Electric machine, chassis system and vehicle

Abstract

The application discloses a motor, a chassis system and a vehicle, and relates to the technical field of motors, wherein the motor comprises a casing, a rotor assembly, a motor shaft, a stator assembly and a busbar assembly; the casing is provided with an installation cavity with at least one open end; the rotor assembly is arranged in the installation cavity; one end of the motor shaft extends into the installation cavity and is fixedly connected with the rotor assembly; the stator assembly is arranged in the installation cavity; the stator assembly comprises a plurality of stator structures and stator windings arranged along the circumference of the stator assembly; each stator structure comprises a stator frame and a stator core; each stator winding has two wire end portions; the busbar assembly comprises three busbar elements and a fixing frame; each busbar element comprises a busbar main body, an electrical connection portion arranged on the busbar main body and a plurality of wire connection portions; the plurality of wire connection portions are connected with the corresponding wire end portions respectively; the three electrical connection portions are arranged in a concentrated manner along the circumference of the stator assembly; the difference between the central angles of any two busbar main bodies is alpha (0 <= alpha <= 15 DEG).

Description

Technical Field

[0001] This invention relates to the field of motor technology, and in particular to a motor, chassis system, and vehicle. Background Technology

[0002] With the increasing demand for intelligent vehicle systems, electric power steering (EPS) and electro-hydraulic braking systems are gradually becoming the mainstream power steering technologies both domestically and internationally. In EPS and electro-hydraulic braking systems, the motor rotor is connected to a ball screw structure and controlled by a solenoid valve to achieve intelligent active control. Due to its advantages such as simple structure, low loss, high efficiency, high power density, large starting torque, low temperature rise, and lightweight design, permanent magnet motors have become the optimal choice for vehicle motors.

[0003] Currently, permanent magnet synchronous motors typically have a rotor connected to the motor shaft and rotatably mounted in a housing, with permanent magnets mounted on the rotor. A stator is arranged around the rotor, with windings on its core. The windings are usually wound in three phases and correspondingly have three electrical connection terminals, through which the windings are connected to the control unit. However, when the three electrical connection terminals are not evenly distributed along the circumference of the motor but are arranged in a concentrated manner, each bus element needs to be manufactured separately, resulting in a higher cost for the bus assembly. Summary of the Invention

[0004] The main objective of this invention is to propose a motor, chassis system, and vehicle that aims to solve the problem of high production costs in existing busbar assemblies when the electrical control terminals are concentrated.

[0005] To achieve the above objectives, the present invention provides a motor comprising:

[0006] The housing has a mounting cavity with an opening at at least one end;

[0007] The rotor assembly is disposed within the mounting cavity;

[0008] A motor shaft, one end of which extends into the mounting cavity and is fixedly connected to the rotor assembly so as to be driven to rotate by the rotor assembly, and the other end extends out from the opening end of the mounting cavity;

[0009] A stator assembly, disposed within the mounting cavity and fitted onto the rotor assembly, comprises a plurality of stator structures and stator windings arranged circumferentially thereon. Each stator structure includes a stator frame and a stator core disposed within the stator frame. The stator windings are coils or coil groups wound around at least one of the stator structures, and each stator winding has two wire ends; and...

[0010] A busbar assembly includes three busbar elements distributed circumferentially along the stator assembly, with the ends of each busbar element facing each other circumferentially. Each busbar element includes a busbar body, a power receiving portion and multiple wiring portions disposed on the busbar body. The busbar body extends circumferentially along the stator assembly, and the multiple wiring portions are arranged at intervals circumferentially along the stator assembly and are respectively connected to the corresponding wire ends. The three power receiving portions are centrally arranged circumferentially along the stator assembly.

[0011] The difference between the central angles of any two of the confluence bodies is α, where 0 ≤ α ≤ 15°.

[0012] In one embodiment, the central angle corresponding to each of the said confluence bodies is β, where 195°≤β≤225°.

[0013] In one embodiment, the plurality of wiring portions include a first wiring portion, a second wiring portion, a third wiring portion, and a fourth wiring portion arranged sequentially along the circumference of the bus body. The bus body has a first extension section between the first wiring portion and the second wiring portion, a second extension section between the second wiring portion and the third wiring portion, and a third extension section between the third wiring portions, wherein:

[0014] Both the first extension segment and the third extension segment are smaller than the second extension segment; and / or,

[0015] The first extension segment and the third extension segment have the same length.

[0016] In one embodiment, the central angle corresponding to the first extension segment is β1, wherein 45°≤β1≤75°; and / or,

[0017] The corresponding central angle of the second extension segment is β2, where 75°≤β2≤105°; and / or,

[0018] The corresponding central angle of the third extension segment is β3, where 45°≤β3≤75°.

[0019] In one embodiment, two adjacent bus elements include a first bus element and a second bus element, wherein a third terminal of the first bus element is located between the first terminal and the second terminal of the second bus element, and a fourth terminal of the first bus element is located between the second terminal and the third terminal of the second bus element.

[0020] In one embodiment, four wiring terminals are provided, and the four wiring terminals are spaced apart circumferentially along the busbar body.

[0021] In one embodiment, the three bus elements include a first bus element, a second bus element, and a third bus element, wherein:

[0022] In the first bus element and the third bus element, the contact portion is located at the end of the bus body; and / or,

[0023] In the second bus element, the power receiving part is located in the middle of the bus body.

[0024] In one embodiment, the power receiving portion has a first side end and a second side end opposite to each other on the corresponding bus body, wherein:

[0025] The plurality of wiring portions of the first bus element are all located at the first side end; and / or,

[0026] The plurality of wiring portions of the third bus element are all located on the second side; and / or,

[0027] In the second bus element, a plurality of the wiring portions are evenly distributed on the first and second sides of the wiring portions.

[0028] In one embodiment, the middle portion of the second bus element is bent to form a first bus segment and a second bus segment extending circumferentially along the stator assembly, and a connecting bus segment connecting the first bus segment and the second bus segment, the connecting bus segment extending axially along the stator assembly such that the first bus segment and the second bus segment are arranged axially along the stator assembly.

[0029] In one embodiment, the three power receiving portions are located on both sides of the busbar body; and / or,

[0030] All of the aforementioned wiring terminals are located on the outside of the corresponding busbar body.

[0031] In one embodiment, the stator windings are wound on two adjacent stator structures, and one of the two ends of each stator winding is located on the stator frame of one stator structure, and the other is located on the stator frame of the other stator structure.

[0032] The present invention also provides a chassis system including a motor, the motor comprising:

[0033] The housing has a mounting cavity with an opening at at least one end;

[0034] The rotor assembly is disposed within the mounting cavity;

[0035] A motor shaft, one end of which extends into the mounting cavity and is fixedly connected to the rotor assembly so as to be driven to rotate by the rotor assembly, and the other end extends out from the opening end of the mounting cavity;

[0036] A stator assembly, disposed within the mounting cavity and fitted onto the rotor assembly, comprises a plurality of stator structures and stator windings arranged circumferentially thereon. Each stator structure includes a stator frame and a stator core disposed within the stator frame. The stator windings are coils or coil groups wound around at least one of the stator structures, and each stator winding has two wire ends; and...

[0037] A busbar assembly includes three busbar elements. The three busbar elements are distributed circumferentially along the stator assembly, and the ends of each busbar element are arranged opposite each other circumferentially. Each busbar element includes a busbar body, a power receiving part and a plurality of wiring parts disposed on the busbar body. The busbar body extends circumferentially along the stator assembly, and the plurality of wiring parts are arranged at intervals circumferentially along the stator assembly and are respectively connected to the corresponding wire ends. The three power receiving parts are arranged in a concentrated manner circumferentially along the stator assembly.

[0038] The difference between the central angles of any two of the confluence bodies is α, where 0 ≤ α ≤ 15°.

[0039] Furthermore, the present invention also provides a vehicle including a chassis system, the chassis system including a motor, the motor comprising:

[0040] The housing has a mounting cavity with an opening at at least one end;

[0041] The rotor assembly is disposed within the mounting cavity;

[0042] A motor shaft, one end of which extends into the mounting cavity and is fixedly connected to the rotor assembly so as to be driven to rotate by the rotor assembly, and the other end extends out from the opening end of the mounting cavity;

[0043] A stator assembly, disposed within the mounting cavity and fitted onto the rotor assembly, comprises a plurality of stator structures and stator windings arranged circumferentially thereon. Each stator structure includes a stator frame and a stator core disposed within the stator frame. The stator windings are coils or coil groups wound around at least one of the stator structures, and each stator winding has two wire ends; and...

[0044] A busbar assembly includes three busbar elements. The three busbar elements are distributed circumferentially along the stator assembly, and the ends of each busbar element are arranged opposite each other circumferentially. Each busbar element includes a busbar body, a power receiving part and a plurality of wiring parts disposed on the busbar body. The busbar body extends circumferentially along the stator assembly, and the plurality of wiring parts are arranged at intervals circumferentially along the stator assembly and are respectively connected to the corresponding wire ends. The three power receiving parts are arranged in a concentrated manner circumferentially along the stator assembly.

[0045] The difference between the central angles of any two of the confluence bodies is α, where 0 ≤ α ≤ 15°.

[0046] In the technical solution of this invention, by setting the stator assembly to generate a rotating magnetic field to drive the rotor assembly to rotate, by setting the rotor assembly to drive the motor shaft to rotate under the action of the stator assembly, and by setting the motor shaft to control the output torque, all three electrical connection parts are passed through the fixed frame, so that the three electrical connection parts can be centrally arranged, which can effectively reduce cable length and branches, reduce wiring complexity, reduce human error, and also reduce the use of redundant conductors and insulation materials, thus reducing overall cost. At the same time, the difference of the central angles of any two busbars is α, where 0≤α≤15°, so that the extension length of the three busbars along the circumference of the stator assembly is approximately the same, which facilitates mass production of the busbar elements and helps to reduce the cost of the busbar assembly, thereby solving the problem of high production cost of existing busbar assemblies when the electrical control terminals are concentrated. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0048] Figure 1 This is a schematic diagram of the structure of an embodiment of the motor provided by the present invention;

[0049] Figure 2 for Figure 1 A schematic diagram of a structure of a stator assembly and busbar assembly of a medium-sized electric motor according to an embodiment;

[0050] Figure 3 for Figure 1 Another structural schematic diagram of an embodiment of the stator assembly and busbar assembly of a medium-sized motor;

[0051] Figure 4 for Figure 3 A schematic diagram of the structure of the first busbar element of the motor;

[0052] Figure 5 for Figure 3 A schematic diagram of the structure of the second busbar element of the motor;

[0053] Figure 6 for Figure 3 A schematic diagram of the third busbar component of the motor;

[0054] Figure 7 for Figure 1 A partial structural schematic diagram of an embodiment of the stator assembly and bus assembly in the figure;

[0055] Figure 8 for Figure 1 A schematic diagram of another embodiment of the bus component in the diagram;

[0056] Figure 9 for Figure 1 A schematic diagram of the connection between the busbar assembly and the stator winding of the motor.

[0057] Explanation of icon numbers:

[0058] 100. Motor; 1. Housing; 11. Mounting cavity; 2. Rotor assembly; 3. Motor shaft; 4. Stator assembly; 41. Stator structure; 411. Stator frame; 412. Stator core; 42. Stator winding; 421. Wire end; 5. Busbar assembly; 51. Busbar element; 51a. First busbar element; 51b. Second busbar element; 51b1. First busbar section; 51b2. Second busbar section; 51b3, Connecting bus section; 51c, Third bus element; 511, Bus body; 512, Power connection part; 5121, First side end; 5122, Second side end; 513, Wiring part; 513a, First wiring part; 513b, Second wiring part; 513c, Third wiring part; 513d, Fourth wiring part; 52, Fixing frame; 53, Plastic coating; 54, Bracket; 55, Support part; 6, Bearing.

[0059] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0060] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0061] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0062] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0063] With the increasing demand for intelligent vehicle systems, electric power steering (EPS) and electro-hydraulic braking systems are gradually becoming the mainstream power steering technologies both domestically and internationally. In EPS and electro-hydraulic braking systems, the motor rotor is connected to a ball screw structure and controlled by a solenoid valve to achieve intelligent active control. Due to its advantages such as simple structure, low loss, high efficiency, high power density, large starting torque, low temperature rise, and lightweight design, permanent magnet motors have become the optimal choice for vehicle motors.

[0064] Currently, permanent magnet synchronous motors typically have a rotor connected to the motor shaft and rotatably mounted in a housing, with permanent magnets mounted on the rotor. A stator is arranged around the rotor, with windings on its core. The windings are usually wound in three phases and correspondingly have three electrical connection terminals, through which the windings are connected to the control unit. However, when the three electrical connection terminals are not evenly distributed along the circumference of the motor but are arranged in a concentrated manner, it is difficult to maintain the same structure for the three busbars, requiring separate production, resulting in higher costs for the busbar assembly.

[0065] Based on this, the present invention proposes a motor aimed at solving the problem of high production costs in existing busbar assemblies when the electrical control terminals are concentrated. Among them, Figures 1 to 8 This is a schematic diagram of the structure of the motor provided by the present invention.

[0066] See Figures 1 to 3In one embodiment of the present invention, the motor 100 includes a housing 1, a rotor assembly 2, a motor shaft 3, a stator assembly 4, and a busbar assembly 5. The housing 1 has a mounting cavity 11 with at least one open end. The rotor assembly 2 is disposed in the mounting cavity 11. One end of the motor shaft 3 extends into the mounting cavity 11 and is fixedly connected to the rotor assembly 2 so as to be driven to rotate by the rotor assembly 2. The other end extends out from the open end of the mounting cavity 11. The stator assembly 4 is disposed in the mounting cavity 11 and sleeved on the rotor assembly 2. The stator assembly 4 includes a plurality of stator structures 41 and stator windings 42 arranged circumferentially thereon. Each stator structure 41 includes a stator frame 411 and a stator core 412 disposed on the stator frame 411. The stator windings 42 are wound around the stator core 411. At least one of the stator structures 41 has a coil or coil group, each stator winding 42 has two wire ends 421, the busbar assembly 5 includes three bus elements 51 distributed circumferentially along the stator assembly 4, and the ends of each bus element 51 are arranged opposite each other circumferentially. Each bus element 51 includes a bus body 511, a contact portion 512 and a plurality of connection portions 513 disposed on the bus body 511, the bus body 511 extends circumferentially along the stator assembly 4, the plurality of connection portions 513 are arranged at intervals circumferentially along the stator assembly 4 and are respectively connected to the corresponding wire ends 421, the three contact portions 512 are concentratedly arranged circumferentially along the stator assembly 4, wherein the difference between the central angles of any two bus bodies 511 is α, where 0≤α≤15°.

[0067] It should be noted that the housing 1 is the main load-bearing component and needs to have a certain degree of hardness and strength. Its material can be various, such as metals like iron or alloys like steel; this invention does not limit this. The housing 1 can have various shapes, such as cylindrical or prismatic structures; this invention does not limit this. The rotor assembly 2 is disposed within the mounting cavity 11 to rotate under the magnetic field of the stator assembly 4. The motor shaft 3 is rotatably disposed within the mounting cavity 11 via bearings 6 and is fixedly connected to the rotor assembly 2 to rotate synchronously with the rotor assembly 2 to output torque. The stator assembly 4 includes multiple stator structures 41 and stator windings 42 arranged circumferentially to form a rotating magnetic field to drive the rotor assembly 2 to rotate. Furthermore, the electrical connection part 512 is used to connect to the electronic control unit. Further, three electrical connection parts 512 are relatively close to each other circumferentially on the stator assembly 4 and arranged parallel to each other axially on the stator assembly 4 to facilitate connection to the electronic control unit. Furthermore, the power receiving part 512 can be of various types, such as a flat connector or a cable with a plug unit, and the present invention is not limited thereto. Additionally, the wiring part 513 can be of various types, such as a wiring groove or a wiring hole, as long as it can connect to the wire end 421, and the present invention is not limited thereto. Specifically, the wiring part 513 includes an opening extending radially along the stator assembly 4 for insertion connection with the wire end 421. Furthermore, the shape of the opening can be of various types, such as U-shaped or V-shaped, and the present invention is not limited thereto.

[0068] It should also be noted that the circumferentially opposite arrangement of the ends of each bus element 51 means that the tail end of the preceding bus element 51 and the head end of the following bus element 51 are arranged opposite each other in the circumferential direction of the stator assembly 4. Further, the tail end of the preceding bus element 51 and the head end of the following bus element 51 are stacked in the circumferential direction of the stator assembly 4. In addition, any two bus bodies 511 include a first bus body and a second bus body, wherein the central angle corresponding to the first bus body is β1 and the central angle corresponding to the second bus body is β2. Therefore, the difference α between the central angles corresponding to any two bus bodies 511 is the difference between the central angle β1 corresponding to the first bus body and the central angle β2 corresponding to the second bus body, that is, α=|β1-β2|, where 0≤α≤15°, so that the extension length of the three bus bodies 511 along the circumferential direction of the stator assembly 4 is approximately the same. Wherein, the smaller α is, the smaller the length difference between the three busbars 511, but the greater the distance between the three junctions 512. Conversely, the larger α is, the greater the positional offset of the junction 513, and the greater the difficulty of winding. Therefore, 0≤α≤15° allows the three junctions to be as close as possible while considering the difficulty of winding. Furthermore, the difference α between the central angles of any two busbars 511 can be any integer value between 0° and 15°, such as 1°, 3°, 5°, 7°, 9°, 10°, 12°, 14°, etc., or it can be a smaller value, such as 3.1°, 3.2°, 3.2°, 3.4°, 3.5°, 3.6°, 3.7°, 3.8°, 3.9°, etc. All of the above values ​​are within the protection scope of this invention. In addition, the shape of each busbar 511 can be various, such as circular or polygonal, and this invention does not limit this. Specifically, each of the current-collecting bodies 511 is arranged in an arc shape so that the three current-collecting bodies 511 can be arranged in a ring shape to adapt to the rotor assembly 2. In addition, the three current-collecting parts 512 are concentratedly arranged along the circumference of the stator assembly 4, which means that the three current-collecting parts 512 are arranged along the circumference of the stator assembly, and the central angle corresponding to the two current-collecting parts 512 on the outer side is δ, where 0≤δ≤90°. Furthermore, all three current-collecting parts 512 are passed through the fixing frame 52 so as to concentrate the three current-collecting parts 512.

[0069] In the technical solution of this invention, by setting the stator assembly 4 to generate a rotating magnetic field to drive the rotor assembly 2 to rotate, by setting the rotor assembly 2 to drive the motor shaft 3 to rotate under the action of the stator assembly 4, and by setting the motor shaft 3 to output torque, the three electrical connection parts 512 are all passed through the fixing frame 52, so that the three electrical connection parts 512 can be centrally arranged, which can effectively reduce cable length and branches, reduce wiring complexity, reduce human error, and also reduce the use of redundant conductors and insulation materials, thus reducing overall cost. At the same time, the difference of the central angles of any two busbar bodies 511 is α, where 0≤α≤15°, so that the extension length of the three busbar bodies 511 along the circumference of the stator assembly 4 is approximately the same, so that the three busbar elements 51 can maintain approximately the same structure, which facilitates mass production of the busbar elements 51 and helps to reduce the cost of the busbar assembly 5, thereby solving the problem of high production cost of existing busbar assemblies 5 when the electrical control terminals are concentrated.

[0070] Because the three connecting parts 512 are arranged in a concentrated manner, the resistance between the phase connection and the stator winding 42 is not the same for all phases, which will cause electrical imbalance. Therefore, in this embodiment, the central angle corresponding to each bus body 511 is β, 195°≤β≤225°. Since it is difficult to balance the winding difficulty and connection method of the stator winding 42 if β is too large or too small, it is not easy to connect the connecting part 513 of the bus element 51 to the wire end 421 of the stator winding 42, which facilitates unified winding, and also allows multiple stator windings 42 to form a delta connection, thereby helping to improve the problem of electrical imbalance. It is understood that the central angle β corresponding to each of the busbar bodies 511 can be any integer value from 195° to 225°, such as 197°, 200°, 205°, 207°, 210°, 215°, 220°, etc., or it can be a smaller value, such as 210.1°, 210.2°, 210.4°, 210.5°, 210.6°, 210.7°, 210.8°, 210.9°, etc. All of the above values ​​are within the protection scope of this invention. Preferably, 205°≤β≤215°. Of course, in other embodiments, it can also be 285°≤β≤315°. Although such busbar bodies 511 can form a triangular connection, their size is larger, and the number of stacked layers of the three busbar bodies 511 is greater, which will make the cost of the busbar assembly 5 higher.

[0071] Furthermore, the wiring portions 513 on each of the busbar elements 51 can be positioned in various ways. Specifically, in one embodiment, the plurality of wiring portions 513 include a first wiring portion 513a, a second wiring portion 513b, a third wiring portion 513c, and a fourth wiring portion 513d arranged sequentially along the circumference of the busbar body 511. The busbar body 511 has a first extension section between the first wiring portion 513a and the second wiring portion 513b, a second extension section between the second wiring portion 513b and the third wiring portion 513c, and a fourth extension section between the first wiring portion 513a and the second wiring portion 513b and the third wiring portion 513c. The third extension segment between the third terminal 513c and the fourth terminal 513d is smaller than the second extension segment. Thus, the second terminal 513b and the third terminal 513c are spaced at a larger distance, so that the second terminal 513b and the third terminal 513c have sufficient distance to set two terminal 513s. This allows the busbar assembly 5 to have two adjacent terminal 513s that are not in phase in the circumferential direction of the stator assembly 4, thereby enabling the multiple stator windings 42 to form a delta connection.

[0072] In another embodiment, the first extension segment and the third extension segment are of the same length so as to connect with the corresponding wire ends 421, enabling the plurality of stator windings 42 to form a delta connection. Further, the length of the first extension segment or the third extension segment is half the length of the second extension segment to facilitate connection with the corresponding wire ends 421.

[0073] It should be noted that the two related technical features mentioned above, namely, "the first extension segment and the third extension segment are smaller than the second extension segment" and "the first extension segment and the third extension segment have the same length", can be set either one or both, and the present invention does not limit this.

[0074] Please see Figures 5 to 8In one embodiment, the central angle corresponding to the first extension segment is β1, where 45°≤β1≤75°. This ensures sufficient distance between the first wiring portion 513a and the second wiring portion 513b to allow for the placement of one wiring portion 513, so that adjacent wiring portions 513 of the busbar assembly 5 are not in phase in the circumferential direction of the stator assembly 4, thereby enabling the multiple stator windings 42 to form a delta connection. It is understood that the central angle β1 corresponding to the first extension segment can be any integer value from 45° to 75°, such as 47°, 50°, 53°, 55°, 57°, 60°, 62°, 65°, 68°, 70°, 73°, etc., or it can be a smaller value, such as 60.1°, 60.2°, 60.2°, 60.4°, 60.5°, 60.6°, 60.7°, 60.8°, 60.9°, etc. All of these values ​​are within the protection scope of this invention. Preferably, 55°≤β1≤65°.

[0075] In another embodiment, the corresponding central angle of the second extension is β2, where 75°≤β2≤105°, so that there is a sufficient distance between the second terminal 513b and the third terminal 513c to provide two terminal 513s, so that the busbar assembly 5 is in different phases for two adjacent terminal 513s in the circumferential direction of the stator assembly 4, thereby enabling the plurality of stator windings 42 to form a delta connection. It is understood that the central angle β2 corresponding to the second extension segment can be any integer value from 75° to 105°, such as 77°, 80°, 83°, 85°, 87°, 90°, 92°, 95°, 98°, 100°, 103°, etc., or it can be a smaller value, such as 90.1°, 90.2°, 90.4°, 90.5°, 90.6°, 90.7°, 90.8°, 90.9°, etc., all of which are within the protection scope of this invention. Preferably, 85°≤β2≤95°.

[0076] In another embodiment, the corresponding central angle of the third extension is β3, where 45°≤β3≤75°, so that there is sufficient distance between the third terminal 513c and the fourth terminal 513d to provide a terminal 513, so that the busbar assembly 5 is in phase with two adjacent terminals 513 in the circumferential direction of the stator assembly 4, thereby enabling the multiple stator windings 42 to form a delta connection. It is understood that the central angle β3 corresponding to the third extension segment can be any integer value from 45° to 75°, such as 47°, 50°, 53°, 55°, 57°, 60°, 62°, 65°, 68°, 70°, 73°, etc., or it can be a smaller value, such as 60.1°, 60.2°, 60.4°, 60.5°, 60.6°, 60.7°, 60.8°, 60.9°, etc., all of which are within the protection scope of this invention. Preferably, 55°≤β1≤65°.

[0077] It should be noted that the above three related technical features, "45°≤β1≤75°", "75°≤β2≤105°", and "45°≤β3≤75°", can be set in one, two, or simultaneously. This invention does not limit this.

[0078] It should also be noted that in the delta connection, the resistance of each phase of the motor 100 is mainly divided into the coil resistance and the resistance between the terminals 513 in the bus assembly 5. The coil resistance is much greater than the resistance between the terminals 513. At the same time, the distances between the terminals 513 are approximately the same, which makes the resistance between the terminals approximately equal. This further balances the resistance difference between the phases, allowing the motor 100 to ignore the influence of electrical imbalance.

[0079] In one embodiment of the present invention, please refer to Figure 3 and Figure 8The two adjacent bus elements 51 include a first bus element 51a and a second bus element 51b. The third terminal 513c of the first bus element 51a is located between the first terminal 513a and the second terminal 513b of the second bus element 51b. The fourth terminal 513d of the first bus element 51a is located between the second terminal 513b and the third terminal 513c of the second bus element 51b. In this way, the two adjacent terminal 513s of the bus assembly 5 are out of phase in the circumferential direction of the stator assembly 4, so that the multiple stator windings 42 can form a delta connection. It is understandable that there are multiple ways to connect the wiring portion 513 of the busbar assembly 5 to the wire end portion 421 of the stator winding 42. In other embodiments, the fourth wiring portion 513d of the first busbar element 51a can also be interchanged with the second wiring portion 513b of the second busbar element 51b. However, this arrangement will make the winding of the stator winding 42 inconsistent and increase the winding difficulty of the stator winding 42.

[0080] In one embodiment of the present invention, please refer to Figures 5 to 7 Four wiring portions 513 are provided, and the four wiring portions 513 are arranged at intervals along the circumference of the bus body 511. In this way, by providing the four wiring portions 513, the three bus elements 51 can be connected to the wire ends 421 of the six pairs of stator windings 42, so that the stator windings 42 can form a delta connection, which helps to improve the electrical imbalance problem of the bus assembly 5.

[0081] In order to enable the three junctions 512 to be arranged in a concentrated manner, in one embodiment, the three busbars 51 include a first busbar 51a, a second busbar 51b, and a third busbar 51c. In the first busbar 51a and the third busbar 51c, the junction 512 is located at the end of the busbar body 511. In this way, when the three busbars 51 are stacked, the junctions 512 of the first busbar 51a and the third busbar 51c can be close to the junction 512 of the second busbar 51b, thereby enabling the three junctions 512 to be arranged in a concentrated manner.

[0082] In another embodiment, in the second bus element 51b, the contact portion 512 is located in the middle of the bus body 511. On the one hand, it can be arranged in a concentrated manner with the contact portions 512 of the first bus element 51a and the third bus element 51c. On the other hand, it can make the distance between the contact portion 512 of the second bus element 51b and its two ends approximately the same, thereby helping to make the second bus element 51b electrically balanced.

[0083] It should be noted that the two related technical features mentioned above, namely, "in the first bus element 51a and the third bus element 51c, the power receiving part 512 is provided at the end of the bus body 511" and "in the second bus element 51b, the power receiving part 512 is provided in the middle of the bus body 511", can be provided either one or both, and the present invention does not limit this.

[0084] Further, in one embodiment, please refer to Figure 5 The power receiving portion 512 has a first side end 5121 and a second side end 5122 in the circumferential direction of the bus body 511. A plurality of the wiring portions 513 of the first bus element 51a are all located at the first side end 5121. This allows the power receiving portions 512 of the first bus element 51a to be as close as possible to their endpoints, thereby allowing the power receiving portions 512 of the first bus element 51a to be as close as possible to the second bus element 51b. Alternatively, in other embodiments, one wiring portion 513 may be located at the second side end 5122, while the remaining power receiving portions 512 may be located at the first side end 5121.

[0085] In another embodiment, please refer to Figure 7 In this embodiment, all of the plurality of wiring portions 513 of the third bus element 51c are located at the second side end 5122, so that the contact portions 512 of the third bus element 51c can be as close as possible to their endpoints, thereby making the contact portions 512 of the third bus element 51c as close as possible to the second bus element 51b. Of course, in other embodiments, one wiring portion 513 is provided at the first side end 5121, and the remaining contact portions 512 are provided at the second side end 5122.

[0086] In yet another embodiment, please refer to Figure 6 In the second bus element 51b, a plurality of the wiring portions 513 are evenly distributed on the first side end 5121 and the second side end 5122 of the wiring portions 513, so that the contact portion 512 of the second bus element 51b can be concentrated with the contact portions 512 of the first bus element 51a and the third bus element 51c. Of course, in other embodiments, the plurality of wiring portions 513 may also be unevenly distributed on the first side end 5121 and the second side end 5122 of the wiring portions 513.

[0087] It should be noted that the above three related technical features: "the plurality of wiring portions 513 of the first bus element 51a are all located at the first side end 5121°", "the plurality of wiring portions 513 of the third bus element 51c are all located at the second side end 5122", and "the plurality of wiring portions 513 are evenly distributed at the first side end 5121 and the second side end 5122 of the wiring portions 513", can be selected in one, two, or simultaneously, and the present invention does not limit this.

[0088] In one embodiment of the present invention, please refer to Figure 8 The middle portion of the second bus element 51b is bent to form a first bus segment 51b1 and a second bus segment 51b2 extending circumferentially along the stator assembly 4, and a connecting bus segment 51b3 connecting the first bus segment 51b1 and the second bus segment 51b2. The connecting bus segment 51b3 extends axially along the stator assembly 4, such that the first bus segment 51b1 and the second bus segment 51b2 are arranged axially along the stator assembly 4. Thus, by bending the middle portion of the second bus element 51b, the first bus segment 51b1 can be stacked with the first bus element 51a, and the second bus segment 51b2 can be stacked with the third bus element 51c, so that the bus assembly 5 can form a double-layer structure, reducing the number of stacked layers of the bus assembly 5, thereby reducing the axial height of the bus assembly 5.

[0089] There are various ways to arrange the three power receiving parts 512. The three power receiving parts 512 can be located together on the inner side of the busbar body 511, or they can be located together on the outer side of the busbar body 511, or they can be located on opposite sides of the busbar body 511. This invention does not limit the arrangement in this way. Specifically, in this embodiment, please refer to... Figure 2 and Figure 3 The three junction parts 512 are respectively disposed on both sides of the bus body 511 so that the three junction parts 512 can be distributed in a triangle. This allows the three junction parts 512 to be closer together and the spacing between adjacent junction parts 512 to be approximately the same, which facilitates connection with external circuits.

[0090] It is understood that there are various ways in which the three power receiving parts 512 are disposed on both sides of the busbar body 511. One power receiving part 512 may be disposed on the inner side of the busbar body 511, and the other two on the outer side; or one power receiving part 512 may be disposed on the outer side of the busbar body 511, and the other two on the inner side. This invention does not limit this arrangement. Specifically, in this embodiment, one of the three power receiving parts 512 is disposed on the inner side of the busbar body 511, and the other two on the outer side, thus saving internal space of the stator assembly 4.

[0091] In one embodiment of the present invention, a plurality of the wiring portions 513 are disposed on the outer side of the corresponding bus body 511 so as to connect with the wire end 421 located on the outer side of the busbar assembly 5, thereby reducing the length of the wiring portions 513 in the radial direction of the stator assembly 4 and thus helping to reduce the cost of the bus element 51. Of course, in other embodiments, some of the wiring portions 513 may be disposed on the outer side of the bus body 511, or all of the wiring portions 513 may be disposed on the inner side of the bus body 511, etc., and the present invention does not limit this.

[0092] In one embodiment of the present invention, the stator winding 42 is wound on two adjacent stator structures 41. One of the two wire ends 421 of each stator winding 42 is disposed on the stator frame 411 of one stator structure 41, and the other is disposed on the stator frame 411 of the other stator structure 41. In this way, two adjacent stator structures 41 can form a stator pair, so that one stator winding 42 can be wound on the stator frames 411 of two adjacent stator structures 41 at the same time, thereby facilitating the connection of the three busbar elements 51.

[0093] In one embodiment of the present invention, the motor 100 further includes a plastic coating 53 that can cover the busbar assembly 5, which can both fix the busbar elements 51 together and protect the busbar assembly 5.

[0094] In some embodiments, the motor 100 includes a bracket 54 disposed on the stator assembly 4, and the busbar assembly 5 is disposed inside the bracket 54. Thus, by providing the bracket 54, the busbar assembly 5 is mounted on the stator assembly 4. Further, the fixing frame 52 is disposed on the bracket 54 and is integrally formed with the bracket 54 and the plastic coating 53, so that the fixing frame 52, the bracket 54, and the busbar assembly 5 form a single integral component, facilitating subsequent assembly.

[0095] Further, please refer to Figure 4 The motor 100 further includes a plurality of support portions 55 disposed on the bracket 54. These support portions 55 are arranged circumferentially around the stator assembly 4 and extend axially along the stator assembly 4 to abut against the corresponding stator core 412. This allows the busbar assembly 5 to be directly mounted on the stator core 412, eliminating accumulated errors in the stator frame 411 and thus facilitating precise control of the position of the wiring portion 513. Furthermore, each support portion 55 has an insertion protrusion at its end away from the stator core 412, allowing the support portion 55 to be inserted into a mating groove in the stator core 412.

[0096] The present invention also proposes a chassis system, which includes a motor 100. The specific structure of the motor 100 is as described in the above embodiments. Since the chassis system adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0097] The present invention also proposes a vehicle including a chassis system. The specific structure of the vehicle is as described in the above embodiments. Since the vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0098] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. An electric motor, characterized in that, The motor includes: The housing has a mounting cavity with an opening at at least one end; The rotor assembly is disposed within the mounting cavity; A motor shaft, one end of which extends into the mounting cavity and is fixedly connected to the rotor assembly so as to be driven to rotate by the rotor assembly, and the other end extends out from the opening end of the mounting cavity; A stator assembly, disposed within the mounting cavity and fitted onto the rotor assembly, comprises a plurality of stator structures and stator windings arranged circumferentially thereon. Each stator structure includes a stator frame and a stator core disposed within the stator frame. The stator windings are coils or coil groups wound around at least one of the stator structures, and each stator winding has two wire ends; and... A busbar assembly includes three busbar elements distributed circumferentially along the stator assembly, with the ends of each busbar element facing each other circumferentially. Each busbar element includes a busbar body, a power receiving portion and multiple wiring portions disposed on the busbar body. The busbar body extends circumferentially along the stator assembly, and the multiple wiring portions are arranged at intervals circumferentially along the stator assembly and are respectively connected to the corresponding wire ends. The three power receiving portions are centrally arranged circumferentially along the stator assembly. The difference between the central angles of any two of the confluence bodies is α, where 0 ≤ α ≤ 15°.

2. The motor as described in claim 1, characterized in that, The central angle corresponding to each of the aforementioned confluence bodies is β, where 195°≤β≤225°.

3. The motor as described in claim 2, characterized in that, The plurality of said wiring portions include a first wiring portion, a second wiring portion, a third wiring portion, and a fourth wiring portion arranged sequentially along the circumference of the bus body. The bus body has a first extension section between the first wiring portion and the second wiring portion, a second extension section between the second wiring portion and the third wiring portion, and a third extension section between the third wiring portion and the fourth wiring portion, wherein: Both the first extension segment and the third extension segment are smaller than the second extension segment; and / or, The first extension segment and the third extension segment have the same length.

4. The motor as described in claim 3, characterized in that, The central angle corresponding to the first extension segment is β1, where 45°≤β1≤75°; and / or, The corresponding central angle of the second extension segment is β2, where 75°≤β2≤105°; and / or, The corresponding central angle of the third extension segment is β3, where 45°≤β3≤75°.

5. The motor as described in claim 3, characterized in that, The two adjacent bus elements include a first bus element and a second bus element, the third terminal of the first bus element is located between the first terminal and the second terminal of the second bus element, and the fourth terminal of the first bus element is located between the second terminal and the third terminal of the second bus element.

6. The motor as described in claim 1, characterized in that, The four connection points are provided and are spaced apart circumferentially along the main body of the bus.

7. The motor as described in claim 1, characterized in that, The three bus elements include a first bus element, a second bus element, and a third bus element, wherein: In the first bus element and the third bus element, the contact portion is located at the end of the bus body; and / or, In the second bus element, the power receiving part is located in the middle of the bus body.

8. The motor as described in claim 7, characterized in that, Each of the aforementioned contact portions has a first side end and a second side end in the circumferential direction corresponding to the bus body, wherein: The plurality of wiring portions of the first bus element are all located at the first side end; and / or, The plurality of wiring portions of the third bus element are all located on the second side; and / or, In the second bus element, a plurality of the wiring portions are evenly distributed on the first and second sides of the wiring portions.

9. The motor as described in claim 7, characterized in that, The middle portion of the second bus element is bent to form a first bus segment and a second bus segment extending circumferentially along the stator assembly, and a connecting bus segment connecting the first bus segment and the second bus segment, the connecting bus segment extending axially along the stator assembly such that the first bus segment and the second bus segment are arranged axially along the stator assembly.

10. The motor as described in claim 1, characterized in that, The three aforementioned power connection portions are located on both sides of the busbar body; and / or, All of the aforementioned wiring terminals are located on the outside of the corresponding busbar body.

11. The motor as described in claim 1, characterized in that, The stator windings are wound on two adjacent stator structures. Of the two ends of each stator winding, one is located on the stator frame of one stator structure and the other is located on the stator frame of the other stator structure.

12. A chassis system, characterized in that, Including the motor as described in any one of claims 1 to 11.

13. A vehicle, characterized in that, Includes the chassis system as described in claim 12.

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