New energy automobile motor shell

Abstract

The invention provides a new energy automobile motor shell applied to the field of new energy motors, and the new energy automobile motor shell comprises two groups of symmetrically arranged main shells, and further comprises a supporting frame which is clamped between the two groups of main shells, each main shell comprises a speed reduction inner shell and a shaft stabilizing sleeve which adopt a parallel shaft design, and the two groups of main shells are oppositely combined at the two sides of the supporting frame to form a speed reduction bin; the two sets of auxiliary shells cover the outer sides of the corresponding main shells respectively, and each auxiliary shell comprises a speed reduction shell and a motor shell; and the peristaltic heat conduction mechanism is arranged between the rotor pipe and the motor shell. The modular structure of the supporting frame, the main shell and the auxiliary shell is adopted, only the damaged auxiliary shell needs to be replaced after collision, and the maintenance cost is low; the magnetic driving force of the wriggling heat conduction mechanism accelerates the circulation of the cooling liquid and cooperates with double-path circulation composed of the pump, the first radiator and the second radiator, the heat dissipation efficiency can be dynamically adjusted along with the motor load, and the heat dissipation efficiency is high.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of new energy motor, in particular to a new energy automobile motor shell. BACKGROUND

[0002] The new energy automobile driving motor is the power core, and the structure design of the shell directly affects the heat dissipation efficiency, maintenance convenience and impact resistance of the motor. In the prior art, the motor shell is mostly made of an integrated casting structure, which has high structural strength, but when the stator, rotor or reducer gear inside the motor fails, the shell needs to be disassembled from the vehicle frame as a whole, and the faulty parts cannot be disassembled step by step, which increases the maintenance time and easily causes secondary damage to the related parts. When the vehicle is hit during driving, the integrated shell is easy to deform as a whole, which not only damages the internal motor components, but also may cause the cooling liquid oil circuit to break, causing leakage risk. After the impact, the shell cannot be replaced locally and needs to be scrapped as a whole, further increasing the maintenance cost. At the same time, the cooling liquid oil circuit lacks an automatic plugging mechanism when the shell is hit, and the leaked cooling liquid will pollute the internal insulation components of the motor, and even cause cooling failure, which poses a safety hazard.

[0003] Therefore, a new energy automobile motor shell is provided to solve the above problems. SUMMARY

[0004] The present application aims to solve the technical problems that the existing new energy motor shell is not easy to maintain, the cooling system is easy to fail after damage, and the maintenance cost is high. Compared with the prior art, a new energy automobile motor shell is provided, which includes two groups of symmetrically arranged main shells, and further includes: a support frame clamped between the two groups of main shells, the main shell includes a reducer inner shell and a shaft stabilizing sleeve pipe designed with parallel shafts, the two groups of main shells are closed on the two sides of the support frame and form a reducer compartment, the reducer compartment includes a power output compartment and a power input compartment connected in series, the support frame is provided with a main liquid inlet on the top of the power output compartment, and the support frame is provided with a main liquid outlet on the bottom of the power input compartment. The auxiliary shell is wrapped on the outer side of the corresponding main shell, the auxiliary shell includes a reducer outer shell matched with the outer side of the reducer inner shell, and a motor outer shell coaxially corresponding to the shaft stabilizing sleeve pipe, the motor outer shell is coaxially provided with a rotor pipe for mounting a stator, the rotor pipe is sleeved in the shaft stabilizing sleeve pipe and is closed and sealed, forming a closed motor compartment in the rotor pipe, the stator is fixed to the inner wall of the rotor pipe, the shaft stabilizing sleeve pipe is provided with a rotor, the rotor is arranged in the shaft stabilizing sleeve pipe and the hollow channel thereof is communicated with the power input compartment, and the auxiliary heat dissipation layer formed between the main shell and the auxiliary shell is arranged around the motor compartment. The peristaltic heat conduction mechanism is arranged between the rotor tube and the motor shell, and pushes the cooling liquid in the auxiliary heat dissipation layer to circulate through the changing magnetic field generated by the stator, and forms a double heat dissipation system with the oil cooling of the hollow shaft of the stator and the rotor.

[0005] Further, the abutting end faces of the support frame, the main shell and the auxiliary shell are respectively provided with flange face one, flange face two and flange face three, the auxiliary shell is bolted to the corresponding flange face two through the flange face three, and the connection is sealed. The main shell is bolted to the outside of the flange face one through the flange face two, and the connection is sealed; both sides of the support frame and the main shell are fixed with assembly feet, and the assembly feet are used for connecting the motor shell and the vehicle frame.

[0006] Further, the main shell is fixed with a power transmission port at the power output bin, the power transmission port extends through the auxiliary shell, and the connection node between the power transmission port and the auxiliary shell is sealed.

[0007] Further, the inner side of the support frame is provided with symmetrically arranged sleeve connection liners, a plurality of U-shaped liquid distribution grooves parallel to the motor shaft are arranged on the sleeve connection liners, the U-shaped liquid distribution grooves are used for uniformly distributing the cooling liquid in the liquid supply ring groove to the speed reduction bin, and simultaneously returning the high-temperature cooling liquid in the speed reduction bin to the liquid supply ring groove, and the two sides of the sleeve connection liner are also symmetrically provided with blocking convex rings, and the main shell is fixed with an abutting groove opposite to the blocking convex ring. The width of the blocking convex ring is smaller than that of the abutting groove, the blocking convex ring and the abutting groove are completely matched to form a liquid supply ring groove, and the speed reduction bin and the liquid supply ring groove are connected through the U-shaped liquid distribution groove; the input end of the main liquid inlet is connected with the liquid supply ring groove, and the input end of the main liquid outlet is connected with the inside of the power input bin.

[0008] Further, the sleeve connection liner includes an inner liner one sleeved on the inner wall of the power output bin and an inner liner two sleeved on the inner wall of the power input bin, and a gear port for mounting the speed reduction gear is arranged between the inner liner one and the inner liner two.

[0009] Further, the cooling liquid output end of the rotor extends from the motor bin to the power input bin, the side of the motor shell away from the support frame is also encapsulated with an end cover, the end cover is provided with a three-way two-way electromagnetic valve, one side of the output end of the three-way two-way electromagnetic valve is connected with the cooling liquid input end of the rotor, and the other side of the output end of the three-way two-way electromagnetic valve is connected with the input end of the auxiliary heat dissipation layer between the shaft stabilizing sleeve and the motor shell.

[0010] Further, the liquid supply ring groove is provided with a liquid passing hole on the side of the speed reduction inner shell away from the shaft stabilizing sleeve, a one-way electromagnetic valve is arranged in the liquid passing hole, and the output end of the auxiliary heat dissipation layer is connected with the input end of the liquid supply ring groove through the liquid passing hole.

[0011] Further, the peristaltic heat conduction mechanism comprises a plurality of helical heat conduction support plates arranged at equal intervals, the stabilizing sleeve is provided with a helical plug-in slot matched with the helical heat conduction support plates, the two sides of the helical heat conduction support plates are respectively elastically abutted against the inner wall of the motor shell and the outer wall of the rotor tube, a double-layer helical flexible magnetic strip and a single-layer helical flexible magnetic strip are symmetrically sleeved on one side of the helical heat conduction support plate extending to the auxiliary heat dissipation layer, the double-layer helical flexible magnetic strip and the single-layer helical flexible magnetic strip are wrapped with heat-conducting silica gel sleeves and are magnetically different, and the same polarity repels to drive the helical heat conduction support plate to peristalsis.

[0012] Further, when the two groups of peristaltic heat conduction mechanisms are arranged adjacent to each other, the single-layer helical flexible magnetic strip is plugged in between the adjacent double-layer helical flexible magnetic strips.

[0013] Further, the output end of the main liquid outlet is sequentially connected with a filtering unit and a heat dissipation unit, and the heat dissipation unit comprises a pump, a heat radiator one and a heat radiator two which are sequentially connected in communication. The pump provides power for the cooling liquid circulation, the output end of the heat radiator one is in communication with the input end of a three-way two-way electromagnetic valve, and the output end of the heat radiator two is in communication with the input end of the main liquid inlet, so as to form a double-path cooling circulation.

[0014] Compared with the prior art, the application has the following advantages: The application adopts a modular structure of a support frame, a main shell and a secondary shell, and the components are sequentially connected through bolts, the secondary shell serves as an outer protection layer and can effectively protect the internal components; after impact, only the damaged secondary shell needs to be replaced, without the need of overall scrapping, thereby reducing the maintenance cost. The hollow shaft oil cooling is adopted for the stator and the rotor, the auxiliary heat dissipation layer between the main shell and the secondary shell forms liquid cooling, the magnetic driving force of the peristaltic heat conduction mechanism accelerates the circulation of the cooling liquid, and the double-path circulation composed of the pump, the heat radiator one and the heat radiator two can dynamically adjust the heat dissipation efficiency according to the motor load, thereby achieving high heat dissipation efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 It is a front structure schematic diagram of the application; Figure 2 It is a bottom structure schematic diagram of the application; Figure 3 It is an explosion structure schematic diagram of the application; Figure 4 It is an explosion structure schematic diagram of the secondary shell in the application; Figure 5 It is an internal structure schematic diagram of the main shell in the application; Figure 6 It is an explosion structure schematic diagram of the main shell in the application; Figure 7Structure diagram of support frame proposed in the application; Figure 8 Structure perspective view of support frame proposed in the application; Figure 9 Structure diagram of cross section of the application; Figure 10 Structure diagram of Figure 9 Enlarged structure diagram of A part in the application; Figure 11 Explosive structure diagram of peristaltic heat conduction mechanism proposed in the application; Figure 12 Structure diagram of Figure 11 Enlarged structure diagram of B part in the application; Figure 13 Cooling liquid flow direction diagram of double heat dissipation system proposed in the application.

[0016] Explanation of figure marks: 1, support frame; 101, flange face one; 11, main liquid inlet; 12, main liquid outlet; 13, sleeve inner liner; 131, U-shaped liquid distribution groove; 132, inner liner one; 133, inner liner two; 134, gear port; 14, blocking convex ring; 2, main shell; 201, flange face two; 202, power transmission port; 21, speed reduction inner shell; 22, shaft stabilizing sleeve; 221, spiral plug-in slot; 23, speed reduction chamber; 231, power output chamber; 232, power input chamber; 24, butt joint groove; 241, liquid passing hole; 242, liquid supply ring groove; 3, auxiliary shell; 301, flange face three; 31, speed reduction outer shell; 32, motor shell; 33, end cover; 331, three-way two-way electromagnetic valve; 34, rotor tube; 4, assembly feet; 5, stator; 6, rotor; 7, peristaltic heat conduction mechanism; 71, spiral heat conduction support plate; 72, single-layer spiral flexible magnetic strip; 73, double-layer spiral flexible magnetic strip; 74, heat conduction silica gel sleeve; 8, filter unit; 9, heat dissipation unit; 91, pump machine; 92, heat sink one; 93, heat sink two. DETAILED DESCRIPTION

[0017] The embodiments will be described in conjunction with the drawings in the specification, and all other embodiments obtained by those skilled in the art based on the embodiments in the application without creative labor shall fall within the scope of protection of the application.

[0018] Embodiment: The application provides a new energy automobile motor shell, please refer toFigure 1 Figure 13 , including support frame 1, two sets of symmetrically arranged main shell 2, two sets of auxiliary shell 3 and peristaltic heat conduction mechanism 7; Please refer to Figure 1 Figure 8 , support frame 1 is a frame structure imitating the contour of main shell 2, made of aluminum alloy die casting, and the flange surface 101 is machined on both side end faces to connect with main shell 2 through bolts; the sleeve lining 13 is integrally formed on the inner side of support frame 1, including lining 132 and lining 133, lining 132 is sleeved on the inner wall of power output bin 231, and lining 133 is sleeved on the inner wall of power input bin 232, and gear port 134 is reserved between the two for installing the reduction gear set; a plurality of U-shaped liquid distribution grooves 131 are machined on the sleeve lining 13 along the motor shaft direction, which is used to realize the flow of cooling liquid between the liquid supply ring groove 242 and the reduction bin 23.

[0019] Main shell 2 is made of aluminum alloy forging, including reduction inner shell 21 and shaft stabilizing sleeve 22, which are integrally formed structure, designed with parallel shaft to ensure the coaxiality precision of reduction gear and rotor 6; the butt joint end face of main shell 2 is machined with flange surface 201, which is matched with flange surface 101 of support frame 1, and is fixedly connected through bolts, and high and low temperature resistant sealant is applied at the connection; power transmission port 202 is integrally formed on the outer side of power output bin 231 of main shell 2, which extends through reduction outer shell 31 of auxiliary shell 3, and the two are sealed by sealing ring to prevent leakage of cooling liquid.

[0020] Auxiliary shell 3 includes reduction outer shell 31 and motor outer shell 32, which are also integrally formed structure, made of aluminum alloy sheet stamping, the weight is effectively reduced compared with traditional cast shell, and auxiliary shell 3 is used as outer buffer structure, made of aluminum alloy stamping, which deforms preferentially to absorb impact force when impacted, avoiding direct damage to main shell 2 and internal components such as stator 5 and rotor 6; The inner side of reduction outer shell 31 is matched with the outer side of reduction inner shell 21 to form auxiliary heat dissipation space of reduction components; the inner wall of rotor tube 34 is fixedly connected with stator 5 through interference fit, and the outer side of rotor tube 34 and the inner wall of motor outer shell 32 form auxiliary heat dissipation layer, and peristaltic heat conduction mechanism 7 is installed in the auxiliary heat dissipation layer; the side of motor outer shell 32 away from support frame 1 is packaged with end cover 33 through bolts, and three-way two-way electromagnetic valve 331 is integrated on end cover 33, and the two output ends are respectively connected with the cooling liquid input end of rotor 6 and the input end of auxiliary heat dissipation layer through copper pipes.

[0021] ​​The application adopts a three-layer modular architecture of a support frame 1, a main shell and a secondary shell 3, and is rigidly connected as a whole through flange bolt connection while retaining the step-by-step disassembly feature. The support frame 1, as a core bearing component, is clamped between the two main shells 2 and is rigidly connected through flange face one 101 and flange face two 201 of the main shell 2 to ensure the parallel shaft positioning accuracy of the motor and the reducer and provide a structural basis for stable torque transmission. The reducer inner shell 21 and the shaft stabilizing sleeve 22 of the main shell 2 are integrally formed and bear the reducer gear set and the rotor 6 respectively to realize the shortest power transmission path. The secondary shell 3 is wrapped outside the main shell 2, serving as an outer protective structure and forming an auxiliary heat dissipation layer with the main shell 2 to realize the functional integration of structural support, protection and heat dissipation. The assembly feet 4 are fixed to the vehicle frame through bolts to transmit the vibration of the motor during operation to the vehicle frame for dispersion and reduce the risk of shell resonance.

[0022] Please refer to Figure 11 and Figure 12 firstly. The peristaltic heat conduction mechanism 7 includes a plurality of equidistantly arranged spiral heat conduction support plates 71 made of heat-conducting aluminum alloy, the two sides of which are pasted with heat-conducting silica gel pads to realize elastic resistance with the inner wall of the motor shell 32 and the outer wall of the rotor tube 34. One side of the spiral heat conduction support plate 71 is sleeved with a double-layer spiral flexible magnetic strip 73 and a single-layer spiral flexible magnetic strip 72. The magnetic strip uses rubber as the base body to improve flexibility and fatigue strength, and the rubber base body is doped with neodymium iron boron permanent magnetic particles to generate magnetism and offset the eddy current heating phenomenon under the magnetic field, and has strong magnetism and bendable characteristics. The surface is wrapped with a heat-conducting silica gel sleeve 74 to further strengthen the flexible buffering capacity. The magnetic properties of the double-layer spiral flexible magnetic strip 73 and the single-layer spiral flexible magnetic strip 72 are different, and the flexibility of the overall structure of the peristaltic heat conduction mechanism 7 can absorb motor vibration and external impact to avoid rigid collision damage. It should be noted that the spiral direction of the peristaltic heat conduction mechanism 7 is consistent with the direction of rotation of the rotor 6, so that when the rotor 6 rotates forward, the magnetic field generated by the coil on the stator 5 has a positive guiding effect on the peristaltic propulsion of the magnetic strip. Since the magnetic properties of the double-layer spiral flexible magnetic strip 73 and the adjacent single-layer spiral flexible magnetic strip 72 are different, no matter whether the magnetic field generated by the stator 5 is positive or negative, the two magnetic strips can always keep a node close to each other to generate a pressing force, thereby positively pushing the cold pressure liquid forward.

[0023] Further, since the stator 5 is composed of windings and a core, the magnetic field generated by the windings after being energized will radiate along the core to the auxiliary heat dissipation layer area outside the motor compartment periphery, covering the positions of the double-layer spiral flexible magnetic strip 73 and the single-layer spiral flexible magnetic strip 72, both of which are subjected to magnetic repulsion or magnetic attraction in the stator 5 magnetic field. Since the magnetic field direction of the stator 5 changes according to a specific rule, when the double-layer spiral flexible magnetic strip 73 and the single-layer spiral flexible magnetic strip 72 are close to the same polarity area of the stator 5 magnetic field, the same polarity repels each other to generate a thrust force; when they are close to the opposite polarity area, the stator magnetic field forms a traction through the magnetic hysteresis effect of the magnetic strip, thereby accelerating the peristalsis of the spiral heat conduction support plate 71.

[0024] At the same time, the magnetic field of the stator 5 rotates and changes along the circumference, while the peristaltic heat conduction mechanism 7 is arranged in a spiral shape as a whole, so the deformation of the magnetic strip on the peristaltic heat conduction mechanism 7 is in a spiral direction, thereby generating the effect of peristaltically pushing the cooling liquid and accelerating the circulation of the cooling liquid in the auxiliary heat dissipation layer. At the same time, the space formed by the double-layer spiral flexible magnetic strip 73 and the adjacent single-layer spiral flexible magnetic strip 72 can form a spiral-shaped cooling liquid shunt flow channel, which can effectively prevent the cooling liquid from being stratified due to temperature difference, and use the peristalsis of the peristaltic heat conduction mechanism 7 to generate turbulence and strengthen the uniformity of heat dissipation of the cooling liquid.

[0025] Please refer to Figure 13 , the circulation path of the cooling system is as follows: the pump 91 pumps the cooling liquid out of the main liquid outlet 12, and then passes through the filter unit 8, the radiator 92, and the three-way two-way electromagnetic valve 331. A part of the cooling liquid shunted by the three-way two-way electromagnetic valve 331 enters the hollow channel of the rotor 6 through the electromagnetic valve, directly absorbs the heat generated by the high-speed rotation of the rotor 6, and the heated cooling liquid flows into the power input compartment 232 from the output end of the rotor 6; Another part of the cooling liquid shunted by the three-way two-way electromagnetic valve 331 enters the auxiliary heat dissipation layer between the main housing 2 and the auxiliary housing 3. At this time, the peristaltic heat conduction mechanism 7 accelerates the flow and turbulence of the cooling liquid in the auxiliary heat dissipation layer, and fully absorbs the heat of the stator 5 and the housing. When the motor is under high load, the current of the stator 5 winding increases, and the magnetic field strength synchronously increases, further enhancing the pushing effect on the magnetic strip, realizing the adaptive matching of the heat dissipation power and the motor heating power.

[0026] The cooling liquid in the auxiliary heat dissipation layer flows into the liquid supply ring groove 242 through the liquid passage 241 of the built-in one-way electromagnetic valve, and then is uniformly distributed to the speed reduction chamber 23 through the U-shaped liquid distribution groove 131. After absorbing the heat generated by the gear engagement of the speed reducer, the cooling liquid is merged with the high-temperature cooling liquid in the power input chamber 232, enters the filtering unit 8 through the main liquid outlet 12 to remove impurities, then passes through the radiator one 92 and the radiator two 93 for cooling, and finally is transported back to the three-way two-way electromagnetic valve 331 by the pump 91 to form a complete circulation. In the low load working condition, the radiator two 93 can be switched to work alone to optimize the heat dissipation energy consumption; in the high load working condition, part of the cooling liquid distributed by the radiator one 92 can enter the radiator two 93 for secondary cooling, and the cooling liquid at a lower temperature is directly input into the speed reduction chamber 23 through the main liquid inlet 11 to further mix with the cooling liquid and accelerate the heat dissipation effect, thereby realizing dynamic adjustment of the heat dissipation mode.

[0027] The hydraulic sensor is installed in the auxiliary heat dissipation layer. When the vehicle is hit and the auxiliary housing 3 is broken, the hydraulic sensor detects a sudden drop in pressure and immediately sends a signal to the vehicle controller. The controller controls the one-way electromagnetic valve of the liquid passage 241 and the one-way closing of the three-way two-way electromagnetic valve 331 to block the broken oil path of the auxiliary heat dissipation layer and prevent the cooling liquid from leaking. At this time, the radiator two 93 is involved, and the auxiliary heat dissipation system of the auxiliary heat dissipation layer can be separated alone, so that the motor chamber and the speed reduction chamber 23 can still maintain efficient cooling liquid circulation and heat dissipation to ensure the stability of the motor operation after the vehicle is damaged.

[0028] When the stator 5 needs to be repaired, only the fixing bolts of the end cover 33 need to be disassembled to take out the stator 5 in the motor chamber; when the reduction gear needs to be repaired, the reduction housing 31 of the auxiliary housing 3 can be disassembled without disassembling the main housing 2; when the auxiliary housing 3 needs to be replaced, only the bolts of the flange surface three 301 need to be loosened to replace the auxiliary housing 3 alone, thereby effectively reducing the maintenance cost compared with the traditional housing.

[0029] The application adopts a modular structure of the support frame 1, the main housing 2 and the auxiliary housing 3, and the components are connected in sequence by bolts. When the motor or the reducer fails, the corresponding auxiliary housing 3 or main housing 2 can be disassembled alone without overall disassembly, thereby reducing the maintenance time. The auxiliary housing 3 serves as an outer protection and can effectively protect the internal components by preferentially absorbing energy in the event of a collision. After the collision, only the damaged auxiliary housing 3 needs to be replaced without overall scrapping. The hydraulic sensor in the auxiliary heat dissipation layer monitors the pressure in real time, and the one-way electromagnetic valve of the liquid passage 241 and the three-way two-way electromagnetic valve 331 are automatically blocked when the oil path is broken to prevent the cooling liquid from leaking and polluting.

[0030] The stator 5 and the rotor 6 adopt hollow shaft oil cooling, and the auxiliary heat dissipation layer between the main housing 2 and the auxiliary housing 3 forms liquid cooling. The magnetic driving force of the peristaltic heat conduction mechanism 7 accelerates the circulation of the cooling liquid, and the double-path circulation composed of the pump 91, the radiator one 92 and the radiator two 93 can dynamically adjust the heat dissipation efficiency according to the motor load, thereby achieving high heat dissipation efficiency.

[0031] The above describes only the best mode of the present application in combination with the current actual demand, but the protection scope of the present application is not limited thereto.

Claims

1. A new energy vehicle motor housing, comprising two symmetrically arranged main housings (2), characterized in that, Also includes: A support frame (1) is sandwiched between two sets of main housings (2). The main housing (2) includes a deceleration inner housing (21) and a stabilizing sleeve (22) designed with parallel shafts. The two sets of main housings (2) are fitted together on both sides of the support frame (1) to form a deceleration chamber (23). The deceleration chamber (23) includes a power output chamber (231) and a power input chamber (232) connected together. The support frame (1) has a main infusion port (11) at the top of the power output chamber (231) and a main discharge port (12) at the bottom of the power input chamber (232). Sub-shell (3), two sets of sub-shells (3) respectively cover the outside of the corresponding main shell (2). The sub-shell (3) includes a deceleration shell (31) adapted to the outside of the deceleration inner shell (21) and a motor shell (32) coaxially corresponding to the stabilizing sleeve (22). The motor shell (32) is coaxially provided with a rotor tube (34) for installing the stator (5). The rotor tube (34) is sleeved in the stabilizing sleeve (22) and sealed together, forming a closed motor compartment in the rotor tube (34). The stator (5) is fixed to the inner wall of the rotor tube (34). The stabilizing sleeve (22) is provided with a rotor (6). The rotor (6) passes through the stabilizing sleeve (22) and its hollow channel is connected to the power input compartment (232). The auxiliary heat dissipation layer formed between the main shell (2) and the sub-shell (3) surrounds the motor compartment. The stator (5) and the rotor (6) adopt a hollow shaft oil cooling heat dissipation method. The creeping heat conduction mechanism (7) is located between the rotor tube (34) and the motor housing (32). Through the changing magnetic field generated by the stator (5), it pushes the coolant in the auxiliary heat dissipation layer to circulate, forming a dual heat dissipation system with the hollow shaft oil cooling of the stator (5) and the rotor (6).

2. The new energy vehicle motor housing according to claim 1, characterized in that, The supporting frame (1), main shell (2), and sub-shell (3) are respectively provided with flange face one (101), flange face two (201) and flange face three (301). The sub-shell (3) is bolted to the corresponding flange face two (201) through flange face three (301), and the connection is sealed. The main housing (2) is fixed to the outside of the flange face (101) by bolts on the flange face two (201), and the connection is sealed; both sides of the support frame (1) and the main housing (2) are fixed with assembly feet (4), which are used to connect the motor housing and the frame.

3. The new energy vehicle motor housing according to claim 1, characterized in that, The main housing (2) has a power transmission port (202) fixed at the power output compartment (231). The power transmission port (202) extends through the sub-housing (3). The connection node between the power transmission port (202) and the sub-housing (3) is sealed.

4. The new energy vehicle motor housing according to claim 1, characterized in that, The inner side of the support frame (1) is provided with symmetrically arranged sleeve liner (13). The sleeve liner (13) is provided with several U-shaped liquid distribution grooves (131) parallel to the motor axis. The U-shaped liquid distribution grooves (131) are used to evenly distribute the coolant in the liquid supply ring groove (242) to the deceleration chamber (23) and at the same time return the high temperature coolant in the deceleration chamber (23) to the liquid supply ring groove (242). The sleeve liner (13) is also symmetrically arranged with sealing protrusions (14) on both sides. The main housing (2) is fixed with a mating groove (24) that matches the sealing protrusions (14). The width of the sealing protrusion (14) is smaller than that of the docking groove (24). After the sealing protrusion (14) and the docking groove (24) are fully engaged, a liquid supply ring groove (242) is formed. The deceleration chamber (23) and the liquid supply ring groove (242) are connected by a U-shaped liquid distribution groove (131). The input end of the main liquid inlet (11) is connected to the liquid supply ring groove (242), and the input end of the main liquid outlet (12) is connected to the inside of the power input chamber (232).

5. A new energy vehicle motor housing according to claim 4, characterized in that, The sleeve liner (13) includes a first liner (132) sleeved on the inner wall of the power output chamber (231) and a second liner (133) sleeved on the inner wall of the power input chamber (232). A gear port (134) for installing a reduction gear is provided between the first liner (132) and the second liner (133).

6. A new energy vehicle motor housing according to claim 4, characterized in that, The coolant output end of the rotor (6) extends from the motor compartment to the power input compartment (232). The side of the motor housing (32) away from the support frame (1) is also encapsulated with an end cap (33). The end cap (33) is provided with a three-way two-way solenoid valve (331). One output end of the three-way two-way solenoid valve (331) is connected to the coolant input end of the rotor (6). The other output end of the three-way two-way solenoid valve (331) is connected to the input end of the auxiliary heat dissipation layer between the shaft stabilizer sleeve (22) and the motor housing (32).

7. A new energy vehicle motor housing according to claim 6, characterized in that, The liquid supply ring groove (242) has a liquid passage hole (241) on the side of the deceleration inner shell (21) away from the stabilizing sleeve (22). The liquid passage hole (241) has a built-in one-way solenoid valve. The output end of the auxiliary heat dissipation layer is connected to the input end of the liquid supply ring groove (242) through the liquid passage hole (241).

8. A new energy vehicle motor housing according to claim 1, characterized in that, The peristaltic heat conduction mechanism (7) includes several equally spaced spiral heat conduction support plates (71). The stabilizing sleeve (22) is provided with a spiral insertion groove (221) that matches the spiral heat conduction support plate (71). The two sides of the spiral heat conduction support plate (71) elastically abut against the inner wall of the motor housing (32) and the outer wall of the rotor tube (34), respectively. The spiral heat conduction support plate (71) extends to one side of the auxiliary heat dissipation layer and is symmetrically fitted with a double-layer spiral flexible magnetic strip (73) and a single-layer spiral flexible magnetic strip (72). The double-layer spiral flexible magnetic strip (73) and the single-layer spiral flexible magnetic strip (72) are wrapped with a heat-conducting silicone sleeve (74), and the two have opposite magnetic properties. The spiral heat conduction support plate (71) is driven to peristalse by the repulsion of like poles.

9. A new energy vehicle motor housing according to claim 8, characterized in that, When the two sets of the peristaltic heat conduction mechanism (7) are arranged adjacent to each other, the single-layer spiral flexible magnetic strip (72) is inserted between the adjacent double-layer spiral flexible magnetic strip (73).

10. A new energy vehicle motor housing according to claim 7, characterized in that, The output end of the main discharge port (12) is connected to the filter unit (8) and the heat dissipation unit (9) in sequence. The heat dissipation unit (9) includes a pump (91), a radiator one (92) and a radiator two (93) connected in sequence. The pump (91) provides power for the coolant circulation. The output end of radiator one (92) is connected to the input end of the three-way two-way solenoid valve (331), and the output end of radiator two (93) is connected to the input end of the main liquid inlet (11), forming a dual-path cooling circulation.

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