 21 in the impeller rotor assembly 2. A deep groove ball bearing (model: 6205) is provided between the rotor support shaft 31 and the rotor bushing 21 to reduce rotational friction; multiple sets of coolant flow channels 33 are evenly opened along the circumference on the outer wall of the limiting block 32. By setting the coolant flow channels 33, the coolant entering through the coolant flow groove 22 can smoothly pass through the limiting block 32 and enter the deep inner cavity of the motor body 1 (such as the winding gap, stator assembly, etc.) to achieve comprehensive cooling inside the motor body 1; A coolant agitator 4 is fitted onto the tail end of the impeller rotor assembly 2, with gaps reserved between it and the outer wall of the support assembly 3 and the inner wall of the motor body 1. This ensures that the coolant agitator 4 can rotate freely with the impeller rotor assembly 2 without interference. Figure 4 and 7 As shown, the coolant agitation assembly 4 includes a fixed sleeve 41 that can be fitted onto the tail end of the impeller rotor assembly 2. The fixed sleeve 41 is made of engineering plastic (model: PA66+GF30, which has the characteristics of high strength, wear resistance and coolant corrosion resistance). Its inner diameter matches the outer diameter of the tail end of the impeller rotor assembly 2. Multiple sets of stirring blades 42 are evenly arranged on the outer wall of the fixed sleeve 41, and the fixed sleeve 41 and the stirring blades 42 are integrally injection molded to ensure structural strength. Multiple sets of threaded sleeves 43 are evenly embedded in the side wall of the fixed sleeve 41, and the multiple sets of threaded sleeves 43 and the multiple sets of stirring blades 42 are staggered. The inner cavity of the threaded sleeves 43 is connected by threads. A fixing screw 44 is installed. The inner end of the fixing screw 44 passes through the inner cavity of the threaded sleeve 43 and abuts against the outer wall of the tail end of the impeller rotor assembly 2. By tightening the fixing screw 44, the fixing sleeve 41 can be firmly fixed to the tail end of the impeller rotor assembly 2. When the impeller rotor assembly 2 rotates, the coolant agitation assembly 4 rotates synchronously (the speed is the same as that of the impeller rotor assembly 2, up to 6000 r / min). The stirring blades 42 agitate the coolant entering the inner cavity of the motor body 1, forming a turbulent effect, so that the coolant can be evenly distributed on the inner cavity side wall of the motor body 1 and the surface of the stator winding and stator core, avoiding uneven cooling in the inner cavity of the motor body 1. A coolant return female connector 5 is installed at the bottom of the motor body 1 via a sealing thread. A threaded hole matching the coolant return female connector 5 is provided at the bottom of the motor body 1. A sealing connector 6 is installed at the bottom end of the coolant return female connector 5 via a sealing thread. A coolant collection assembly 7 is installed at the bottom end of the sealing connector 6 via a sealing thread. The inner cavity of the sealing connector 6 is a through-type structure, which is used to achieve a sealed connection between the coolant return female connector 5 and the coolant collection assembly 7 to prevent coolant leakage during the return process. A return pipe 9 is installed between the bottom end of the coolant collection assembly 7 and the input end of the circulation pump 8 (the circulation pump 8 is a vehicle DC brushless circulation pump (model: DBP-12V-500) with a rated voltage of 12V, a rated flow of 5L / min, a rated head of 3m, and features small size, low energy consumption, and high reliability). The coolant collection assembly 7 is used to collect the coolant discharged from the motor body 1, and the monitoring assembly detects pressure and level, providing signals for the start / stop control of the circulating pump 8, such as... Figure 8-9As shown, the coolant collection assembly 7 includes a top collection box 71, a bottom collection box 72, and a monitoring assembly 73. The specific structure is as follows: Both the top collection box 71 and the bottom collection box 72 are made of aluminum alloy (model: 6061). The bottom of the top collection box 71 is inserted into the top cavity of the bottom collection box 72 via a transition fit. Four sets of M5×10 screws are evenly arranged circumferentially at the connection between the top collection box 71 and the bottom collection box 72, securing the two together. A silicone rubber sealing gasket is also provided at the connection to ensure sealing performance. A coolant return sub-connector 711 is integrally formed on the top of the top collection box 71. The specifications of the coolant return sub-connector 711 match the lower thread of the sealing connector 6, used for... Connected to the sealing connector 6, it receives the return coolant from the motor body 1; the bottom of the collection box 72 is integrally formed with a pipe connector 721 for connecting to the return pipe 9; the four side walls of the inner cavity of the collection box 72 are integrally formed with U-shaped slots 722 for installing the monitoring component 73; the monitoring component 73 includes a cross support frame 731, a guide rod 732, a sealing ball 733, a compression spring 734, and a pressure sensor 735: the cross support frame 731 is made of 304 stainless steel, and its four ends can be horizontally locked between the four U-shaped slots 722 of the collection box 72; a through hole is opened in the middle of the cross support frame 731; the guide rod 732 is made of 45# steel, and its upper end is installed on Vertical fixation is achieved through the through hole in the middle of the cross support bracket 731; the sealing ball 733 is made of nitrile rubber, and its bottom is connected to the top of the guide rod 732 by threads. The top of the sealing ball 733 can fit against the bottom opening of the coolant return sub-connector 711 to achieve sealing; the compression spring 734 is made of spring steel (model: 65Mn), with the following specifications: wire diameter 2mm, outer diameter 15mm, free length 30mm, and spring force 8-10N. The compression spring 734 is sleeved on the outer wall of the guide rod 732 and located between the sealing ball 733 and the cross support bracket 731. Utilizing the spring force of the compression spring 734, the top of the sealing ball 733 can be pressed tightly against the coolant return sub-connector 711. At the bottom of 1, the coolant return sub-connector 711 is sealed; the pressure sensor 735 is a diffused silicon pressure sensor (model: PT124G-210), with a measurement range of 0-1MPa and an accuracy class of 0.5. It is installed at the bottom of the guide rod 732 by threads, with the probe of the pressure sensor 735 facing downwards, and is used to monitor the pressure and liquid level of the coolant in the inner cavity of the collection box 72. The return pipe 9 is an oil-resistant rubber tube with an inner diameter of 20mm and an outer diameter of 30mm. Both ends are connected to the input end of the circulation pump 8 and the pipe connector 721 of the collection box 72 by clamps. The data output end of the pressure sensor 735, the control end of the motor body 1 and the circulation pump 8 are all connected to the vehicle computer. Working process: The impeller rotor assembly 2 rotates at high speed under the drive of the motor body 1. Its front impeller pumps out the coolant in the car's cooling box. Part of the coolant is directly used to cool the vehicle's internal components (such as the motor controller, battery pack, etc.), and the other part of the coolant enters the inner cavity of the motor body 1 through the coolant flow groove 22 of the rotor shaft sleeve 21 at the tail end of the impeller rotor assembly 2. The coolant entering the inner cavity of the motor body 1 is evenly distributed on the inner cavity sidewall, winding and iron core surface of the motor body 1 under the stirring action of the coolant stirring component 4, so as to cool the inside of the motor body 1. After absorbing heat, the coolant flows to the bottom of the motor body 1 under the action of gravity and pressure. When the pressure of the coolant in the inner cavity of the motor body 1 is greater than the elastic force (8-10N) of the compression spring 734, the coolant pushes the sealing ball 733 downward, the compression spring 734 is compressed, and the coolant enters the inner cavity of the collection box 72 through the coolant return female connector 5, the sealing connector 6, and the coolant return sub-connector 711. As coolant continuously enters the collection box 72, the liquid level in its inner cavity gradually rises. When the liquid level submerges the probe of the pressure sensor 735, the pressure sensor 735 detects a pressure signal (at which point the pressure value is approximately 0.3 MPa) and transmits the signal to the vehicle's computer. After receiving the signal, the vehicle's computer controls the circulation pump 8 to start. The circulation pump 8 draws the coolant collected inside the collection box 72 back into the interior of the vehicle's cooling box through the return pipe 9, completing one coolant cycle. When the coolant in the collection box 72 is pumped down to a level below the probe of the pressure sensor 735, the pressure sensor 735 detects the disappearance of the pressure signal, and the on-board computer controls the circulation pump 8 to stop working. At this time, the compression spring 734 returns to its original state, pushing the sealing ball 733 to move upward and re-seal the coolant return connector 711, waiting for the next circulation.

[0021] The above embodiments are merely preferred embodiments of the present invention and should not be construed as limiting the scope of protection of the present invention. Any non-substantial changes and substitutions made by those skilled in the art based on the present invention shall fall within the scope of protection claimed by the present invention.

Claims

1. A liquid-cooled circulating vehicle motor pump body, comprising a motor body (1), an impeller rotor assembly (2), a support assembly (3), a coolant agitation assembly (4), a coolant return female connector (5), a sealing connector (6), a coolant collection assembly (7), a circulating pump (8), and a return pipe (9); The motor body (1) and the circulating pump (8) are both installed on the outer wall of the car cooling box. The front impeller of the impeller rotor assembly (2) is located inside the car cooling box, and the rear end extends into the inner cavity of the motor body (1) and is rotatably supported by the support assembly (3), so that the coolant in the car cooling box can enter the inner cavity of the motor body (1) through the impeller rotor assembly (2). The coolant agitation component (4) is sleeved on the tail end of the impeller rotor assembly (2), with a gap reserved between it and the support assembly (3) and the inner wall of the motor body (1). When the impeller rotor assembly (2) rotates, the coolant agitation component (4) rotates synchronously to agitate the coolant entering the inner cavity of the motor body (1). The coolant return female connector (5) is installed at the bottom of the motor body (1), and the two ends of the sealing connector (6) are respectively sealed to the coolant return female connector (5) and the coolant collection assembly (7); the coolant collection assembly (7) is connected to the input end of the circulation pump (8) through the return pipe (9), and the output end of the circulation pump (8) is connected to the return port of the car coolant box; The coolant collection assembly (7) includes a collection top box (71), a collection bottom box (72), and a monitoring assembly (73); the collection top box (71) and the collection bottom box (72) are fixedly connected by screws. The top of the collection top box (71) is provided with a coolant return sub-connector (711), the bottom of the collection bottom box (72) is provided with a pipe connector (721), and the four walls of the inner cavity of the collection bottom box (72) are provided with U-shaped slots (722). The monitoring component (73) includes a cross support frame (731), a guide rod (732), a sealing ball (733), a compression spring (734), and a pressure sensor (735). The cross support frame (731) is fitted between U-shaped slots (722) and has a through hole in the middle. The guide rod (732) is vertically installed inside the through hole on the cross support frame (731). A sealing ball (733) is installed at the top of the guide rod (732). The compression spring (734) is sleeved on the outer wall of the guide rod (732) and is located between the sealing ball (733) and the cross support frame (731). The pressure sensor (735) is installed at the bottom of the guide rod (732).

2. The liquid-cooled circulating automotive motor pump body as described in claim 1, characterized in that, The impeller rotor assembly (2) includes a front impeller, a middle rotor core and a rear hollow shaft. The rear hollow shaft has a rotor bushing (21) installed in the inner cavity of the tail end with an interference fit. The inner cavity sidewall of the rotor bushing (21) has multiple sets of through coolant flow grooves (22) evenly opened along the axial direction.

3. The liquid-cooled circulating automotive motor pump body as described in claim 2, characterized in that, The support assembly (3) includes a rotor support shaft (31) and a limiting block (32), and the rotor support shaft (31) is integrally set on the front side of the limiting block (32). One end of the rotor support shaft (31) is inserted into the inner cavity of the rotor bushing (21). The outer wall of the limiting block (32) is evenly provided with multiple sets of coolant flow channels (33) along the circumference.

4. The liquid-cooled circulating automotive motor pump body as described in claim 2, characterized in that, The coolant agitation assembly (4) includes a fixed sleeve (41), stirring blades (42), threaded sleeve (43), and fixed screw (44). The inner diameter of the fixed sleeve (41) is adapted to the outer diameter of the tail end of the impeller rotor assembly (2). The stirring blades (42) are evenly arranged on the outer wall of the fixed sleeve (41) and are integrally injection molded with the fixed sleeve (41). The threaded sleeve (43) is embedded around the fixed sleeve (41) and is staggered with the stirring blades (42). The fixing screw (44) is installed in the threaded sleeve (43) by thread, and the inner end abuts against the outer wall of the tail end of the impeller rotor assembly (2) to achieve fixation.

5. The liquid-cooled circulating automotive motor pump body as described in claim 1, characterized in that, The motor body (1) has a threaded hole at the bottom, and the coolant return female connector (5) is installed in the threaded hole by thread sealing. The upper end of the sealing connector (6) is connected to the return female connector (5) by thread, and the lower end is connected to the coolant return sub-connector (711) on the coolant collection assembly (7) by thread. The inner cavity of the sealing connector (6) is a through structure.

6. The liquid-cooled circulating automotive motor pump body as described in claim 1, characterized in that, The two ends of the return pipe (9) are connected to the pipe connector (721) of the input end of the circulation pump (8) and the collection box (72) respectively by clamps. The data output end of the pressure sensor (735), the motor body (1) and the control end of the circulation pump (8) are all connected to the vehicle computer.

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