Stator assembly of a dual rotor electric machine for a drive unit of a vehicle, dual rotor electric machine for a drive unit of a vehicle, and coolant distribution sleeve for a stator assembly

Abstract

The present disclosure relates to a stator assembly (20) of a dual rotor electric machine (14) for a drive unit of a vehicle. The stator assembly (20) comprises a first stator (22) extending along a first axis and a second stator (32) extending along the first axis. The second stator (32) is arranged radially inside the first stator (22). The first stator (22) and the second stator (32) are rotationally fixed relative to each other. A plurality of coolant channels (44) extending along the first axis is placed between the first stator (22) and the second stator (32). Further, a dual rotor electric machine (14) for a drive unit of a vehicle is described. Moreover, a coolant distribution sleeve (42) for the stator assembly (20) is shown.

Description

Technical Field

[0001] This disclosure relates to a stator assembly of a dual-rotor motor for a drive unit of a vehicle.

[0002] In addition, this disclosure relates to a dual-rotor motor for a drive unit of a vehicle.

[0003] Furthermore, this disclosure relates to a coolant dispensing sleeve for a stator assembly. Background Technology

[0004] Ongoing developments in the field of motors for battery-electric vehicles demonstrate that dual-rotor motors offer several technological advantages over, for example, single-rotor motors. Typically, a dual-rotor motor combines an inner and outer rotor within a single motor. These types of machines are known to offer the potential to provide high power to drive vehicles while maintaining a compact design. Summary of the Invention

[0005] Therefore, one object of this disclosure is to further improve the dual-rotor motor. In particular, the power density of the dual-rotor motor should be increased, that is, the amount of power that can be provided by a machine of a certain size.

[0006] According to a first aspect, a stator assembly for a dual-rotor motor for a drive unit of a vehicle is provided. The stator assembly includes a first stator extending along a first axis and a second stator extending along the first axis. The second stator is arranged radially inside the first stator. The first and second stators are rotatably fixed relative to each other. A plurality of coolant channels extending along the first axis are disposed between the first and second stators. Hereinafter, the first stator may be annular, wherein the central axis of the annulus coincides with the first axis. Furthermore, the first stator may be configured to interact with a first rotor arranged radially outside the first stator. The second stator may also be annular, wherein the central axis of the annulus coincides with the first axis. In this case, the first and second stators are arranged concentrically. Furthermore, the second stator may be configured to interact with a second rotor arranged radially inside the second stator. Furthermore, the arrangement of the second stator radially inside the first stator can be understood as the second stator having a smaller diameter than the first stator. In other words, the first stator can be considered as the radially outer stator, and the second stator can be considered as the radially inner stator. As previously stated, this stator assembly is compact. Therefore, a dual-rotor motor using this stator assembly can also be compact. Multiple coolant channels extending along the first axis mean that the coolant channels extend at least partially parallel to the first axis (i.e., axially). Multiple coolant channels allow heat dissipation from the first and second stators. More precisely, coolant can be guided through multiple coolant channels. Using coolant, the first and second stators can be cooled. Since the coolant channels are arranged close to the first and second stators, cooling can be achieved efficiently. Cooling the stator assembly prevents it from overheating during operation. Therefore, the lifespan of the stator assembly can be increased, and thus the lifespan of the dual-rotor motor using the stator assembly can be increased. Furthermore, due to cooling, the stator assembly can operate with relatively high performance. Therefore, the use of multiple coolant channels can result in higher achievable torque and power density for the stator assembly and thus for the dual-rotor motor using the stator assembly. Therefore, the stator assembly can be cost-effective because, while using a compact design of the stator assembly, no additional components are required to increase torque and power density.

[0007] In one example, the dual-rotor motor is a dual-rotor surface permanent magnet motor.

[0008] According to one example, multiple coolant channels can be arranged in a uniformly distributed manner. This means that the circumferential distance between adjacent coolant channels is the same for each pair of adjacent coolant channels. Therefore, the cooling effect is also uniformly distributed. In other words, a uniform cooling effect is achieved. This results in effective and stable cooling. Therefore, the stator assembly, or the motor including the stator assembly, can operate with high performance.

[0009] According to one example, a first set of coolant channels in the plurality of coolant channels is arranged radially outside a second set of coolant channels in the plurality of coolant channels. In other words, the second set of coolant channels can be positioned closer to the first axis, while the first set of coolant channels can be positioned further away from the first axis. Note that the first and second sets of coolant channels may not overlap. This radial arrangement of the first and second sets can be considered as a double cooling jacket. In other words, the first set of coolant channels can be radially closer to the first stator, while the second set of coolant channels can be radially closer to the second stator. This results in effective cooling of both the first and second stators.

[0010] According to one example, a first set of coolant channels and a second set of coolant channels are fluidly connected in pairs at a first axial end and fluidly connected to respective associated ports at a second axial end. The second axial end is opposite to the first axial end. Therefore, within each pair of fluidly connected coolant channels, coolant can be guided from the port into one of the first or second sets of coolant channels, and from there into the corresponding other set of coolant channels. Subsequently, the coolant can be discharged via the port. The port at the second axial end can be formed as an opening for a coolant inlet or outlet, such that coolant flows from the at least paired first set of fluidly connected coolant channels to the second set of coolant channels, or from the at least paired second set of fluidly connected coolant channels to the first set of coolant channels. By fluidly connecting the first and second sets in at least pairs, the cooling of the first and second stators can be further improved. This is because the coolant flowing through the first or second set will also flow through the corresponding other set of the first or second set. This means that heat transfer away from the first and second stators can be enhanced because the coolant is guided in a defined and controlled manner through the first and second sets of coolant channels. Furthermore, fluid connection in at least pairs can improve coolant circulation efficiency.

[0011] According to one example, the stator assembly also includes an annular end piece radially positioned between the first and second stators at a first axial end, and axially defining a plurality of coolant channels. The annular end piece can be radially positioned between the first and second stators. The annular end piece can facilitate the regulation of heat distribution within the stator assembly by guiding the flow of coolant. By defining the plurality of coolant channels, the annular end piece can act as a physical barrier or wall for the coolant channels. More specifically, the outer surface of the annular end piece can contact the inner side of the first stator and the outer side of the second stator in a fluid-tight manner. Thus, the plurality of coolant channels are reliably defined. Furthermore, the structural stability of the stator assembly can be improved because the annular end piece allows the first and second stators to be supported on each other. Defining the plurality of coolant channels in the axial direction can further lead to improved cooling. This is because the risk of coolant leakage can be reduced, thereby improving the overall reliability and product life of the stator assembly.

[0012] According to one example, the stator assembly also includes a coolant inlet port fluidly connected to a first set of coolant channels and a coolant outlet port fluidly connected to a second set of coolant channels. The inlet port fluidly connected to the first set of coolant channels can be formed as an opening for a coolant inlet. This means the inlet port allows coolant to be introduced into the first set of coolant channels, ensuring a continuous and reliable coolant supply. The outlet port fluidly connected to the second set of coolant channels can be formed as an opening for a coolant outlet. This means the outlet port allows coolant to be discharged from the second set of coolant channels, ensuring a continuous and reliable coolant discharge. In other words, coolant can flow from the inlet port through the first set of coolant channels, then through the second set of coolant channels, and exit the stator assembly through the outlet port. Alternatively, coolant can flow from the inlet port through the first set of coolant channels, then through or across an annular end member, then through the second set of coolant channels, and exit the stator assembly through the outlet port. It should be noted that since coolant flows through both the first and second sets of coolant channels, the second set is also technically fluidly connected to a coolant inlet. The use of coolant inlet and outlet ports facilitates continuous and efficient coolant circulation through multiple coolant channels, thereby improving heat dissipation.

[0013] According to one example, the second axial ends of the first stator and the second stator are mechanically connected to a support member. The support member can be considered as a component for supporting and / or mounting the first and second stators. The support member ensures a strong and permanent connection between the first and second stators. This has the effect of further improving the structural stability of the stator assembly. It should be noted that the mechanical connection can be fluid-tight, thereby reducing the risk of coolant leakage. Therefore, the product life of the first and second stators can be improved. Furthermore, mechanically connecting the first and second stators to the support member can reduce vibrations occurring during operation of the stator assembly. Therefore, more uniform and reliable operation of the stator assembly can be achieved. Optionally, the support member can also serve as a support for the first and second rotors.

[0014] In one example, the mechanical connection between the first stator, the second stator, and the support member can be achieved using mechanical fastening devices (such as screws or bolts). The mechanical fastening devices can be located at the second axial ends of the first and second stators and at predetermined positions on the support member.

[0015] According to one example, the first set of coolant channels is formed by a coolant distribution sleeve and a first stator. Additionally or alternatively, the second set of coolant channels is formed by a coolant distribution sleeve and a second stator. This means there are three alternatives. In the first alternative, the first set of coolant channels is formed by a coolant distribution sleeve and a first stator. In the second alternative, the second set of coolant channels is formed by a coolant distribution sleeve and a second stator. In the third alternative, the first set of coolant channels is formed by a coolant distribution sleeve and a first stator, and additionally, the second set of coolant channels is formed by a coolant distribution sleeve and a second stator. In this document, the coolant distribution sleeve can be understood as a tubular component with a circular cross-section. The coolant distribution sleeve separates the first set of coolant channels from the second set of coolant channels. In one example, the first set of coolant channels is formed by the radially outer side of the coolant distribution sleeve and the first stator. The second set of coolant channels can be formed by the radially inner side of the coolant distribution sleeve and the second stator. Therefore, both the first set of coolant channels and the second set of coolant channels can be formed in a simple and reliable manner. The coolant distribution sleeve can be used as an additional component for heat dissipation. Therefore, the cooling of the stator assembly can be further improved. Furthermore, the structural stability of the stator assembly can be further enhanced because the coolant distribution sleeve contributes to the mechanical stability and strength of the stator. In other words, the coolant distribution sleeve can be used as a support element.

[0016] In one example, the coolant distribution sleeve comprises or is made of a non-ferromagnetic material. This material could be aluminum and / or titanium. Therefore, the coolant distribution sleeve does not interact with the magnetic field that can be generated by the first stator and / or the second stator. This means that the coolant distribution sleeve does not cause any magnetic loss.

[0017] In one example, the second axial ends of the first stator, the second axial ends of the second stator, and the second axial ends of the coolant distribution sleeve are mechanically connected to a support member. This has the effect that the structural stability of the stator assembly can be further improved. It should be noted that the mechanical connection can be fluid-tight, thereby reducing the risk of coolant leakage. Therefore, the product life of the first stator, the second stator, and the coolant distribution sleeve can be improved. Furthermore, mechanically connecting the first stator, the second stator, and the coolant distribution sleeve to the support member can further reduce vibrations occurring during the operation of the stator assembly. Therefore, even more uniform and reliable operation of the stator assembly can be achieved.

[0018] According to one example, the coolant distribution sleeve includes a plurality of recesses on the radially outer side of the coolant distribution sleeve, extending axially and forming a first set of coolant channels. Additionally or alternatively, the coolant distribution sleeve includes a plurality of recesses on the radially inner side of the coolant distribution sleeve, extending axially and forming a second set of coolant channels. This implies three alternatives. In a first alternative, the coolant distribution sleeve includes a plurality of recesses on the radially outer side of the coolant distribution sleeve, extending axially and forming a first set of coolant channels. In a second alternative, the coolant distribution sleeve includes a plurality of recesses on the radially inner side of the coolant distribution sleeve, extending axially and forming a second set of coolant channels. In a third alternative, the coolant distribution sleeve includes a plurality of grooves on its radially outer side, extending axially and forming a first set of coolant channels, and a plurality of grooves on its radially inner side, extending axially and forming a second set of coolant channels. Note that the grooves may be at least partially uniformly or non-uniformly distributed around the circumference of the coolant distribution sleeve. The plurality of grooves on the radially outer side of the coolant distribution sleeve allows coolant to flow effectively across the outer side of the sleeve. The plurality of grooves on the radially inner side of the coolant distribution sleeve allows coolant to flow effectively across the inner side. The plurality of grooves on the radially outer and / or inner side of the coolant distribution sleeve results in improved coolant circulation. This is because the plurality of grooves can be considered as a predetermined guide for coolant through the grooves on the radially outer and / or radially inner sides. This allows for more uniform and efficient cooling. Furthermore, from a structural and manufacturing perspective, such grooves are simple.

[0019] According to one example, the coolant distribution sleeve includes multiple radial channel segments, each radial channel segment fluidly interconnecting the coolant channels of a first set of coolant channels and the radially adjacent coolant channels of a second set of coolant channels. In this document, the radial channel segment can be understood as a hole or recess in the coolant distribution sleeve. This has the effect of further improving coolant circulation. Furthermore, such radial channel segments provide a simple and reliable connection between the coolant channels of the first set of coolant channels and the radially adjacent coolant channels of the second set of coolant channels.

[0020] According to one example, the coolant distribution sleeve includes a first tangential locking feature, and the first stator includes a tangential relative locking feature. The coolant distribution sleeve and the first stator are rotatably fixed relative to each other via the first tangential locking feature and the tangential relative locking feature of the first stator. Additionally or alternatively, the coolant distribution sleeve includes a second tangential locking feature, and the second stator includes a tangential relative locking feature. The coolant distribution sleeve and the second stator are rotatably fixed relative to each other via the second tangential locking feature and the tangential relative locking feature of the second stator. This means there are three alternatives. In a first alternative, the coolant distribution sleeve includes the first tangential locking feature, and the first stator includes a tangential relative locking feature, wherein the coolant distribution sleeve and the first stator are rotatably fixed relative to each other via the first tangential locking feature and the tangential relative locking feature of the first stator. In a second alternative, the coolant distribution sleeve includes the second tangential locking feature, and the second stator includes a tangential relative locking feature, wherein the coolant distribution sleeve and the second stator are rotatably fixed relative to each other via the second tangential locking feature and the tangential relative locking feature of the second stator. In a third alternative, the coolant distribution sleeve includes a first tangential locking feature, and the first stator includes a tangential relative locking feature, wherein the coolant distribution sleeve and the first stator are rotationally fixed relative to each other via the first tangential locking feature and the tangential relative locking feature of the first stator. The coolant distribution sleeve also includes a second tangential locking feature, and the second stator includes a tangential relative locking feature, wherein the coolant distribution sleeve and the second stator are rotationally fixed relative to each other via the second tangential locking feature and the tangential relative locking feature of the second stator. In this document, the locking features and associated relative locking features can form a forced lock. The use of the first tangential locking feature and / or the second tangential locking feature of the coolant distribution sleeve in conjunction with the respective associated tangential relative locking features of the first or second stator has the effect of preventing relative rotation. This results in enhanced structural stability of the stator assembly. Furthermore, this facilitates precise positioning of the coolant channels.

[0021] According to one example, the first tangential locking feature or the tangential relative locking feature of the first stator includes a bolt extending parallel to the first axis. Additionally or alternatively, the second tangential locking feature or the tangential relative locking feature of the second stator includes a bolt extending parallel to the first axis. This means there are three alternatives. In the first alternative, the first tangential locking feature or the tangential relative locking feature of the first stator includes a bolt extending parallel to the first axis. In the second alternative, the second tangential locking feature or the tangential relative locking feature of the second stator includes a bolt extending parallel to the first axis. In the third alternative, both the first tangential locking feature or the tangential relative locking feature of the first stator include a bolt extending parallel to the first axis, and the second tangential locking feature or the tangential relative locking feature of the second stator include a bolt extending parallel to the first axis. Note that in the latter case, at least two bolts may be involved. Using bolts extending parallel to the first axis allows for increased structural stability of the stator assembly by further enhancing the tightness of the coolant distribution sleeve and the rotational fixation of the first stator and / or the coolant distribution sleeve and the second stator relative to each other.

[0022] In one example, at least one bolt extending parallel to the first axis comprises or is made of a non-ferromagnetic material. This material could be aluminum and / or titanium. Therefore, the coolant distribution sleeve does not interact with the magnetic field that may be generated by the first stator and / or the second stator. This means that the coolant distribution sleeve does not cause any magnetic loss.

[0023] According to one example, the radially inner surface of the first stator and / or the radially outer surface of the second stator includes an electrically insulating coating. This means there are three alternatives. In the first alternative, the radially inner surface of the first stator includes an electrically insulating coating. In the second alternative, the radially outer surface of the second stator includes an electrically insulating coating. In the third alternative, the radially inner surface of the first stator and the radially outer surface of the second stator both include electrically insulating coatings. The electrically insulating coating prevents direct electrical contact between different parts of the first stator and / or the second stator and other components. This reduces the risk of unwanted electrical short circuits. Therefore, the overall reliability of the stator assembly can be further improved. Note that the electrically insulating coating may include good thermal conductivity to withstand high temperatures by effectively distributing heat.

[0024] According to a second aspect, a dual-rotor motor for a drive unit of a vehicle is provided. The dual-rotor motor includes a stator assembly according to a first aspect. The dual-rotor assembly also includes a first rotor associated with and radially adjacent to a first stator, and a second rotor associated with and radially adjacent to a second stator. Hereinafter, a rotor can be understood as a rotating component of the motor. Thus, the first rotor can rotate due to magnetic interaction with the first stator. The second rotor can rotate due to magnetic interaction with the second stator. As previously stated, the stator assembly can operate with relatively high performance due to cooling. Therefore, the use of multiple coolant channels can result in higher achievable torque and power density for the stator assembly and thus for the dual-rotor motor using the stator assembly. Therefore, the dual-rotor motor can be cost-effective because additional components may not be required to increase torque and power density while using a compact design. Furthermore, as described above, the stator assembly includes features that allow for improved performance while reducing the risk of overheating of the stator assembly due to improved cooling; these characteristics also apply to the dual-rotor motor for a drive unit of a vehicle.

[0025] According to a third aspect, a coolant distribution sleeve for a stator assembly of the first aspect is provided. The coolant distribution sleeve includes an annular body member. The radially outer side of the annular body member is configured to form a first set of coolant channels together with a first stator. Additionally or alternatively, the radially inner side of the annular body member is configured to form a second set of coolant channels together with a second stator. This implies three alternatives. In a first alternative, the radially outer side of the annular body member is configured to form the first set of coolant channels together with the first stator. In a second alternative, the radially inner side of the annular body member is configured to form the second set of coolant channels together with the second stator. In a third alternative, the radially outer side of the annular body member is configured to form the first set of coolant channels together with the first stator, and the radially inner side of the annular body member is configured to form the second set of coolant channels together with the second stator. This coolant distribution sleeve allows for the provision of coolant channels in a simple and reliable manner. This allows for efficient and reliable cooling of the stator assembly using the coolant distribution sleeve. As previously stated, the stator assembly can operate with relatively high performance due to cooling. Therefore, the use of multiple coolant channels can result in higher achievable torque and power density for the stator assembly and thus for the dual-rotor motor using the stator assembly. Consequently, the dual-rotor motor can be cost-effective because, while utilizing the compact design of the dual-rotor motor, additional components may not be required to increase torque and power density. Furthermore, as mentioned above, the stator assembly includes features that allow for improved performance while reducing the risk of stator assembly overheating due to improved cooling; these characteristics also apply to the coolant distribution sleeve of the stator assembly in the first aspect.

[0026] According to one example, the coolant distribution sleeve includes a plurality of grooves on the radially outer side of the annular body member, extending axially and forming a first set of coolant channels. Additionally or alternatively, the coolant distribution sleeve includes a plurality of grooves on the radially inner side of the annular body member, extending axially and forming a second set of coolant channels. This implies three alternatives. In a first alternative, the coolant distribution sleeve includes a plurality of grooves on the radially outer side of the annular body member, extending axially and forming a first set of coolant channels. In a second alternative, the coolant distribution sleeve includes a plurality of grooves on the radially inner side of the annular body member, extending axially and forming a second set of coolant channels. In a third alternative, the coolant distribution sleeve includes a plurality of grooves on the radially outer side of the annular body member, extending axially and forming a first set of coolant channels, and the coolant distribution sleeve also includes a plurality of grooves on the radially inner side of the annular body member, extending axially and forming a second set of coolant channels. As mentioned above, it should be noted that the grooves can be distributed at least partially uniformly or non-uniformly on the circumference of the coolant distribution sleeve. Multiple grooves located on the radially outer side of the coolant distribution sleeve allow coolant to flow effectively across the outer side of the sleeve. Multiple grooves located on the radially inner side of the coolant distribution sleeve allow coolant to flow effectively across the inner side. Multiple grooves located on the radially outer and / or inner side of the coolant distribution sleeve can result in improved coolant circulation. This is because the multiple grooves can be considered as a predetermined guide for the coolant through the grooves on the radially outer and / or radially inner sides. This allows for more uniform and efficient cooling. Simultaneously, from a structural and manufacturing perspective, such grooves are simple.

[0027] It should be noted that the above examples can be combined with each other, regardless of the aspects involved.

[0028] These and other aspects of this disclosure will become apparent from the examples described below and will be illustrated with reference to the examples described below. Attached Figure Description

[0029] Examples of this disclosure will now be described with reference to the following figures.

[0030] Figure 1 The illustration schematically depicts a vehicle including a dual-rotor motor according to the present disclosure, wherein the dual-rotor motor includes a stator assembly according to the present disclosure, the stator assembly including a coolant distribution sleeve according to the present disclosure. Figure 2 A schematic bottom view is shown. Figure 1 vehicles, Figure 3 Along Figure 4 A schematic cross-sectional view of plane III-III is shown. Figure 1 and Figure 2 One of the dual-rotor motors, and Figure 4 Along Figure 3 A schematic cross-sectional view of plane IV-IV is shown. Figure 3 Dual rotor motor, Figure 5 Shown in more detailed exploded perspective view Figure 3 and Figure 4 The stator assembly of a dual-rotor motor, Figure 6 To correspond to along Figure 3 A more detailed exploded view of the directional VI view is shown. Figures 3 to 5 stator assembly, Figure 7 To correspond to along Figure 4 A detailed view of the cross-section of plane VII is shown. Figures 3 to 6 stator assembly, Figure 8 It shows Figure 7 Details of the stator assembly, VIII. Figure 9 To correspond to Figure 4 A detailed view of the view on plane IX is shown. Figures 3 to 8 stator assembly, Figure 10 To correspond to along Figure 4 A detailed view of the X-direction view is shown. Figures 3 to 9 stator assembly, Figure 11 Along Figure 6 The detailed cross-sectional view of plane XI is shown Figures 3 to 10 stator assembly, Figure 12 It shows Figure 11 Details of the stator assembly XII, Figure 13 It shows Figure 5 Details XIII of the first stator of the dual-rotor motor, and Figure 14 It shows Figure 5 Details of the second stator of the dual-rotor motor XIV. Detailed Implementation

[0031] The accompanying drawings are merely schematic representations and are intended to illustrate this disclosure only. In principle, identical or equivalent elements have the same reference numerals.

[0032] Figure 1 A vehicle 10 including a drive unit 12 is shown, which may also be referred to as a drivetrain.

[0033] In this example, the drive unit 12 includes two dual-rotor motors 14 (see...). Figure 2 The battery pack 16 stores and provides electrical energy to power the two dual-rotor motors 14. Therefore, in this example, vehicle 10 is a battery-electric vehicle.

[0034] In this example, the two dual rotor motors 14 are two dual rotor surface permanent magnet machines.

[0035] Each dual-rotor motor 14 is mounted as a hub motor for rotating the associated rear wheel 18 to drive the vehicle 10.

[0036] Therefore, in this example, vehicle 10 has rear-wheel drive.

[0037] Each dual-rotor motor 14 includes a stator assembly 20 (see...). Figure 3 and Figure 4 (Illustrative diagram in the image).

[0038] Stator assembly 20 includes a first stator 22. The first stator 22 extends along a first axis A (see [reference]). Figures 3 to 5 ).

[0039] The first stator 22 also includes a plurality of stator slots 28 on the radially outer surface 30 of the first stator 22. The stator slots 28 are configured to receive stator windings 96 of the first stator 22.

[0040] The stator assembly 20 also includes a second stator 32. The second stator 32 extends along the first axis A.

[0041] The second stator 32 also includes a plurality of stator slots 38 on the radially inner surface 40 of the second stator 32. The stator slots 38 are configured to receive stator windings 98 of the second stator 32.

[0042] The second stator 32 is arranged radially inside the first stator 22.

[0043] In addition, the first stator 22 and the second stator 32 are arranged coaxially.

[0044] This means that the first stator 22 can be regarded as the radial outer stator, and the second stator 32 can be regarded as the radial inner stator.

[0045] Each dual-rotor motor 14 also includes a first rotor 100.

[0046] The first rotor 100 is associated with and arranged radially adjacent to the first stator 22. In this example, the first rotor 100 is annular and includes a plurality of permanent magnets.

[0047] Each dual-rotor motor 14 also includes a second rotor 102.

[0048] The second rotor 102 is associated with and arranged radially adjacent to the second stator 32. In this example, the second rotor 102 is annular and includes a plurality of permanent magnets.

[0049] Since the first rotor 100 is located radially outward relative to the second rotor 102, the first rotor 100 can be designated as the radially outer rotor, and the second rotor 102 can be designated as the radially inner rotor.

[0050] Note that even though each dual-rotor motor 14 includes two rotors, namely a first rotor 100 and a second rotor 102, both the first rotor 100 and the second rotor 102 can be used to drive the same component, for example, by being coupled to the same flange and acting on the same flange. In this example, the two rotors of a dual-rotor motor 14 are coupled to the same wheel 18 and can be used to drive the wheel 18.

[0051] Each dual-rotor motor 14 also includes a coolant distribution sleeve 42 (see...) Figure 3 , Figure 4 as well as Figure 7 ).

[0052] The coolant distribution sleeve 42 includes an annular main body component 60.

[0053] The radial outer side 62 of the annular main body member 60 is configured to form a first set of coolant channels 46 together with the first stator 22.

[0054] In this example, the first set of coolant channels 46 is formed by the coolant distribution sleeve 42 and the first stator 22.

[0055] More specifically, the coolant distribution sleeve 42 includes a plurality of grooves 64 disposed on the radially outer side 66 of the coolant distribution sleeve 42.

[0056] Multiple grooves 64 extend axially and form the coolant channels of the first set of coolant channels 46.

[0057] It should be noted that the multiple grooves 64 are distributed substantially evenly on the circumference of the coolant distribution sleeve 42.

[0058] The radially inner side 68 of the annular main body member 60 is configured to form a second set of coolant channels 48 together with the second stator 32.

[0059] In this example, the second set of coolant channels 48 is formed by the coolant distribution sleeve 42 and the second stator 32.

[0060] In addition, the coolant distribution sleeve 42 includes a plurality of grooves 70 disposed on the radially inner side 72 of the coolant distribution sleeve 42.

[0061] Multiple grooves 70 extend axially and form a second set of coolant channels 48.

[0062] It should be noted that the multiple grooves 70 are distributed substantially evenly on the circumference of the coolant distribution sleeve 42.

[0063] Note that all coolant channels 44 extend along the first axis A.

[0064] Furthermore, in the assembled state of the stator assembly 20, a plurality of coolant channels 44 are positioned between the first stator 22 and the second stator 32.

[0065] More specifically, the first set of coolant passages 46 of the plurality of coolant passages 44 is arranged radially outside the second set of coolant passages 48 of the plurality of coolant passages 44.

[0066] The first set of coolant channels 46 and the second set of coolant channels 48 are fluidly connected in pairs at the first axial end 50.

[0067] For this purpose, the coolant distribution sleeve 42 also includes multiple radial channel sections 80.

[0068] Each of the plurality of radial channel segments 80 fluidly interconnects the coolant channels of the first set of coolant channels 46 and the radially adjacent coolant channels of the second set of coolant channels 48.

[0069] In this example, the radial channel segment 80 is formed as a notch or groove extending radially at the first axial end 50 of the coolant distribution sleeve 42.

[0070] Stator assembly 20 also includes an annular end piece 52 (see also...) Figure 8 ).

[0071] The annular end piece 52 is radially positioned between the first stator 22 and the second stator 32 at the first axial end 50 of the first stator 22 and the second stator 32.

[0072] Additionally, the annular end piece 52 axially defines a plurality of coolant channels 44. For this purpose, the annular end piece 52 is arranged axially adjacent to the coolant distribution sleeve 42, thereby defining a radial channel segment 80, and thus enabling paired fluid connections between the first set of coolant channels 46 and the second set of coolant channels 48 at the first axial end 50.

[0073] Simply put, due to the radial channel segment 80 and the annular end piece 52, coolant can flow from the coolant channel forming part of the first set of coolant channels 46 into the coolant channel forming part of the second set of coolant channels 48, and vice versa.

[0074] Stator assembly 20 also includes a coolant inlet port 54 and a coolant outlet port 56 (see...) Figure 7 ).

[0075] The coolant inlet port 54 is fluidly connected to the first set of coolant channels 46, and the coolant outlet port 56 is fluidly connected to the second set of coolant channels 48.

[0076] This means that the first set of coolant channels 46 and the second set of coolant channels 48 are fluidly connected to their respective associated ports at the second axial end 58.

[0077] It should be noted that the second axial end 58 is opposite to the first axial end 50.

[0078] Therefore, the coolant supplied at the coolant inlet port 54 can first flow through the first set of coolant channels 46, and then through the second set of coolant channels 48. Afterward, the coolant can be discharged at the coolant outlet port 56.

[0079] The coolant distribution sleeve 42 also includes a first tangential locking feature 74.

[0080] More specifically, the coolant distribution sleeve 42 and the first stator 22 are rotated and fixed relative to each other via the first tangential locking feature 74 and the tangential relative locking feature 26 of the first stator 22.

[0081] The first tangential locking feature 74 includes a bolt 76 extending parallel to the first axis A (see also...). Figure 9 and Figure 12 ).

[0082] In this example, bolt 76 is made of a non-ferromagnetic material. More specifically, bolt 76 is made of aluminum.

[0083] Furthermore, the bolt 76 extends through a channel formed partly by the first stator 22 and partly by the coolant distribution sleeve 42. More precisely, at least in one location, the circumference of this channel is formed partly by the first stator 22 and partly by the coolant distribution sleeve 42. By arranging the bolt 76 in this channel, relative rotation is prevented in at least one circumferential direction. Relative rotation is also prevented in the opposite circumferential direction because the stepped portion of the first stator 22 abuts against the stepped opposing portion of the coolant distribution sleeve 42.

[0084] The coolant distribution sleeve 42 also includes a second tangential locking feature 78.

[0085] More specifically, the coolant distribution sleeve 42 and the second stator 32 are rotated and fixed relative to each other via the second tangential locking feature 78 and the tangential relative locking feature 36 of the second stator 32.

[0086] The second tangential locking feature 78 includes a bolt 76 extending parallel to the first axis A.

[0087] In this example, bolt 76 is made of a non-ferromagnetic material. More specifically, bolt 76 is made of aluminum.

[0088] Furthermore, the bolt 76 extends through a channel formed partly by the second stator 32 and partly by the coolant distribution sleeve 42. More precisely, at least in one location, the circumference of this channel is formed partly by the second stator 32 and partly by the coolant distribution sleeve 42. By arranging the bolt 76 in this channel, relative rotation is prevented in at least one circumferential direction. Relative rotation is also prevented in the opposite circumferential direction because the stepped portion of the second stator 32 abuts against the stepped opposing portion of the coolant distribution sleeve 42.

[0089] Therefore, since both the first stator 22 and the second stator 32 are fixed relative to the coolant distribution sleeve 42, the first stator 22 and the second stator 32 are also fixed relative to each other.

[0090] In this example, the coolant dispensing sleeve 42 also includes a connection interface 82.

[0091] The connection interface 82 includes a plurality of holes 84 disposed adjacent to the radially outer side 62 of the annular body member 60 and extending axially along the first axis A.

[0092] The connection interface 82 also includes a plurality of holes 86 disposed adjacent to the radially inner side 68 of the annular body member 60 and extending axially along the first axis A.

[0093] In this example, the coolant distribution sleeve 42 is made of a non-ferromagnetic material. More specifically, the coolant distribution sleeve 42 is made of aluminum.

[0094] In this example, each dual-rotor motor 14 also includes a support member 88 (see details). Figure 3 and Figure 4 ).

[0095] The second axial end 90 of the first stator 22, the second axial end 92 of the second stator 32, and the second axial end 94 of the coolant distribution sleeve 42 are mechanically connected to the support member 88.

[0096] It should be noted that the mechanical connection between the second axial end 92 of the second stator 32, the second axial end 94 of the coolant distribution sleeve 42, and the support member 88 is fluid-tight.

[0097] In this example, eight bolts evenly distributed along the annular body member 60 are used to achieve the mechanical connection.

[0098] In addition, the radial inner surface 24 of the first stator 22 includes an electrically insulating coating.

[0099] In the same manner, the radial outer surface 34 of the second stator 32 includes an electrically insulating coating.

[0100] In summary, to cool the first rotor 100, the second rotor 102, the first stator 22, and / or the second stator 32, coolant can flow through multiple coolant channels 44 of both the first set of coolant channels 46 and the second set of coolant channels 48. The flow of coolant in... Figure 7 It is shown schematically in the diagram.

[0101] In this example, the coolant is a fluid.

[0102] More specifically, the coolant enters the dual-rotor motor 14 via the coolant inlet port 54.

[0103] The coolant flows through a plurality of radial channel segments defined by the annular end piece 52 through the first set of coolant channels 46 and into the second set of coolant channels 48, thereby achieving the cooling effect of the first rotor 100, the second rotor 102, the first stator 22 and / or the second stator 32.

[0104] The coolant leaves the dual-rotor motor 14 through the coolant outlet port 56.

[0105] about Figure 3 and Figure 4 It should be noted that the shading lines in the cross-sectional views are for illustrative purposes only, to facilitate visual differentiation between the various parts. In particular, different shading lines do not indicate different materials.

[0106] As used herein, the phrase “at least one” in relation to a list of one or more entities should be understood to mean at least one entity selected from any one or more entities in the entity list, but not necessarily at least one of each entity specifically listed in the entity list, and does not exclude any combination of entities in the entity list. This definition also allows for the optional presence of entities other than those specifically identified in the entity list referred to by the phrase “at least one,” whether related to or unrelated to those specifically identified entities. Thus, as a non-limiting example, “at least one of A and B” (or equivalently, “at least one of A or B”, or equivalently, “at least one of A and / or B”) could in one example mean at least one (optionally including more than one) A, without B (and optionally including entities other than B); in another example, at least one (optionally including more than one) B, without A (and optionally including entities other than A); and in yet another example, at least one (optionally including more than one) A and at least one (optionally including more than one) B (and optionally including other entities). In other words, the phrases “at least one,” “one or more,” and “and / or” are open-ended expressions that are both connected and separate in operation. For example, each of the expressions “at least one of A, B, and C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “one or more of A, B, or C,” and “A, B, and / or C” can mean a single A, a single B, a single C, A and B together, A and C together, B and C together, A, B, and C together, and optionally, any of the above combined with at least one other entity.

[0107] By studying the accompanying drawings, the disclosure, and the appended claims, those skilled in the art can understand and implement other variations of the disclosed examples in practice with respect to the claimed disclosure. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite articles "a" or "an" do not exclude multiple. The fact that certain measures are recited in mutually different dependent claims does not mean that a combination of these measures cannot be used advantageously. Any reference numerals in the claims should not be construed as limiting the scope of the claims.

[0108] List of reference numerals 10 vehicles 12 drive units 14. Twin-rotor motor 16 Battery Components 18 rear wheels 20 Stator Assembly 22 First stator 24 Radial inner surface of the first stator 26 Tangential relative locking feature of the first stator 28 Multiple stator slots of the first stator 30 Radial outer surface of the first stator 32 Second stator 34 Radial outer surface of the second stator 36 Tangential relative locking feature of the second stator 38 Multiple stator slots of the second stator 40 Radial inner surface of the second stator 42 Coolant Dispensing Sleeve 44+ coolant channels 46 First group of coolant passages 48 Second group of coolant passages 50 First axial end 52 Ring-shaped end piece 54 Coolant Inlet Port 56 Coolant outlet port 58 Second axial end 60 Ring-shaped main component 62. Radial outer side of the annular main component 64 Multiple grooves provided on the radially outer side of the coolant distribution sleeve 66. Radial outer side of coolant distribution sleeve 68. Radial inner side of the annular main component 70 Multiple grooves provided on the radially inner side of the coolant distribution sleeve 72. Radial inner side of the coolant distribution sleeve 74. First omnidirectional locking feature 76 bolts 78 Second Tangential Locking Feature More than 80 radial channel segments 82 Connection Interface 84. A plurality of holes provided in the radially outer side of the annular body member. 86 Multiple holes provided in the radially inner side of the annular body member 88 Support components 90 Second axial end of the first stator 92 Second axial end of the second stator 94. Second axial end of coolant distribution sleeve 96. Stator windings of the first stator 98. Stator windings of the second stator 100 First Rotor 102 Second Rotor A First Axis

Claims

1. A stator assembly (20) of a dual-rotor motor (14) for a drive unit (12) of a vehicle (10), the stator assembly (20) comprising a first stator (22) extending along a first axis (A) and a second stator (32) extending along the first axis (A). The second stator (32) is arranged radially inside the first stator (22), and the first stator (22) and the second stator (32) are rotatably fixed relative to each other. A plurality of coolant channels (44) extending along the first axis (A) are positioned between the first stator (22) and the second stator (32).

2. The stator assembly (20) according to claim 1, wherein, The first group of coolant channels (46) of the plurality of coolant channels (44) is arranged radially outside the second group of coolant channels (48) of the plurality of coolant channels (44).

3. The stator assembly (20) according to claim 2, wherein, The first set of coolant passages (46) and the second set of coolant passages (48) are fluidly connected in pairs at a first axial end (50) and fluidly connected to respective associated ports at a second axial end (58), wherein the second axial end (58) is opposite to the first axial end (50).

4. The stator assembly (20) according to claim 3 further includes an annular end piece (52) radially positioned between the first stator (22) and the second stator (32) at the first axial end (50) of the first stator (22) and the second stator (32), and axially defining the plurality of coolant channels (44).

5. The stator assembly (20) according to claim 3 or 4 further includes a coolant inlet port (54) fluidly connected to the first set of coolant channels (46) and a coolant outlet port (56) fluidly connected to the second set of coolant channels (48).

6. The stator assembly (20) according to any one of claims 3 to 5, wherein, The second axial end (90) of the first stator (22) and the second axial end (92) of the second stator (32) are mechanically connected to the support member (88).

7. The stator assembly (20) according to any one of claims 2 to 6, wherein, The first set of coolant channels (46) is formed by the coolant distribution sleeve (42) and the first stator (22), and / or The second set of coolant channels (48) is formed by the coolant distribution sleeve (42) and the second stator (32).

8. The stator assembly (20) according to claim 7. in, The coolant distribution sleeve (42) includes a plurality of grooves (64) on the radially outer side (66) of the coolant distribution sleeve (42), extending axially and forming coolant channels of the first set of coolant channels (46), and / or The coolant distribution sleeve (42) includes a plurality of grooves (70) that are axially extended and form the second set of coolant channels (48) disposed on the radial inner side (72) of the coolant distribution sleeve (42).

9. The stator assembly (20) according to claim 7 or 8, wherein, The coolant distribution sleeve (42) includes a plurality of radial channel segments (80), each radial channel segment fluidly interconnecting the coolant channels of the first set of coolant channels (46) and the radially adjacent coolant channels of the second set of coolant channels (48).

10. The stator assembly (20) according to any one of claims 7 to 9, wherein, The coolant distribution sleeve (42) includes a first tangential locking feature (74), and the first stator (22) includes a tangential relative locking feature (26), wherein the coolant distribution sleeve (42) and the first stator (22) are rotated and fixed relative to each other via the first tangential locking feature (74) and the tangential relative locking feature (26) of the first stator (22), and / or The coolant distribution sleeve (42) includes a second tangential locking feature (78), and the second stator (32) includes a tangential relative locking feature (36), wherein the coolant distribution sleeve (42) and the second stator (32) are rotated and fixed relative to each other via the second tangential locking feature (78) and the tangential relative locking feature (36) of the second stator (32).

11. The stator assembly (20) according to claim 10, wherein, The first tangential locking feature (74) or the tangential relative locking feature (26) of the first stator (22) includes a bolt (76) extending parallel to the first axis (A), and / or The second tangential locking feature (78) or the tangential relative locking feature (36) of the second stator (32) includes a bolt (76) extending parallel to the first axis (A).

12. The stator assembly (20) according to any one of the preceding claims, wherein, The radial inner surface (24) of the first stator (22) and / or the radial outer surface (34) of the second stator (32) include an electrically insulating coating.

13. A dual-rotor motor (14) for a drive unit (12) of a vehicle (10), comprising: Stator assembly (20) according to any one of the preceding claims. A first rotor (100), the first rotor (100) being associated with and arranged radially adjacent to the first stator (22), and The second rotor (102) is associated with and arranged radially adjacent to the second stator (32).

14. A coolant distribution sleeve (42) for a stator assembly (20) according to any one of claims 1 to 12, the coolant distribution sleeve (42) comprising an annular body member (60). The radial outer side (62) of the annular body member (60) is configured to form a first set of coolant channels (46) together with the first stator (22), and / or the radial inner side (68) of the annular body member (60) is configured to form a second set of coolant channels (48) together with the second stator (32).

15. The coolant distribution sleeve (42) according to claim 14. The coolant distribution sleeve (42) includes a plurality of grooves on the radially outer side (62) of the annular body member (60), extending axially and forming the first set of coolant channels (46), and / or in, The coolant distribution sleeve (42) includes a plurality of grooves that are axially extended and form a second set of coolant channels (48) disposed on the radially inner side (68) of the annular body member (60).

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