Integrated permanent magnet synchronous motor for new energy vehicle

Abstract

This invention belongs to the field of permanent magnet synchronous motors, specifically an integrated permanent magnet synchronous motor for new energy vehicles. It includes a rotor shaft with multiple permanent magnets disposed on its outer side. A stator cover encloses the rotor shaft, and multiple stator teeth are fixed to the inner wall of the stator cover. Windings are wound around the outer side of the stator teeth. This design not only effectively reduces the operating temperature of the rotor shaft by injecting cooling oil, thus improving its service life and safety, but also utilizes the high-speed rotation of the motor during operation to throw the cooling oil outwards at high speed, forming an oil mist that covers the inside of the motor. While effectively exchanging heat, this design also ensures that the oil film covering the rotor shaft is not excessive or heavy, thus not affecting the normal operation of the motor. Simultaneously, the internal circulation of the coolant can also remove waste materials generated inside the motor, ensuring smooth motor operation.

Description

Technical Field

[0001] This invention belongs to the field of permanent magnet synchronous motors, specifically an integrated permanent magnet synchronous motor for new energy vehicles. Background Technology

[0002] Integrated permanent magnet synchronous motors are the core powertrain of modern new energy vehicles. Their core advantages lie in high efficiency and high power density. They achieve lightweight and strong power through compact design. The mainstream technology route adopts an embedded permanent magnet rotor combined with flat wire winding technology to improve space utilization and performance.

[0003] Because automobiles operate for extended periods and are installed in relatively sealed environments, it is necessary to address the issue of high-temperature environments affecting the motor during operation. The motor addresses the heat dissipation challenge through efficient cooling and overcomes the risk of demagnetization of permanent magnets at high temperatures by utilizing advanced control strategies and high-temperature resistant materials.

[0004] Traditional permanent magnet synchronous motors for new energy vehicles require built-in cooling devices to ensure the motor operates at high temperatures during vehicle operation. However, traditional cooling methods generally only reach the stator level, while the high-speed rotating rotor and the permanent magnets on the outside of the rotor are the ones most severely affected by high temperatures. To cool the stator, heat needs to be transferred from the rotor to the air gap and then to the stator to complete heat exchange. The heat exchange efficiency is generally low. In high-power situations such as climbing hills, if the permanent magnets undergo irreversible demagnetization at high temperatures, it will also affect the strength of the rotor, reduce the lifespan of the motor, and pose a safety hazard to the vehicle.

[0005] Therefore, the present invention provides an integrated permanent magnet synchronous motor for new energy vehicles. Summary of the Invention

[0006] In order to overcome the shortcomings of the prior art, at least one technical problem raised in the background art is solved.

[0007] The technical solution adopted by the present invention to solve its technical problem is as follows: An integrated permanent magnet synchronous motor for new energy vehicles, comprising a rotor shaft, a plurality of permanent magnets disposed on the outer side of the rotor shaft, a stator cover covering the outer side of the rotor shaft, a plurality of stator teeth fixedly connected to the inner wall of the stator cover, windings wound on the outer side of the stator teeth, a protective shell installed on the outer side of the stator cover, a front cover and a rear cover fixedly connected to the front and rear ends of the protective shell, a transmission hole extending to the rear end being opened inside the rotor shaft, a spray hole for allowing liquid to pass through being opened on the surface of the rotor shaft, a recovery tank for transmitting liquid to the rotor shaft and recovering liquid being disposed below the protective shell, and a circulation tank for cooling the protective shell being disposed above the protective shell; This design not only effectively reduces the operating temperature of the rotor shaft by injecting cooling oil into it, thus improving its service life and operational safety, but also utilizes the high-speed rotation of the motor to fling the cooling oil outwards at high speed, forming an oil mist that covers the inside of the motor. This ensures effective heat exchange while preventing the oil film covering the rotor shaft from becoming too heavy or excessive, thus avoiding any impact on the normal operation of the motor. Furthermore, the internal circulation of the coolant can remove waste materials generated inside the motor, ensuring smooth motor operation.

[0008] Preferably, a transmission seat is installed at the rear end of the rear cover, and there is a gap between the transmission seat and the rotor shaft. A circulation pipe is fixedly connected between the recovery tank and the transmission seat. A pressure pump is installed in the recovery tank. Multiple receiving pipes are fixedly connected between the bottom of the stator cover and the recovery tank. The recovery tank delivers coolant to the transmission seat through the pressure pump in the circulation pipe. The coolant fills the gap between the transmission seat and the rotor shaft. As coolant is continuously added, it is squeezed into the transmission hole. While cooling the rotor shaft, it also diffuses into the motor under centrifugal force, completing a more comprehensive heat exchange function. The coolant after heat exchange is completed is recycled back to the recovery tank through the receiving pipe to complete the circulation.

[0009] Preferably, the top of the protective shell is equipped with two sets of liquid cooling pipes, both of which are connected to the circulation tank. The protective shell has a liquid cooling tank connected to the two sets of liquid cooling pipes. The circulation tank is equipped with multiple transfer pumps. One set of liquid cooling pipes is responsible for input, and the other set is responsible for output. The liquid cooling tank is divided into two sides. The outer layer is connected to the input liquid cooling pipe, and the connection between the outer layer and the inner layer is located at the bottom. In this way, during the continuous injection of coolant, it will only return to the circulation tank from the output end when both layers are filled, ensuring the heat exchange effect. The transfer pumps are responsible for providing circulation power.

[0010] Preferably, the rotor shaft has multiple sets of diffusion grooves inside, each set of diffusion grooves is arranged linearly and equidistantly on a vertical plane, the diffusion grooves are connected to the transmission holes, and the edges of the diffusion grooves are close to the outer wall of the rotor shaft. The diffusion grooves are designed to allow the coolant to fill a larger area in the rotor shaft, improving the heat exchange effect. At the same time, because the spray holes are small, the diffusion grooves are filled first before spraying outwards, ensuring stable rotation of the rotor shaft. When the rotor shaft is not rotating, the oil film at the spray holes will not flow outwards due to gravity, eliminating the need to fill the diffusion grooves before each operation. Alternatively, a simple mechanical opening and closing system can be installed in the spray grooves, which will only open when the rotor shaft rotates, ensuring that the diffusion grooves are always filled.

[0011] Preferably, the inner wall and bottom of the stator cover are provided with drain ports. The drain ports on the inner wall of the stator cover are located on both sides of the lower half of the stator teeth. An isolation layer is sleeved on the outer side of the winding. A binding ring is fixed to the outer side of the rotor shaft. The permanent magnets are distributed equidistantly in the binding ring. Multiple dividing grooves are opened on the surface of the binding ring. By opening drain ports at the bottom and the edge of the stator teeth, the condensed liquid oil film can be effectively recovered. Due to the arrangement of the stator teeth, some coolant tends to remain in the lower half of the stator teeth. Therefore, opening drain ports at corresponding positions can ensure the coolant recovery and circulation function. The binding ring is used to fix the permanent magnets. The spray holes on the rotor shaft are connected to the dividing grooves to ensure the coolant is thrown out.

[0012] Preferably, multiple climbing pipes are fixedly connected between the recovery tank and the circulation tank. The circulation tank is connected to the transmission seat via an upper pressure pipe. To use the climbing pipes, the coolant in both the recovery tank and the circulation tank must be of the same type and meet the requirements of insulation, cooling, and lubrication. Under these conditions, the two can be connected through the climbing pipes. Specifically, when the pump inside the recovery tank is damaged and cannot complete the cooling circulation, if the car is in a high-power situation such as climbing hills or driving at high speeds, the internal temperature may become too high due to the cooling system failure. In this case, the transfer pump in the circulation tank, which originally supplied coolant to the generator cover, can be used to inject the coolant in the circulation tank into the transmission seat through the upper pressure pipe to continue the internal heat dissipation effect. At the same time, the recovered coolant will enter the recovery tank. As the amount of coolant in the recovery tank gradually increases, it will be gradually transferred to the circulation tank through the climbing pipes. The circulation pipe has a built-in one-way structure to ensure that the liquid does not flow back. This ensures that the two cooling systems in the motor can still be used normally in the short term, allowing the car to smoothly pass through high-power periods and still maintain a safe operating temperature.

[0013] Preferably, the climbing tube is elongated and slender, with a bent bottom. A removable isolation tank is installed at the bent bottom of the climbing tube. The filter element inside the recovery tank is a purely mechanical mechanism. As long as the coolant enters through the receiving tube, it must pass through the filter element to ensure filtration efficiency. Even if the pump body is damaged, it will not affect the filtration effect. At the same time, the elongated climbing tube reduces the power required for the coolant to climb, ensuring that the coolant moves smoothly into the circulation tank. Since the isolation tank is installed at the bottom, particulate matter in the coolant will settle in the isolation tank under the action of gravity, thus achieving a double filtration effect.

[0014] Preferably, multiple spiral blades are fixed to the inner side of the transmission hole, and the ends of the spiral blades are located in the gap of the transmission seat. The diameter of the transmission hole decreases from one end to the other, and the diameter of the transmission hole is largest at the end closest to the transmission seat. The coolant in the circulation tank will continuously flow into the transmission seat under the action of gravity. At the same time, due to the continuous rotation of the rotor shaft, the coolant will be continuously injected into the transmission hole in combination with the feeding effect of the spiral blades. Under the action of centrifugal force, it will be thrown out to form oil mist. The subsequent condensation and discharge process will also take place. If the function of the recovery tank fails completely, as long as one of the multiple transfer pumps in the circulation tank has the ability to pump liquid, coolant can be continuously drawn from the recovery tank to the circulation tank to complete the cooling of the rotor shaft.

[0015] Preferably, two sealed rotating shafts are installed between the rotor shaft and the protective shell. The sealed rotating shafts are located on the inner side of the protective shell near both ends. One side of each sealed rotating shaft is also provided with a sealing ring two and a sealing ring one that are fixed to the protective shell. The sealing of the motor's internal space is ensured by the sealed rotating shafts, sealing ring one and sealing ring two, which greatly reduces the leakage of coolant and the impact of the external environment. A detection device can also be set between sealing ring one and sealing ring two to detect leakage in advance.

[0016] Preferably, a connector for connecting electricity is fixedly attached to the outer side of the protective shell. The connector is located between the gaps in the climbing tubes. A heat dissipation plate is also fixedly attached to the outer side of the protective shell. The motor is fixedly installed via the connector, and the heat dissipation plate is also used to connect the cable. The heat dissipation plate provides basic heat dissipation for the protective shell. The beneficial effects of this invention are as follows: 1. The integrated permanent magnet synchronous motor for new energy vehicles described in this invention, through the arrangement of the rotor shaft and transmission holes, not only effectively reduces the operating temperature of the rotor shaft by injecting cooling oil into it, thereby improving the service life and safety of the rotor shaft, but also utilizes the high-speed rotation during motor operation to throw the cooling oil outwards at high speed, forming an oil mist that covers the inside of the motor. While effectively exchanging heat, it also ensures that the oil film covering the outside of the rotor shaft is not too excessive or heavy, thus not affecting the normal operation of the motor. At the same time, the internal circulation of the coolant can also remove the waste generated inside the motor, ensuring the smooth operation of the motor.

[0017] 2. The integrated permanent magnet synchronous motor for new energy vehicles described in this invention, through the setting of the climbing pipe, allows for the use of a transfer pump in the circulation tank when the pump inside the recycling tank is damaged and unable to complete the cooling circulation. If the vehicle is in a high-power situation such as climbing hills or traveling at high speeds, the internal temperature may become too high due to the cooling system failure. In this case, the transfer pump originally supplying coolant to the generator cover in the circulation tank can be used to inject the coolant in the circulation tank into the transfer seat through the pressure pipe, continuing the internal heat dissipation effect. At the same time, the recovered coolant will enter the recycling tank. As the amount of coolant in the recycling tank gradually increases, it will be gradually transferred to the circulation tank through the climbing pipe. The circulation pipe has a built-in one-way structure to ensure that the liquid does not flow back. In this way, the two cooling systems in the motor can still be used normally in the short term, allowing the vehicle to smoothly pass through high-power periods and still maintain a safe operating temperature. Attached Figure Description

[0018] The invention will now be further described with reference to the accompanying drawings.

[0019] Figure 1 This is a first-view perspective perspective view of the present invention; Figure 2 This is a second-view perspective perspective view of the present invention; Figure 3 This is a perspective view of the protective shell of the present invention; Figure 4 This is a cross-sectional view of the protective shell of the present invention; Figure 5 This is a perspective view of the rotor shaft and stator cover of the present invention; Figure 6 This is a perspective view of the stator cover of the present invention; Figure 7 This is a partial front view of the rotor shaft and stator cover of the present invention; Figure 8 This is a cross-sectional view of the transmission base of the present invention; Figure 9 This is a perspective view of the rotor shaft and spiral blades of the present invention; Figure 10 This is a cross-sectional view of the rotor shaft of the present invention.

[0020] In the diagram: 1. Protective shell; 2. Rear cover; 3. Front cover; 4. Rotor shaft; 5. Recovery box; 6. Circulation box; 7. Climbing pipe; 8. Transfer pump; 9. Isolation tank; 10. Connecting seat; 11. Transmission seat; 12. Pressure pipe; 13. Circulation pipe; 15. Heat sink; 16. Liquid cooling pipe; 17. Sealing ring one; 18. Sealing ring two; 19. Enclosed rotating shaft; 20. Transmission hole; 21. Stator cover; 22. Winding; 23. Receiving pipe; 24. Binding ring; 25. Separating groove; 26. Permanent magnet; 27. Stator teeth; 28. Diffuser groove; 29. ​​Spiral blade. Detailed Implementation

[0021] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0022] like Figures 1 to 10 As shown in the embodiment of the present invention, an integrated permanent magnet synchronous motor for a new energy vehicle includes a rotor shaft 4. Multiple permanent magnets 26 are disposed on the outer side of the rotor shaft 4. A stator cover 21 is wrapped around the outer side of the rotor shaft 4. Multiple stator teeth 27 are fixed to the inner wall of the stator cover 21. Windings 22 are wound around the outer side of the stator teeth 27. A protective shell 1 is installed on the outer side of the stator cover 21. A front cover 3 and a rear cover 2 are fixed to the front and rear ends of the protective shell 1, respectively. A transmission hole 20 extending to the rear end is opened inside the rotor shaft 4. A spray hole for allowing liquid to pass through is opened on the surface of the rotor shaft 4. A recovery tank 5 for transmitting and recovering liquid to the rotor shaft 4 is disposed below the protective shell 1. A circulation tank 6 for cooling the protective shell 1 is disposed above the protective shell 1. A magnetic field is generated by passing current through the winding 22. Combined with the permanent magnet 26 on the outside of the rotor shaft 4, the magnetic field pulls the rotor shaft 4 to rotate, achieving the conversion of electrical energy into mechanical energy through magnetic field coupling. During motor operation, heat is generated. To reduce the impact of the high temperature generated by continuous operation on the internal parts of the motor, coolant is continuously filled into the protective shell 1 through the circulation box 6. The coolant enters the protective shell 1 and the stator cover 21 for heat exchange, and then flows back to the circulation box 6 for cooling. A fan can be installed at the bottom of the circulation box 6 to cool the coolant, thereby maintaining the low temperature of the protective shell 1. Simultaneously, the recovery box 5 receives energy from the rear end of the rotor shaft 4 through the transmission hole of the rotor shaft 4. Coolant is injected into the 20th stage. This type of coolant requires special properties, satisfying the three functions of cooling, lubrication, and insulation. During the high-speed rotation of the rotor shaft 4, under centrifugal force, the cooling oil is continuously sprayed from the nozzles. Due to the small nozzle size, the sprayed oil forms a fine mist, which directly sprays onto the outer side of the rotor shaft 4 and the inner wall of the stator cover 21, creating an oil mist-covered environment inside the motor. This not only allows for rapid heat exchange between the rotor shaft 4 and the inner wall of the stator cover 21, reducing the internal operating temperature, but also, because the coolant also has a lubricating effect, it reduces the friction between contacting parts in the motor, reducing heat generation at the source. Because the stator... There is heat exchange between the stator cover 21 and the circulation box 6. Since the stator cover 21 is stationary, its temperature is lower than that of the rotor shaft 4. When oil mist comes into contact with the low-temperature stator cover 21, it condenses into a liquid film and, under the influence of gravity and oil film tension, continuously moves downwards along the stator teeth 27. The recovery box 5 is connected to the bottom of the stator cover 21 and is used to recover the condensed cooling oil. The recovery box 5 is equipped with a filter to filter the cooling oil entering it and to filter out waste generated during long-term motor operation, such as metal shavings and oil oxidation byproducts. The bottom of the recovery box 5 is also equipped with an air-cooling device to cool the filtered coolant. Finally, the coolant is cooled... The cooled liquid is then injected into the rotor shaft 4 to complete the circulating cooling process. This design not only effectively reduces the operating temperature of the rotor shaft 4 by injecting cooling oil into it, thus improving its service life and safety, but also utilizes the high-speed rotation of the motor to throw the cooling oil outwards at high speed, forming an oil mist that covers the inside of the motor. This ensures effective heat exchange while preventing the oil film covering the rotor shaft 4 from becoming too heavy or excessive, thus not affecting the normal operation of the motor. Furthermore, the internal circulation of the coolant removes waste materials generated inside the motor, ensuring smooth motor operation. The coolant in the recovery tank 5 can be Mobil EV CoolDrive MS 304, which combines cooling, lubrication, insulation, and low viscosity properties.

[0023] The rear end of the rear cover 2 is equipped with a transmission seat 11, and there is a gap between the transmission seat 11 and the rotor shaft 4. A circulation pipe 13 is fixedly connected between the recycling box 5 and the transmission seat 11. A pressure pump is installed in the recycling box 5. Multiple receiving pipes 23 are fixedly connected between the bottom of the stator cover 21 and the recycling box 5. During operation, the recovery tank 5 delivers coolant to the transmission seat 11 via a pressure pump through the circulation pipe 13. The coolant fills the gap between the transmission seat 11 and the rotor shaft 4. As coolant is continuously added, it is squeezed into the transmission hole 20. While cooling the rotor shaft 4, it also diffuses into the motor under centrifugal force, completing a more comprehensive heat exchange function. After the heat exchange is completed, the coolant is recycled back to the recovery tank 5 through the receiving pipe 23 to complete the circulation.

[0024] Two sets of liquid cooling pipes 16 are installed on the top of the protective shell 1. Both sets of liquid cooling pipes 16 are connected to the circulation tank 6. A liquid cooling tank connected to the two sets of liquid cooling pipes 16 is opened in the protective shell 1. Multiple transfer pumps 8 are installed in the circulation tank 6. During operation, two sets of liquid cooling pipes 16 are used, one for input and one for output. The liquid cooling tank is divided into two sides, with the outer layer connected to the input liquid cooling pipe 16 and the connection between the outer layer and the inner layer located at the bottom. In this way, as the coolant is continuously injected, it will only return to the circulation tank 6 from the output end when both layers are filled, ensuring the heat exchange effect. The transfer pump 8 is responsible for providing circulation power.

[0025] Multiple sets of diffusion grooves 28 are formed inside the rotor shaft 4. Each set of diffusion grooves 28 is arranged linearly and equidistantly. The diffusion grooves 28 are arranged on a vertical plane. The diffusion grooves 28 are connected to the transmission hole 20, and the edges of the diffusion grooves 28 are close to the outer wall of the rotor shaft 4. During operation, the diffuser 28 is designed to allow the coolant to fill a larger area of ​​the rotor shaft 4, thereby improving the heat exchange effect. Since the nozzle is small, the diffuser 28 is filled first before spraying outwards, ensuring the stable rotation of the rotor shaft 4. When the rotor shaft 4 is not rotating, the oil film at the nozzle will not flow outwards due to gravity. Therefore, it is not necessary to fill the diffuser 28 before each operation. Alternatively, a simple mechanical opening and closing system can be installed in the spray tank, which will only open when the rotor shaft 4 is rotating, ensuring that the diffuser 28 is always filled.

[0026] The stator cover 21 has drain ports on its inner wall and bottom. The drain ports on the inner wall of the stator cover 21 are located on both sides of the lower half-circle stator teeth 27. The outer side of the winding 22 is fitted with an isolation layer. The outer side of the rotor shaft 4 is fixed with a binding ring 24. The permanent magnets 26 are distributed in a ring at equal intervals in the binding ring 24. The surface of the binding ring 24 has multiple partition grooves 25. During operation, by opening drain ports at the bottom and the edges of the stator teeth 27, the condensed liquid oil film can be effectively recovered. Due to the arrangement of the stator teeth 27, some coolant tends to remain in the lower half of the stator teeth 27. Therefore, opening drain ports at the corresponding positions can ensure the coolant recovery and circulation function. The restraint ring 24 is used to fix the permanent magnet 26. The spray holes on the rotor shaft 4 are connected to the partition groove 25 to ensure the coolant is thrown out.

[0027] Multiple climbing pipes 7 are fixedly connected between the recycling bin 5 and the circulation bin 6, and the circulation bin 6 is connected to the transmission seat 11 through an upper pressure pipe 12. During operation, in order to use the climbing pipe 7, it is necessary to ensure that the coolant in the recovery tank 5 and the circulation tank 6 are of the same type and meet the three requirements of insulation, cooling, and lubrication. Under these conditions, the two can be connected through the climbing pipe 7. Specifically, when the pump body built into the recovery tank 5 is damaged and cannot complete the cooling circulation, if the car is in a high-power situation such as climbing hills or high speeds, the internal temperature may become too high due to the cooling system failure. At this time, the transfer pump 8, which was originally supplying coolant to the generator cover 21 in the circulation tank 6, can be used to inject the coolant in the circulation tank 6 into the transfer seat 11 through the pressure pipe 12 to continue the internal heat dissipation effect. At the same time, the recovered coolant will enter the recovery tank 5. As the coolant in the recovery tank 5 gradually increases, it will be gradually transferred to the circulation tank 6 through the climbing pipe 7. The circulation pipe 13 has a built-in one-way structure to ensure that the liquid does not flow back. In this way, the two cooling systems in the motor can still be used normally in the short term, allowing the car to smoothly pass through high-power periods and still maintain a safe operating temperature.

[0028] The climbing tube 7 is elongated and slender, and the bottom of the climbing tube 7 is bent. A detachable isolation tank 9 is installed at the bent part of the bottom of the climbing tube 7. During operation, the filter element built into the recycling tank 5 is a purely mechanical mechanism. As long as it enters through the receiving pipe 23, it must pass through the filter element to ensure the filtration effect. Even if the pump body is damaged, it will not be affected. At the same time, the slender climbing pipe 7 can reduce the power required for the coolant to climb, ensuring that the coolant moves smoothly into the circulation tank 6. Since the isolation tank 9 is installed at the bottom, under the action of gravity, the particulate matter in the coolant will settle in the isolation tank 9, thus achieving a double filtration effect.

[0029] Multiple spiral blades 29 are fixed to the inner side of the transmission hole 20. The ends of the spiral blades 29 are located in the gap of the transmission seat 11. The diameter of the transmission hole 20 decreases from one end to the other, and the diameter of the transmission hole 20 is largest at the end closest to the transmission seat 11. During operation, the coolant in the circulation tank 6 is continuously discharged into the transfer seat 11 under the action of gravity. At the same time, due to the continuous rotation of the rotor shaft 4, the coolant is continuously injected into the transfer hole 20 in conjunction with the feeding effect of the spiral blade 29. Under the centrifugal force, it is thrown outward to form oil mist. The subsequent condensation and discharge process will also take place. If the function of the recovery tank 5 fails completely, as long as one of the multiple transfer pumps 8 in the circulation tank 6 has the ability to pump liquid, coolant can be continuously drawn from the recovery tank 5 into the circulation tank 6 to complete the cooling work of the rotor shaft 4.

[0030] Two closed rotating shafts 19 are installed between the rotor shaft 4 and the protective shell 1. The closed rotating shafts 19 are located on the inner side of the protective shell 1 near both ends. A sealing ring 2 18 and a sealing ring 17 fixed to the protective shell 1 are also provided on one side of the closed rotating shaft 19. During operation, the sealing effect of the motor's internal space is ensured by the enclosed rotating shaft 19, sealing ring 17, and sealing ring 18, which greatly reduces the leakage of coolant and the impact of the external environment. A detection device can also be set between sealing ring 17 and sealing ring 18 to detect leaks in advance.

[0031] A connector 10 for connecting electricity is fixedly connected to the outside of the protective shell 1. The connector 10 is located between the gaps in the climbing tubes 7. A heat dissipation plate 15 is also fixedly connected to the outside of the protective shell 1. During operation, the motor is fixedly installed via the connector 10, which is also used to connect cables. The heat sink 15 provides basic heat dissipation for the protective shell 1.

[0032] During operation, a magnetic field is generated by passing current through the winding 22. This magnetic field, in conjunction with the permanent magnet 26 on the outer side of the rotor shaft 4, pulls the rotor shaft 4 to rotate, thus achieving the conversion of electrical energy into mechanical energy through magnetic field coupling. During motor operation, heat is generated. To reduce the impact of the high temperatures generated during continuous operation on the internal components of the motor, coolant is continuously filled into the protective shell 1 through the circulation tank 6. The coolant enters the protective shell 1 and the stator cover 21 for heat exchange, and then flows back to the circulation tank 6 for cooling. A fan can be installed at the bottom of the circulation tank 6 to cool the coolant, thereby maintaining the low temperature of the protective shell 1. Simultaneously, the recovery tank 5 discharges coolant from the rear end of the rotor shaft 4 to… Coolant is injected into the transmission hole 20 of the rotor shaft 4. This type of coolant needs to be special, satisfying the three functions of cooling, lubrication, and insulation. During the high-speed rotation of the rotor shaft 4, under centrifugal force, the cooling oil is continuously sprayed out from the nozzle. Due to the small nozzle size, it forms a fine oil mist, which directly sprays onto the outer side of the rotor shaft 4 and the inner wall of the stator cover 21, creating an oil mist-covered environment inside the motor. This not only allows for rapid heat exchange between the rotor shaft 4 and the inner wall of the stator cover 21, reducing the internal operating temperature, but also, because the coolant also has a lubricating effect, it reduces the friction between contacting parts in the motor, thus reducing friction at the source. Low heat generation; due to heat exchange between the stator cover 21 and the circulation box 6, and the fact that the stator cover 21 is stationary, its temperature is lower than that of the rotor shaft 4. When oil mist comes into contact with the low-temperature stator cover 21, it condenses into a liquid film and, under the action of gravity and oil film tension, continuously moves downwards along the stator teeth 27. The recovery box 5 is connected to the bottom of the stator cover 21 to recover the condensed cooling oil. The recovery box 5 is equipped with a filter to filter the cooling oil entering it and to filter the waste generated by the long-term operation of the motor, such as metal shavings and oil oxidation byproducts. The bottom of the recovery box 5 is also equipped with an air-cooling device to cool the filtered oil. The coolant is cooled down, and then the cooled coolant is injected back into the rotor shaft 4 to complete the circulating cooling process. This design not only effectively reduces the operating temperature of the rotor shaft 4 by injecting cooling oil into it, thus improving its service life and safety, but also utilizes the high-speed rotation of the motor to throw the cooling oil outwards at high speed, forming an oil mist that covers the inside of the motor. This ensures effective heat exchange while preventing the oil film covering the rotor shaft 4 from becoming too heavy or excessive, thus not affecting the normal operation of the motor. At the same time, the internal circulation of the coolant can also remove waste generated inside the motor, ensuring smooth motor operation.

[0033] The recovery tank 5 delivers coolant to the transmission seat 11 through the pressure pump of the circulation pipe 13. The coolant fills the gap between the transmission seat 11 and the rotor shaft 4. As coolant is continuously added, it is squeezed into the transmission hole 20. While cooling the rotor shaft 4, it also diffuses into the motor under centrifugal force, completing a more comprehensive heat exchange function. The coolant after heat exchange is completed is recycled back to the recovery tank 5 through the receiving pipe 23 to complete the circulation.

[0034] Two sets of liquid cooling pipes 16, one for input and one for output, and the liquid cooling tank is divided into two sides. The outer layer is connected to the input liquid cooling pipe 16, and the connection between the outer layer and the inner layer is located at the bottom. In this way, during the continuous injection of coolant, it will only return to the circulation tank 6 from the output end when both layers are filled, ensuring the heat exchange effect. The transfer pump 8 is responsible for providing circulation power.

[0035] The diffuser 28 is designed to allow the coolant to fill a larger area of ​​the rotor shaft 4, thus improving heat exchange. Since the nozzle is small, the diffuser 28 is filled first before spraying outwards, ensuring stable rotation of the rotor shaft 4. When the rotor shaft 4 is not rotating, the oil film at the nozzle will not flow outwards due to gravity. Therefore, it is not necessary to fill the diffuser 28 before each operation. Alternatively, a simple mechanical opening and closing system can be installed in the spray tank, which will only open when the rotor shaft 4 is rotating, ensuring that the diffuser 28 is always filled.

[0036] By opening drain ports at the bottom and the edge of the stator teeth 27, the condensed liquid oil film can be effectively recovered. Due to the arrangement of the stator teeth 27, some coolant tends to remain in the lower half of the stator teeth 27. Therefore, opening drain ports at the corresponding positions can ensure the coolant recovery and circulation function. The restraint ring 24 is used to fix the permanent magnet 26. The spray holes on the rotor shaft 4 are connected to the partition groove 25 to ensure the coolant is thrown out.

[0037] To use the climbing pipe 7, the coolant in both the recovery tank 5 and the circulation tank 6 must be of the same type and meet the requirements of insulation, cooling, and lubrication. Under these conditions, the two can be connected through the climbing pipe 7. Specifically, when the pump inside the recovery tank 5 is damaged and cannot complete the cooling circulation, if the car is in a high-power situation such as climbing hills or driving at high speeds, the internal temperature may become too high due to the cooling system failure. In this case, the transfer pump 8, which originally supplied coolant to the generator cover 21 in the circulation tank 6, can be used to inject the coolant in the circulation tank 6 into the transfer seat 11 through the pressure pipe 12 to continue the internal heat dissipation effect. At the same time, the recovered coolant will enter the recovery tank 5. As the coolant in the recovery tank 5 gradually increases, it will be gradually transferred to the circulation tank 6 through the climbing pipe 7. The circulation pipe 13 has a built-in one-way structure to ensure that the liquid does not flow back. This can ensure that the two cooling systems in the motor can still be used normally in the short term, allowing the car to smoothly pass through high-power periods and still maintain a safe operating temperature.

[0038] The filter element built into the recycling tank 5 is a purely mechanical mechanism. As long as it enters through the receiving pipe 23, it must pass through the filter element to ensure the filtration effect. Even if the pump body is damaged, it will not be affected. At the same time, the slender climbing pipe 7 can reduce the power required for the coolant to climb, ensuring that the coolant moves smoothly into the circulation tank 6. Since the isolation tank 9 is installed at the bottom, under the action of gravity, the particulate matter in the coolant will settle in the isolation tank 9, thus achieving a double filtration effect.

[0039] The coolant in the circulation tank 6 will continuously flow into the transfer seat 11 under the action of gravity. At the same time, due to the continuous rotation of the rotor shaft 4 and the feeding effect of the spiral blade 29, the coolant will be continuously injected into the transfer hole 20. Under the action of centrifugation, it will be thrown out to form oil mist. The subsequent condensation and discharge process will also take place. If the function of the recovery tank 5 fails completely, as long as one of the multiple transfer pumps 8 in the circulation tank 6 has the ability to pump liquid, the coolant can be continuously drawn from the recovery tank 5 to the circulation tank 6 to complete the cooling work of the rotor shaft 4.

[0040] By setting up the closed rotating shaft 19, sealing ring 17 and sealing ring 2 18, the internal space of the motor is fully sealed, which greatly reduces the leakage of coolant and the impact of the external environment. A detection device can also be set between sealing ring 17 and sealing ring 2 18 to detect leakage in advance.

[0041] The motor is fixedly installed via the connector 10, which is also used to connect cables. The heat sink 15 provides basic heat dissipation for the protective shell 1.

[0042] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. An integrated permanent magnet synchronous motor for new energy vehicles, characterized in that: The device includes a rotor shaft, with multiple permanent magnets disposed on the outer side of the rotor shaft. A stator cover is wrapped around the outer side of the rotor shaft, and multiple stator teeth are fixed to the inner wall of the stator cover. Windings are wound around the outer side of the stator teeth. A protective shell is installed on the outer side of the stator cover. A front cover and a rear cover are fixed to the front and rear ends of the protective shell, respectively. A transmission hole extending to the rear end is opened inside the rotor shaft. Spray holes for allowing liquid to pass through are opened on the surface of the rotor shaft. A recovery tank for transmitting and recovering liquid to the rotor shaft is disposed below the protective shell. A circulation tank for cooling the protective shell is disposed above the protective shell.

2. The integrated permanent magnet synchronous motor for new energy vehicles according to claim 1, characterized in that: A transmission seat is installed at the rear end of the rear cover. There is a gap between the transmission seat and the rotor shaft. A circulation pipe is fixed between the recycling box and the transmission seat. A pressure pump is installed in the recycling box. Multiple receiving pipes are fixed between the bottom of the stator cover and the recycling box.

3. The integrated permanent magnet synchronous motor for new energy vehicles according to claim 2, characterized in that: Two sets of liquid cooling pipes are installed on the top of the protective shell, and both sets of liquid cooling pipes are connected to the circulation tank. A liquid cooling tank connected to the two sets of liquid cooling pipes is opened in the protective shell, and multiple transfer pumps are installed in the circulation tank.

4. The integrated permanent magnet synchronous motor for new energy vehicles according to claim 3, characterized in that: Multiple sets of diffusion grooves are formed inside the rotor shaft. Each set of diffusion grooves is arranged linearly and equidistantly. The diffusion grooves are arranged on a vertical plane and are connected to the transmission holes. The edges of the diffusion grooves are close to the outer wall of the rotor shaft.

5. An integrated permanent magnet synchronous motor for new energy vehicles according to claim 3, characterized in that: The stator cover has drain ports on its inner wall and bottom. The drain ports on the inner wall of the stator cover are located on both sides of the lower half of the stator teeth. An isolation layer is sleeved on the outer side of the winding. A binding ring is fixed on the outer side of the rotor shaft. The permanent magnets are distributed equidistantly in the binding ring. Multiple partition grooves are formed on the surface of the binding ring.

6. An integrated permanent magnet synchronous motor for new energy vehicles according to claim 5, characterized in that: Multiple climbing pipes are fixedly connected between the recycling bin and the circulation bin, and the circulation bin is connected to the transmission base through an upper pressure pipe.

7. An integrated permanent magnet synchronous motor for new energy vehicles according to claim 6, characterized in that: The climbing tube is long and slender, and its bottom is bent. A removable isolation tank is installed at the bend in the bottom of the climbing tube.

8. An integrated permanent magnet synchronous motor for new energy vehicles according to claim 7, characterized in that: Multiple spiral blades are fixed to the inner side of the transmission hole. The ends of the spiral blades are located in the gap of the transmission seat. The diameter of the transmission hole decreases from one end to the other, and the diameter of the transmission hole is largest at the end closest to the transmission seat.

9. An integrated permanent magnet synchronous motor for new energy vehicles according to claim 8, characterized in that: Two enclosed rotating shafts are installed between the rotor shaft and the protective shell. The enclosed rotating shafts are located on the inner side of the protective shell near both ends. One side of the enclosed rotating shaft is also provided with a sealing ring two and a sealing ring one that are fixed to the protective shell.

10. An integrated permanent magnet synchronous motor for a new energy vehicle according to claim 9, characterized in that: A connector for connecting electricity is fixed to the outside of the protective shell, and the connector is located between the gaps in the climbing tubes. A heat dissipation plate is also fixed to the outside of the protective shell.

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