Energy-saving motor with cooling medium flow generating structure

Abstract

The invention relates to the technical field of energy-saving motors, and discloses an energy-saving motor with a cooling medium flow generation structure, which comprises a motor adopting a double-shaft extension design and an auxiliary unit, the auxiliary unit is arranged on a driving shaft close to the rear side, a shell is provided with a plurality of guide pieces, each guide piece comprises a flow guide frame for a cooling medium to pass through, and the flow guide frame is provided with a plurality of flow guide holes. An internal channel of the flow guide frame is arranged to be labyrinth-shaped, and two ends of the flow guide frame are arranged to be trumpet-shaped. The energy-saving motor with the structure for generating the cooling medium flow can effectively solve the technical problems that in the prior art, when a ship advances, air generally contains impurities, when cooling air directly acts on the interior of the motor through heat dissipation holes, the impurities intrude along with the impurities, and the cooling medium flow is generated along with accumulation of working time. Wherein particles with relatively strong adhesion gradually attach to block heat dissipation holes and heat dissipation ribs in the motor, so that heat in the motor cannot be discharged in time, and the power consumption of the motor is increased.

Description

Technical Field

[0001] This invention relates to the field of energy-saving electric motor technology, and specifically to an energy-saving electric motor having a structure for generating a cooling medium flow. Background Technology

[0002] As the core power equipment that converts electrical energy into mechanical energy, electric motors play a vital role in industrial production and transportation. In the marine industry, electric motors have become an indispensable auxiliary power unit on ships. They can assist diesel engines in hybrid drive under specific operating conditions, or they can be used as generator sets when the main diesel engine is running to provide power to the ship's power grid, thus realizing the cascade utilization of energy.

[0003] However, in actual ship operation, auxiliary motors often need to work continuously for a long time. Inevitably, the motors will generate a lot of heat during long-term operation. At present, the common method in the industry for heat dissipation of motors is to directly open heat dissipation holes on the motor casing and use natural convection or relative airflow during the journey for cooling.

[0004] While the above methods are simple in structure and low in cost, their drawbacks become increasingly apparent in complex environments. The air in which ships are sailing generally contains water vapor and dust and other impurities. When cooling air acts directly on the inside of the motor through the heat dissipation holes, these impurities will intrude. As working time accumulates, the more adhesive particles (such as oil and grease mixtures) will gradually adhere and block the heat dissipation holes and the heat dissipation fins inside the motor, thus preventing the heat inside the motor from being dissipated in time and causing the motor's power consumption to increase. Summary of the Invention

[0005] To address the aforementioned shortcomings of existing technologies, this invention provides an energy-saving electric motor with a structure for generating cooling medium flow. This effectively solves the problem that in existing technologies, when ships are in motion, the air generally contains water vapor and dust and other impurities. When cooling air directly acts on the inside of the motor through the heat dissipation holes, these impurities will intrude. As working time accumulates, highly adhesive particles (such as oil mixtures) will gradually adhere and block the heat dissipation holes and the heat dissipation fins inside the motor, thus preventing the heat inside the motor from being dissipated in time and increasing the power consumption of the motor.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] This invention provides an energy-saving electric motor having a structure for generating a cooling medium flow, comprising:

[0008] The electric motor adopts a dual-shaft extension design, that is, drive shafts are provided at both ends of the electric motor;

[0009] The auxiliary unit is located inside the housing and on the rear drive shaft;

[0010] Several guide components for heat dissipation of the electric motor are arranged symmetrically on the casing.

[0011] The guide component includes a flow guide frame installed on the outer wall of the housing for the passage of cooling medium. The internal channel of the flow guide frame is designed as a labyrinth, that is, the internal channel has several corners, and both ends of the flow guide frame are designed as trumpets.

[0012] Furthermore, the side wall of the flow guide is provided with receiving grooves at several corners, and the inner wall of the receiving groove is provided with several installation grooves in the left and right direction, and the filter element is slidably arranged in the installation groove.

[0013] Furthermore, the filter element includes a composite filter screen disposed inside the flow guide frame. Sliding blocks are provided at both the upper and lower ends of the composite filter screen corresponding to the positions of the mounting grooves. A magnetic block with a handle on its end face is also fixedly disposed on the composite filter screen. The magnetic block is located inside the receiving groove and is magnetically connected to the receiving groove.

[0014] Furthermore, the outer circumferential wall of the rear drive shaft is provided with two bearings, and the auxiliary unit is located between the two bearings. The outer circumferential wall of the front bearing is connected to the housing through several connecting plates. The auxiliary unit includes a support shaft that is rotatably connected to the rear drive shaft. The outer circumferential wall of the support shaft is also provided with an adjustment component for extracting heat from the housing. The outer circumferential wall of the rear drive shaft is provided with a drive component that drives the adjustment component to work.

[0015] Furthermore, the drive assembly includes a mounting ring fixedly disposed on the outer circumferential wall of the rear drive shaft, and a plurality of linkage components are disposed on the mounting ring along the circumferential direction.

[0016] Furthermore, the linkage includes a support block with a guide groove on its end face, a slide rod fixedly installed inside the guide groove, and a pawl connected to the guide groove by a number of top pressure springs slidingly sleeved on the outer circumference of several slide rods.

[0017] Furthermore, the adjustment assembly includes an exhaust fan, a ratchet disk, and an inertial flywheel, all concentrically fixed on the outer circumference of the support shaft. The ratchet disk engages with several pawls, and the exhaust fan is positioned between the ratchet disk and the inertial flywheel.

[0018] Furthermore, the outer wall of the inertial flywheel away from the center is chamfered, and several sets of heat dissipation holes with rounded corners are opened along the circumferential direction on the end face of the inertial flywheel.

[0019] Furthermore, a placement slot is provided on the rear side of the casing, and a volute with its top end higher than the casing is fixedly installed inside the placement slot, with the exhaust fan located inside the volute.

[0020] The technical solution provided by this invention has the following advantages compared with the prior art:

[0021] Before the ship sets sail, the operator inserts a composite filter into the mounting groove of the air deflector using a slider and quickly secures it with a magnetic block. After the ship starts, the motor begins to operate. Because the funnel-shaped air inlet of the air deflector is aligned with the ship's direction of travel, cooling air is efficiently "drawn" into the internal channels of the air deflector. The air first undergoes preliminary filtration through the composite filter, and then, at multiple corners of the labyrinthine channel, due to inertia, residual water droplets and heavier dust particles collide with the channel walls, losing kinetic energy and being separated. After this dual purification process of "filter + labyrinth," the air finally enters the motor... The air inside the machine becomes dry and clean, effectively removing the heat generated by the motor. This active filtration and airflow design fundamentally solves the drawbacks of traditional open-hole heat dissipation methods, which are prone to clogging and contamination in complex environments. It ensures that the cooling medium entering the motor is always clean, avoiding the problems of reduced heat dissipation efficiency and increased motor power consumption caused by dust and oil adhesion. It ensures that the motor can maintain efficient heat dissipation performance during long-term operation. At the same time, it also protects the internal components of the motor from corrosion, greatly extending the service life and reliability of the motor. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0023] Figure 1 This is a schematic diagram of the planar structure of the motor and driven component according to an embodiment of the present invention;

[0024] Figure 2 This is a three-dimensional structural diagram of the housing and motor according to an embodiment of the present invention;

[0025] Figure 3 This is a three-dimensional structural diagram of the guide component according to an embodiment of the present invention;

[0026] Figure 4 This is an embodiment of the present invention. Figure 3 A magnified structural diagram of part A in the middle;

[0027] Figure 5This is a three-dimensional structural diagram of the drive component and auxiliary unit according to an embodiment of the present invention;

[0028] Figure 6 This is a three-dimensional structural diagram of the linkage and adjustment components according to an embodiment of the present invention;

[0029] Figure 7 This is a schematic diagram of the three-dimensional separation of the claw and the support block in an embodiment of the present invention;

[0030] Figure 8 This is an embodiment of the present invention. Figure 7 A magnified structural diagram of section B in the middle;

[0031] Figure 9 This is a schematic diagram of the three-dimensional separation of the air guide volute, exhaust fan, and housing in an embodiment of the present invention.

[0032] The labels in the diagram represent: 100, casing;

[0033] 1. Electric motor; 11. Drive shaft; 12. Bearing; 13. Connecting plate; 14. Drive assembly; 141. Mounting ring; 142. Linkage component; 143. Support block; 1431. Guide groove; 144. Slide rod; 145. Claw; 1451. Top pressure spring; 2. Guide component; 21. Flow guide frame; 211. Receiving groove; 212. Mounting slide groove; 22. Filter element; 221. Composite filter screen; 222. Sliding block; 223. Magnetic block; 224. Handle; 23. Air guide volute; 3. Auxiliary unit; 31. Support shaft; 32. Adjustment assembly; 321. Exhaust fan; 322. Ratchet disc; 323. Inertia flywheel; 3231. Chamfer; 3232. Heat dissipation hole; 3233. Rounded corner. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0035] The present invention will be further described below with reference to embodiments.

[0036] Example:

[0037] Please see Figure 1 - Figure 9 The present invention provides a technical solution: an energy-saving electric motor having a structure for generating a cooling medium flow, comprising:

[0038] Motor 1 adopts a double-shaft extension design, that is, both ends of motor 1 are provided with drive shaft 11;

[0039] Auxiliary unit 3 is installed inside the housing 100 and located on the rear drive shaft 11;

[0040] The housing 100 has several guide members 2 arranged symmetrically on the left and right sides for heat dissipation of the motor 1;

[0041] The guide component 2 includes a flow guide 21 disposed on the outer wall of the housing 100 for the passage of cooling medium. The internal channel of the flow guide 21 is configured as a labyrinth, that is, the internal channel has several corners, and both ends of the flow guide 21 are configured as trumpets.

[0042] The side wall of the flow guide 21 is provided with a receiving groove 211 at several corners. The inner wall of the receiving groove 211 is provided with a number of mounting grooves 212 in the left and right direction. The filter element 22 is slidably arranged in the mounting groove 212.

[0043] The filter element 22 includes a composite filter screen 221 disposed inside the flow guide frame 21. Sliding blocks 222 are provided at both the upper and lower ends of the composite filter screen 221 corresponding to the positions of the mounting grooves 212. A magnetic block 223 with a handle 224 on the end face is also fixedly disposed on the composite filter screen 221. The magnetic block 223 is located inside the receiving groove 211 and is magnetically connected to the receiving groove 211.

[0044] Two bearings 12 are provided on the outer circumference of the rear drive shaft 11. The auxiliary unit 3 is located between the two bearings 12. The outer circumference of the front bearing 12 is connected to the housing 100 through several connecting plates 13. The auxiliary unit 3 includes a support shaft 31 that is rotatably connected to the rear drive shaft 11. The outer circumference of the support shaft 31 is also provided with an adjustment component 32 for extracting heat from the housing 100. The outer circumference of the rear drive shaft 11 is provided with a drive component 14 that drives the adjustment component 32 to work.

[0045] The drive assembly 14 includes a mounting ring 141 fixedly mounted on the outer circumference of the rear drive shaft 11, and a plurality of linkages 142 are arranged on the mounting ring 141 along the circumferential direction.

[0046] The linkage 142 includes a support block 143 with a guide groove 1431 on its end face. A slide rod 144 is fixedly installed inside the guide groove 1431. A pawl 145 is slidably sleeved on the outer circumference of several slide rods 144 and connected to the guide groove 1431 by several top pressure springs 1451.

[0047] The adjustment assembly 32 includes an exhaust fan 321, a ratchet disk 322, and an inertia flywheel 323, which are concentrically fixed on the outer wall of the support shaft 31. The ratchet disk 322 is in contact with several pawls 145, and the exhaust fan 321 is disposed between the ratchet disk 322 and the inertia flywheel 323.

[0048] The outer wall of the inertia flywheel 323 away from the center is provided with a chamfer 3231, and a number of heat dissipation holes 3232 with rounded corners 3233 are provided on the end face of the inertia flywheel 323 along the circumferential direction.

[0049] A placement slot is provided on the rear side of the housing 100, and a volute 23 with its top end higher than the housing 100 is fixedly installed inside the placement slot. The exhaust fan 321 is located inside the volute 23.

[0050] In specific work:

[0051] In actual ship operation, auxiliary motor 1 often needs to work continuously for a long time. Inevitably, motor 1 will generate a lot of heat during long-term operation. At present, the common method in the industry for heat dissipation of motor 1 is to directly open heat dissipation holes 3232 on the casing 100 of motor 1 and use natural convection or relative airflow during the journey for cooling.

[0052] While the above method is simple in structure and low in cost, its drawbacks become increasingly apparent in complex environments. The air in a ship during transit generally contains water vapor and dust and other impurities. When cooling air acts directly on the inside of the motor 1 through the heat dissipation holes 3232, these impurities will intrude. As working time accumulates, highly adhesive particles (such as oil mixtures) will gradually adhere and block the heat dissipation holes 3232 and the heat dissipation fins inside the motor 1, thus preventing the heat inside the motor 1 from being dissipated in time and causing an increase in the power consumption of the motor 1. Based on this, the energy-saving motor with a cooling medium flow structure is installed inside the housing 100. The outer wall of the housing 100 is provided with two guide frames 21 in a symmetrical manner. During operation, the guide frames 21 on both sides can not only guide the cooling air to the motor 1 for heat dissipation, but also filter the air through the filter element 22 installed inside the guide frame 21 as it flows through the internal channel.

[0053] Specifically, before the ship sets sail, several composite filters 221 are first removed and then inserted into the corresponding mounting slots 212 in sequence to complete the installation of the filter element 22. (Specifically, the side wall of the guide frame 21 is provided with a receiving slot 211 and a mounting slot 212. The composite filter 221 is provided with a sliding block 222 at the position corresponding to the mounting slot 212. During placement, the composite filter 221 is lifted by the handle 224 and slid into the mounting slot 212. After being pushed in, the composite filter 221 is connected to the housing 100 by the magnetic attraction of the magnetic block 223 and the receiving slot 211. It should be noted that when the composite filter 221 needs to be replaced, simply pull the handle 224 hard. When the pulling force is greater than the magnetic force, the composite filter 221 can be detached from the housing 100.) After the installation of several composite filters 221 is completed in sequence, the ship starts, and the electric motor 1 starts synchronously to assist the main drive.

[0054] Because the direction of the air deflector 21 is the same as the direction of the ship's travel, cooling air can smoothly enter the internal channel of the air deflector 21, thereby achieving the cooling of the motor 1. (Both ends of the air deflector 21 are flared to increase the contact surface with the cooling air during the ship's movement, allowing the cooling air to better enter the internal channel of the air deflector 21. The air deflector 21 adopts a labyrinth design, that is, the air deflector 21 has several corners. Through the cooperation between these corners and the composite filter 221, and by utilizing the differences in the physical properties of air, moisture, and particulate matter, the cooling air is guided and impurities in the cooling air are consumed. Specifically, when the cooling air...) The mass of water droplets and impurities in the air is much greater than that of air molecules, and therefore they have greater inertia. When cooling air carrying moisture and impurities enters from the air inlet, it is preferentially captured by the composite filter 221. A small number of leaked particles will directly collide with the corner when the airflow encounters a corner due to inertia, thus losing potential energy. In this way, the air after multiple filtrations and screenings is very dry and clean when it comes into contact with the motor 1. During the long-term operation of the motor 1, the dry and clean cooling air can effectively improve the heat dissipation of the motor 1 without affecting the motor 1. As the ship sails for a long time, only the composite filter 221 needs to be replaced.

[0055] To address the heat dissipation problem of motor 1 under prolonged high-load operation, the industry has evolved from passive methods relying solely on natural heat dissipation to more efficient active cooling technologies. Specifically, the rotor shaft of motor 1 is designed with two extended ends. One end serves as the main shaft extension, connecting the workload and providing driving force, while the other end, the auxiliary shaft extension, is dedicated to mounting a cooling fan. When motor 1 is powered on, its rotor shaft drives the main load while simultaneously driving the cooling fan at high speed. The fan forcibly blows or draws surrounding air onto the surface of the motor 1's heat dissipation fins, significantly improving heat dissipation efficiency through forced convection heat transfer and effectively controlling the temperature rise of motor 1. This active cooling method with its built-in fan significantly improves heat dissipation efficiency compared to traditional passive cooling. Significant progress has undoubtedly been made in heat dissipation, and it has become a standard configuration for many medium and high power motors 1. However, during operation, the total mechanical power output of motor 1 needs to be "divided into two": one part is used to drive the external workload, and the other part must be "separated" to drive the cooling fan. As motor 1 operates continuously for a long time, the cumulative energy consumption of this part used to drive the fan becomes quite considerable. This part of the fan power consumption will eventually be dissipated in the system as heat, which to some extent increases the overall heat generation. Based on this, the energy-saving motor with a structure that generates cooling medium flow replaces motor 1 with flywheel inertia for continuous drive, and combined with the disengagement characteristics of the overrunning clutch, significantly reduces the average power consumption of motor 1.

[0056] Specifically, a support shaft 31 is rotatably mounted on the rear drive shaft 11. An exhaust fan 321, a ratchet disc 322, and an inertia flywheel 323 are fixedly mounted on the outer circumference of this support shaft 31. These three structures are concentrically arranged. In the initial state, when the motor 1 synchronously drives the front and rear drive shafts 11 to rotate, the rear drive shaft 11 synchronously drives several linkage components 142 mounted on it to rotate. During this process, the ratchet disc 322, exhaust fan 321, and inertia flywheel 323 are synchronously driven to rotate through the linkage components 142, and the heat generated by the motor 1 is dissipated during this process (the pawl 145 in each linkage component 142 initially engages with the ratchet disc 322, therefore...). When the rear drive shaft 11 drives several pawls 145 to rotate, the pawls 145 synchronously drive the ratchet disk 322 to rotate. Since the exhaust fan 321 and the inertia flywheel 323 are concentrically installed with the ratchet disk 322, the exhaust fan 321 and the inertia flywheel 323 rotate synchronously. The exhaust fan 321 is located on the side close to the motor 1. The heat generated by the motor 1 during operation is drawn in through the exhaust fan 321. The centrifugal rotation of the exhaust fan 321 throws the heat onto the side of the air guide volute 23 away from the center. The air guide volute 23 is provided with an exhaust channel higher than the housing 100. As the heat is thrown out, it flows to the outside through the exhaust channel, thereby realizing the heat dissipation of the motor 1.

[0057] To improve the energy efficiency of motor 1, in the initial state, motor 1 drives the inertial flywheel 323 to rotate synchronously with the exhaust fan 321. The inertial flywheel 323 stores inertial potential energy while rotating (because an inertial flywheel 323 is connected to the drive shaft 11 of motor 1, the energy consumption of motor 1 is relatively high during initial startup). As the inertial flywheel 323 stores sufficient inertial potential energy, and its rotational speed slightly exceeds that of the drive shaft 11, the ratchet disc 322 temporarily disengages from several pawls 145. At this time, the exhaust fan 321 relies on inertia... The flywheel 323 continues to rotate due to inertia, and the motor 1 no longer needs to provide driving force. After the speed of the exhaust fan 321 drops to close to the speed of the drive shaft 11 due to air resistance, several pawls 145 momentarily engage the ratchet disk 322, so that the motor 1 only needs to output a small amount of energy to replenish the potential energy of the inertial flywheel 323. Then, several pawls 145 disengage from the ratchet disk 322 again. This cycle continues, freeing the motor 1 from the load of continuously driving the exhaust fan 321 to rotate, thereby greatly reducing the energy consumption of the motor 1 during continuous operation and ultimately achieving energy saving.

[0058] It should be noted that, since the exhaust fan 321 is in a continuous rotating state, some heat will follow its centrifugal rotation and be discharged through the air guide volute 23, while a small amount of heat will pass through the exhaust fan 321. Thus, the inertia flywheel 323 on the support shaft 31 adopts an integrated design with hollowing and chamfering 3231 (specifically, the end face of the inertia flywheel 323 has several sets of heat dissipation holes 3232 with rounded corners 3233 along the circumferential direction. When heat passes through the exhaust fan 321 and reaches the inertia flywheel 323, the heat dissipation holes 3232 with rounded corners 3233 can guide the heat and allow it to gradually circulate to the outside).

[0059] It is worth emphasizing that this energy-saving electric motor with a structure for generating cooling medium flow has the following main advantages:

[0060] Firstly, before the ship sets sail, the operator inserts the composite filter 221 into the mounting groove 212 of the guide frame 21 via a slider, and quickly secures it with a magnetic block 223. After the ship starts, the motor 1 begins to work. Because the funnel-shaped air inlet of the guide frame 21 is aligned with the ship's direction of travel, cooling air is efficiently "drawn" into the internal channels of the guide frame 21. The air first undergoes preliminary filtration through the composite filter 221, and then, at multiple corners of the labyrinthine channel, due to inertia, residual water droplets and heavier dust particles collide with the channel walls, lose kinetic energy, and are separated. This dual purification process of "filter + labyrinth" ensures a smooth and efficient flow of air. Ultimately, the air entering the motor 1 becomes dry and clean, effectively carrying away the heat generated by the motor 1. This active filtration and airflow design fundamentally solves the drawbacks of traditional open-hole heat dissipation methods, which are prone to clogging and contamination in complex environments. It ensures that the cooling medium entering the motor 1 is always clean, avoiding the problems of decreased heat dissipation efficiency and increased power consumption of the motor 1 caused by dust and oil adhesion. It ensures that the motor 1 can maintain efficient heat dissipation performance during long-term operation. At the same time, it also protects the internal components of the motor 1 from corrosion, greatly extending the service life and reliability of the motor 1.

[0061] Secondly, the core of this energy-saving design lies in the overrunning clutch (composed of a pawl 145 and a ratchet disc 322) and the inertia flywheel 323 integrated on the rear drive shaft 11. When the motor 1 starts, the pawl 145 drives the ratchet disc 322, thereby synchronously driving the exhaust fan 321 and the inertia flywheel 323 to rotate. When the flywheel stores enough kinetic energy and its speed slightly exceeds the speed of the drive shaft 11, the overrunning clutch disengages instantly. The exhaust fan 321 continues to rotate due to the huge inertia of the flywheel, while the motor 1 is temporarily relieved of the load of driving the fan. When the fan speed drops to near the drive speed due to air resistance... When shaft 11 rotates, pawl 145 engages again, and motor 1 only needs to output a small amount of energy to replenish the flywheel's kinetic energy before disengaging again. This cycle repeats continuously. This intermittent drive mode of "energy storage-release-replenishment" cleverly utilizes mechanical inertia to free motor 1 from the continuous main load of driving exhaust fan 321. Motor 1 only needs to output energy for a very short time to compensate for the flywheel's energy loss, while it is in a near-no-load energy-saving state most of the time. This directly leads to a significant reduction in the average power consumption of motor 1 during long-term continuous operation, achieving a significant energy-saving effect.

[0062] Thirdly, after the clean cooling air carries away the heat inside the motor 1, it is drawn in by the exhaust fan 321 on the side close to the motor 1. The exhaust fan 321 rotates at high speed, using centrifugal force to throw the air carrying heat towards the surrounding air guide volute 23. The air guide volute 23 collects the airflow and, through the exhaust channel set on it, which is 100 mm higher than the casing, directionally and efficiently exhausts the hot air to the external environment. For the small amount of heat passing through the exhaust fan 321, the hollowed-out inertial flywheel 323 also plays an auxiliary role in heat dissipation. The heat dissipation holes 3232 on its end face can guide the flow of this part of the heat. This integrated heat dissipation airflow design ensures that the entire process of heat generation and dissipation is efficient and controllable. It avoids the stagnation and backflow of hot air around the motor 1 through the complete path of "guided intake - internal heat exchange - centrifugal ejection - volute collection - directional discharge", which greatly improves the heat dissipation efficiency. The auxiliary heat dissipation function of the inertial flywheel 323 reflects the refined management of each heat source, further optimizing the overall heat dissipation performance and ensuring that the temperature rise of the motor 1 can be strictly controlled within a safe range while saving energy.

[0063] Fourthly, when the composite filter 221 needs to be replaced after a period of use, the operation is extremely simple. The operator only needs to hold the handle 224 on the filter and apply a pulling force greater than the magnetic attraction to pull the entire composite filter 221 out of the installation groove 212. Then, the new filter is aligned with the groove and slid in. The magnetic block 223 at the end position will automatically attract and fix it, completing the replacement. The whole process requires no tools and takes very little time. This modular quick replacement design greatly simplifies the daily maintenance of the motor 1. It transforms a complex task that may require disassembly and cleaning into a simple "plug-and-play" action. This not only significantly reduces the difficulty of maintenance and labor costs, but more importantly, it encourages operators to replace the filter regularly and in a timely manner, thereby ensuring the continuous effectiveness of the filtration system and ensuring the long-term stability of the heat dissipation performance and energy-saving effect of the motor 1.

[0064] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of the present invention.

Claims

1. An energy-saving electric motor having a structure for generating a cooling medium flow, disposed inside a casing, characterized in that, include: The electric motor (1) adopts a double-shaft extension design, that is, both ends of the electric motor (1) are provided with drive shafts (11). Auxiliary unit (3) is installed inside the housing (100) and located on the rear drive shaft (11); The housing (100) is provided with several guides (2) for heat dissipation of the motor (1) in a symmetrical manner. The guide (2) includes a flow guide (21) disposed on the outer wall of the housing (100) for the passage of cooling medium. The internal channel of the flow guide (21) is arranged in a maze-like manner, that is, the internal channel is provided with several corners, and both ends of the flow guide (21) are arranged in a trumpet shape.

2. An energy-saving electric motor with a cooling medium flow structure according to claim 1, characterized in that: The side wall of the flow guide (21) is provided with a receiving groove (211) at several corners. The inner wall of the receiving groove (211) is provided with a number of installation grooves (212) in the left and right direction. A filter element (22) is slidably arranged in the installation groove (212).

3. An energy-saving electric motor with a structure for generating cooling medium flow according to claim 2, characterized in that: The filter element (22) includes a composite filter screen (221) disposed inside the flow guide frame (21). The upper and lower ends of the composite filter screen (221) are provided with sliding blocks (222) corresponding to the positions of the mounting grooves (212). A magnetic block (223) with a handle (224) on the end face is also fixedly disposed on the composite filter screen (221). The magnetic block (223) is located inside the receiving groove (211) and is magnetically connected to the receiving groove (211).

4. An energy-saving electric motor with a structure for generating cooling medium flow according to claim 1, characterized in that: Two bearings (12) are provided on the outer circumference of the rear drive shaft (11). The auxiliary unit (3) is located between the two bearings (12). The outer circumference of the front bearing (12) is connected to the housing (100) through several connecting plates (13). The auxiliary unit (3) includes a support shaft (31) rotatably connected to the rear drive shaft (11). The outer circumference of the support shaft (31) is also provided with an adjustment component (32) for extracting heat from the housing (100). The outer circumference of the rear drive shaft (11) is provided with a drive component (14) that drives the adjustment component (32) to work.

5. An energy-saving electric motor with a structure for generating cooling medium flow according to claim 4, characterized in that: The drive assembly (14) includes a mounting ring (141) fixedly mounted on the outer circumference of the rear drive shaft (11), and a plurality of linkage components (142) are provided on the mounting ring (141) along the circumferential direction.

6. An energy-saving electric motor with a structure for generating cooling medium flow according to claim 5, characterized in that: The linkage component (142) includes a support block (143) with a guide groove (1431) on its end face. A slide rod (144) is fixedly installed inside the guide groove (1431). A pawl (145) connected to the guide groove (1431) is slidably sleeved on the outer circumference of a plurality of slide rods (144) through a plurality of top pressure springs (1451).

7. An energy-saving electric motor with a structure for generating cooling medium flow according to claim 6, characterized in that: The adjustment assembly (32) includes an exhaust fan (321), a ratchet disc (322), and an inertial flywheel (323) concentrically fixed on the outer wall of the support shaft (31). The ratchet disc (322) is in contact with several pawls (145), and the exhaust fan (321) is located between the ratchet disc (322) and the inertial flywheel (323).

8. An energy-saving electric motor with a structure for generating cooling medium flow according to claim 7, characterized in that: The inertial flywheel (323) has a chamfer (3231) on its outer side wall away from the center, and a number of heat dissipation holes (3232) with rounded corners (3233) are provided on the end face of the inertial flywheel (323) along the circumferential direction.

9. An energy-saving electric motor with a structure for generating a cooling medium flow according to claim 7, characterized in that: The housing (100) has a placement slot on the rear side facing downwards. Inside the placement slot is a wind guide volute (23) with its top end higher than the housing (100). The exhaust fan (321) is located inside the wind guide volute (23).

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