Motor, electric driving system and electric vehicle

Abstract

The utility model provides a motor, an electric drive system and an electric vehicle. The motor comprises a shell (100), an outer motor (200) and an inner motor (300), the outer motor (200) and the inner motor (300) are contained in the shell (100), and the outer motor (200) comprises an outer stator (210) and an outer rotor (220) located on the radial outer side of the outer stator (210); the inner motor (300) comprises an inner stator (310) and an inner rotor (320) located on the radial inner side of the inner stator (310). And wherein an outer stator winding (212) of the outer stator (210) and an inner stator winding (312) of the inner stator (310) are composed of different parts of the same conductor group (500), such that the outer stator winding (212) and the inner stator winding (312) are electrically connected to each other.

Description

Technical Field

[0001] The present disclosure relates to the field of electric drive technology, and more specifically, to a motor, an electric drive system and an electric vehicle. Background Art

[0002] Electric vehicles have gradually developed into one of the main means of transportation due to their advantages such as zero emissions and high energy utilization. In the prior art, electric vehicles often use electric traction systems and coolant compression systems that are separated from each other. The electric traction system generally includes a traction motor, an inverter, a reducer, etc., while the coolant compression system generally includes a compressor, a drive motor, an inverter, etc. In other words, the electric traction system and the coolant compression system are often equipped with separate motors and inverters. In particular, for the coolant compression system, the compressor's drive motor and its inverter often account for a large proportion of its cost, and are also components with a higher risk of thermal runaway. In addition, the coolant needs to pass through the drive motor and its inverter before it can reach the compressor, which also causes an unexpected pressure drop and temperature rise of the coolant. Although there is an integration technology in the prior art that installs the electric traction system and the coolant compression system in a single module in order to reduce the total cost of the two systems, this integration technology simply installs the electric traction system and the coolant compression system together instead of deeply coupling the two. Therefore, this integration technology has a very limited effect in reducing the total cost of the two systems, and also results in the electric traction system and the coolant compression system only being able to perform their respective functions independently of each other, and cannot be combined to operate together.

[0003] Therefore, in the art, there is an urgent need for a technical solution that can deeply couple the electric traction system and the coolant compression system of an electric vehicle. Utility Model Content

[0004] In order to solve the problems in the above-mentioned prior art, the present disclosure proposes an improved motor, which includes a shell and an outer motor and an inner motor accommodated in the shell, wherein the outer motor includes an outer stator and an outer rotor located radially outside the outer stator; the inner motor includes an inner stator and an inner rotor located radially inside the inner stator; and wherein the outer stator winding of the outer stator and the inner stator winding of the inner stator are composed of different parts of the same wire group, so that the outer stator winding and the inner stator winding are electrically connected to each other.

[0005] According to an optional embodiment of the present disclosure, the outer stator is located radially outside the inner stator, so that the outer motor is sleeved on the radial outside of the inner motor.

[0006] According to an optional embodiment of the present disclosure, the motor further includes an inverter for controlling current passing through the outer stator winding and the inner stator winding.

[0007] According to an optional implementation of the present disclosure, the outer stator core of the outer stator and the inner stator core of the inner stator are composed of different parts of the same stator core.

[0008] According to an optional embodiment of the present disclosure, the motor further includes a stator bracket fixed in the housing, and an outer stator core of the outer stator and an inner stator core of the inner stator are fixed on the stator bracket.

[0009] According to an optional embodiment of the present disclosure, the outer stator core and the inner stator core are separated by the stator bracket.

[0010] According to an optional embodiment of the present disclosure, the stator bracket is arranged on the entire axial length of the outer stator core and the inner stator core; or, the stator bracket is arranged on a portion of the axial length of the outer stator core and the inner stator core.

[0011] According to an optional embodiment of the present disclosure, the outer motor is configured as a permanent magnet synchronous motor, and the inner motor is configured as an asynchronous induction motor.

[0012] According to an optional embodiment of the present disclosure, the motor further includes a first output shaft connected to the outer rotor and a second output shaft connected to the inner rotor, and one end of the first output shaft and one end of the second output shaft respectively protrude from the housing.

[0013] According to an optional embodiment of the present disclosure, one end of the first output shaft and one end of the second output shaft protrude from the housing in opposite directions respectively.

[0014] According to an optional embodiment of the present disclosure, the outer stator winding is composed of the portion of the wire group arranged on the outer stator core of the outer stator, and the inner stator winding is composed of the portion of the wire group arranged on the inner stator core of the inner stator.

[0015] Also in order to solve the problems in the above-mentioned prior art, the present disclosure also proposes an improved electric drive system, which includes: a motor as proposed in the present disclosure; a compressor, which is configured to be driven by an inner motor of the motor; and a reducer, which is configured to be driven by an outer motor of the motor.

[0016] According to an optional embodiment of the present disclosure, the electric drive system further includes a first clutch coupling the reducer to the outer motor and a second clutch coupling the compressor to the inner motor.

[0017] According to an optional embodiment of the present disclosure, the ratio of the number of pole pairs of the inner stator of the inner motor to the number of pole pairs of the outer stator of the outer motor is set to be equal to the ratio of the maximum input speed of the reducer to the maximum speed of the compressor.

[0018] Also in order to solve the problems in the above-mentioned prior art, the present disclosure also proposes an improved electric vehicle, which includes: wheels; axles for driving the wheels; and an electric drive system as proposed in the present disclosure, the compressor of the electric drive system is configured to compress the coolant of the electric vehicle, and the reducer of the electric drive system is configured to drive the axle.

[0019] The present disclosure may be embodied as the illustrative embodiments in the accompanying drawings. However, it should be noted that the accompanying drawings are only illustrative, and any changes conceived under the teachings of the present disclosure should be considered to be included within the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings illustrate exemplary embodiments of the present disclosure. These drawings should not be interpreted as necessarily limiting the scope of the present disclosure, wherein:

[0021] Figure 1 is a schematic cross-sectional view of a motor according to an embodiment of the present disclosure;

[0022] Figure 2 is a schematic cross-sectional view of a motor according to another embodiment of the present disclosure;

[0023] Figure 3 is a schematic cross-sectional view of a motor according to yet another embodiment of the present disclosure;

[0024] Figure 4 is a schematic cross-sectional view of an electric drive system according to an embodiment of the present disclosure; and

[0025] Figure 5 is a schematic cross-sectional view of an electric drive system according to another embodiment of the present disclosure. DETAILED DESCRIPTION

[0026] Further features and advantages of the present disclosure will become more apparent from the following description with reference to the accompanying drawings. Exemplary embodiments of the present disclosure are shown in the accompanying drawings, and the various drawings are not necessarily drawn to actual scale. However, the present disclosure can be implemented in many different forms and should not be interpreted as necessarily being limited to the exemplary embodiments disclosed herein. On the contrary, these exemplary embodiments are merely provided to illustrate the present disclosure and to convey the spirit and essence of the present disclosure to those skilled in the art.

[0027] The present disclosure aims to propose an improved motor, the novel design of which enables it to output two kinds of power at the same time under the control of a single inverter so as to drive two kinds of equipment at the same time. For example, the motor according to the present disclosure can drive the axle (also referred to as the axle) and the compressor of the electric vehicle at the same time under the drive of a single inverter. Therefore, for the electric drive system equipped with the motor according to the present disclosure, the reducer for driving the axle can be integrated with the compressor for compressing the coolant, so that the single electric drive system can drive the axle of the electric vehicle through the reducer and compress the coolant of the electric vehicle through the compressor. Therefore, for the electric vehicle equipped with the electric drive system according to the present disclosure, it is not necessary to equip the compressor with a separate compressor motor and a matching inverter, thereby not only saving the preparation cost of the compressor motor and the matching inverter, but also saving the cost of equipping the compressor motor and the matching inverter with ancillary facilities such as a cooling circuit. Therefore, the motor and the electric drive system according to the present disclosure can significantly reduce the cost of the electric vehicle, and can also significantly improve the utilization rate of the motor. In particular, the electric drive system according to the present disclosure also allows switching between multiple operating conditions to flexibly cope with different operating conditions of the electric vehicle, thereby improving the user experience. In particular, the electric drive system according to the present disclosure also allows adjustment of the displacement of the compressor to meet different thermal management requirements of the electric vehicle, thereby further improving the user experience.

[0028] Various optional but non-limiting embodiments of a motor, an electric drive system, and an electric vehicle according to the present disclosure are described in detail below with reference to the various drawings.

[0029] refer to Figure 1 , which shows a schematic cross-sectional view of a motor according to an embodiment of the present disclosure. Figure 1As shown, the motor 10 generally includes a housing 100, an outer stator 210 and an inner stator 310 fixedly disposed in the housing 100, and an outer rotor 220 and an inner rotor 320 rotatably disposed in the housing 100. Specifically, the outer rotor 220 is positioned radially outside the outer stator 210 and can be coupled with the outer stator 210 through magnetic flux, so that the outer stator 210 and the outer rotor 220 constitute an outer motor 200 of an outer rotor type. The inner rotor 320 is positioned radially inside the inner stator 310 and can be coupled with the inner stator 310 through magnetic flux, so that the inner stator 310 and the inner rotor 320 constitute an inner motor 300 of an inner rotor type. Under this configuration, the motor 10 is actually composed of two motors, the outer motor 200 and the inner motor 300, so that the motor 10 can provide power to two different driven components through the outer motor 200 and the inner motor 300, respectively. In addition, the motor 10 further includes a first output shaft 230 connected to the outer rotor 220 in a non-rotatable manner, the first output shaft 230 is connected to the outer rotor 220, for example, through a rotor support 240 for supporting the outer rotor 220, and extends to the outside of the housing 100 through a first bearing 410 in the housing 100. In this configuration, the first bearing 410 can rotatably support the first output shaft 230 on the housing 100, and the first output shaft 230 rotatably supports the outer rotor 220 in the housing 100 and can rotate with the outer rotor 220 to output power to the outside. Similarly, the motor 10 further includes a second output shaft 330 connected to the inner rotor 320 in a non-rotatable manner, the second output shaft 330 is connected to the inner rotor 320, for example, by welding, bolting, keyway fitting, etc., and extends to the outside of the housing 100 through a second bearing 420 in the housing 100. In this configuration, the second bearing 420 rotatably supports the second output shaft 330 on the housing 100, and the second output shaft 330 rotatably supports the inner rotor 320 in the housing 100 and can rotate together with the inner rotor 320 to output power to the outside. In particular, the first output shaft 230 and the second output shaft 330 protrude from the housing 100 in opposite directions. In this configuration, the motor 10 can output power in opposite directions through the first output shaft 230 and the second output shaft 330.

[0030] like Figure 1As shown, the inner stator 310 and the inner rotor 320 are positioned radially inward of the outer stator 210 and the outer rotor 220, and the inner stator 310 and the inner rotor 320 overlap at least partially with the outer stator 210 and the outer rotor 220 in the direction of the motor rotation axis XX'. That is, the outer rotor 220, the outer stator 210 and the inner stator 310 can all be substantially cylindrical or annular, wherein the outer stator 210 is positioned in a cylindrical space defined by the outer rotor 220 at its radial inner side, the inner stator 310 is positioned in a cylindrical space defined by the outer stator 210 at its radial inner side, and the inner rotor 320 is positioned in a cylindrical space defined by the inner stator 310 at its radial inner side, so that the outer motor 200 is sleeved on the radial outer side of the inner motor 300. In this configuration, the inner motor 300 and the outer motor 200 at least partially overlap in the direction of the motor rotation axis XX'. The so-called overlap can be considered as the sizes of the two projected on the motor rotation axis XX' overlapping each other, thereby significantly reducing the size of the motor 10 in the direction of the motor rotation axis XX' (which can be simply referred to as the axial size), so that the motor 10 can not only drive two different components, but also have a smaller axial size. Further, the inner motor 300 and the outer motor 200 are coaxially arranged, in other words, the inner motor 300 and the outer motor 200 are arranged to have the same motor rotation axis XX'. In this configuration, the inner rotor 320 and the outer rotor 220 and therefore the first output shaft 230 and the second output shaft 330 can rotate around the same motor rotation axis XX'.

[0031] Continue to refer Figure 1The outer stator 210 includes an outer stator core 211 fixedly disposed in the housing 100, the inner stator 310 includes an inner stator core 311 fixedly disposed in the housing 100, and the motor 10 also includes a wire group 500, which is disposed on both the outer stator core 211 and the inner stator core 311, so that the portion of the wire group 500 disposed on the outer stator core 211 constitutes the outer stator winding 211 of the outer stator 210, and the portion of the wire group 500 disposed on the inner stator core 311 constitutes the inner stator winding 312 of the inner stator 310. In particular, the wire group 500 can be wound around the outer stator teeth of the outer stator core 211 (these outer stator teeth are located on the radially outer side of the outer stator core 211) and the inner stator teeth of the inner stator core 311 (these inner stator teeth are located on the radially inner side of the inner stator core 311), and the portion of the wire group 500 wound around the outer stator teeth constitutes the outer stator winding 212, while the portion of the wire group 500 wound around the inner stator teeth constitutes the inner stator winding 312. That is, the outer stator winding 212 of the outer stator 210 and the inner stator winding 312 of the inner stator 310 are actually formed by the same set of wires, in other words, the outer stator 210 and the inner stator 310 share the same set of wires. In particular, each wire in the wire group 500 has a portion disposed on the outer stator core 211 and a portion disposed on the inner stator core 311, the portion of each wire disposed on the outer stator core 211 is combined to form the outer stator winding 212, and the portion of each wire disposed on the inner stator core 311 is combined to form the inner stator winding 312. Under the above configuration, the outer stator winding 212 and the inner stator winding 312 are electrically connected to each other so that the same current will be passed through them, so after the wire group 500 is energized, the outer stator winding 212 generates an outer rotating magnetic field coupled with the outer rotor 220, thereby driving the outer rotor 220 to rotate, and at the same time, the inner stator winding 312 generates an inner rotating magnetic field coupled with the inner rotor 320, thereby driving the inner rotor 320 to rotate. That is, under this configuration, both the outer rotor 220 and the inner rotor 320 can be driven to rotate by energizing the wire group 500, and since the outer stator winding 212 and the inner stator winding 312 are supplied with the same current, only one inverter is required to simultaneously drive and control the rotation of the outer rotor 220 and the inner rotor 320. In other words, this configuration allows the outer motor 200 and the inner motor 300 to share one inverter without the need to equip each motor with a separate inverter, thereby significantly simplifying the control of the motor 10 and significantly reducing the cost of the motor 10. In particular, as Figure 1As shown, the motor 10 may further include an inverter 600 fixedly disposed in the housing 100, the inverter 600 being electrically connected to the wire group 500 so as to control the current flowing through the wire group 500. For example, the inverter 600 may adjust the frequency and / or amplitude of the current flowing through the wire group 500 so as to change the maximum rotation speed and / or torque of the first output shaft 230 and the second output shaft 330.

[0032] In particular, although the outer stator winding 212 and the inner stator winding 312 are formed by different parts of the same conductor group 500, the conductor group 500 can be arranged on the outer stator core 211 and the inner stator core 311 in different ways, for example, wound on the outer stator teeth of the outer stator core 211 and the inner stator teeth of the inner stator core 311 in different ways, so that the outer stator 210 and the inner stator 310 have different numbers of pole pairs. In this configuration, since the outer stator 210 and the inner stator 310 have different numbers of pole pairs, and the outer stator winding 212 and the inner stator winding 312 are passed with the same current, the outer rotor 220 and the inner rotor 320 will have different maximum rotational speeds, which of course also means that the first output shaft 230 and the second output shaft 330 will have different maximum rotational speeds. In particular, under this configuration, the ratio of the maximum rotational speed of the outer rotor 220 (i.e., the maximum rotational speed of the first output shaft 230) to the maximum rotational speed of the inner rotor 320 (i.e., the maximum rotational speed of the second output shaft 330) is equal to the ratio of the number of pole pairs of the inner stator 310 to the number of pole pairs of the outer stator 210.

[0033] like Figure 1As shown, the motor 10 also includes a stator bracket 250 fixedly disposed in the housing 100 for supporting the outer stator core 211 and the inner stator core 311. The stator bracket 250 can be fixed on the housing 100, and the outer stator core 211 and the inner stator core 311 can be fixed on the stator bracket 250. The outer stator core 211 and the inner stator core 311 can be two discrete components. In particular, the stator bracket 250 is generally cylindrical, wherein the outer stator core 211 is fixed on the radial outer surface of the stator bracket 250, and the inner stator core 311 is fixed on the radial inner surface of the stator bracket 250, so that the stator bracket 250 can not only support the outer stator core 211 and the inner stator core 311, but also isolate the outer stator core 211 and the inner stator core 311 from each other in the radial direction, which helps to decouple the outer rotating magnetic field from the inner rotating magnetic field, thereby avoiding mutual interference between the two. More particularly, the stator bracket 250 can be made of magnetic isolation material, thereby improving the decoupling of the outer rotating magnetic field from the inner rotating magnetic field. In this case, the stator bracket 250 can also be arranged on the entire axial length of the outer stator core 211 and the inner stator core 311, so as to completely isolate the outer stator core 211 from the inner stator core 311, thereby further improving the decoupling of the outer rotating magnetic field from the inner rotating magnetic field. More specifically, the stator bracket 250 can extend only over a portion of the axial length of the outer stator core 211 and the inner stator core 311, thereby leaving an air gap for isolating the external rotating magnetic field from the internal rotating magnetic field in the portion of the axial length between the outer stator core 211 and the inner stator core 311 to which the stator bracket 250 does not extend, which also helps to improve the decoupling of the external rotating magnetic field from the internal rotating magnetic field.

[0034] like Figure 1 As shown, the outer rotor 220 includes, for example, an outer rotor core 221 fixed on the rotor support 240 and a plurality of outer permanent magnets 222 fixed on the outer rotor core 221. These outer permanent magnets 222 can be fixed on the radial inner surface (i.e., the surface facing the outer stator 210) of the outer rotor core 221 in a surface-mounted or embedded manner, and are evenly distributed along the circumferential direction, so that the outer motor 200 is configured as a permanent magnet synchronous motor. Similarly, the inner rotor 320 includes, for example, an inner rotor core 321 fixed on the second output shaft 330 and a plurality of inner permanent magnets 322 fixed on the inner rotor core 321. These inner permanent magnets 322 can be fixed on the radial outer surface (i.e., the surface facing the inner stator 310) of the inner rotor core 321 in a surface-mounted or embedded manner, and are evenly distributed along the circumferential direction, so that the inner motor 300 is also configured as a permanent magnet synchronous motor. Of course, the above-mentioned specific types of the outer motor 200 and the inner motor 300 are not restrictive, and the outer motor 200 and the inner motor 300 may also be of other types.

[0035] refer to Figure 2 , which shows a schematic cross-sectional view of a motor according to another embodiment of the present disclosure. Figure 2 The embodiment shown is Figure 1 The difference between the illustrated embodiment is that the inner motor 300 is configured as an asynchronous induction motor rather than a permanent magnet synchronous motor. Figure 2 As shown, the inner rotor 320 includes an inner rotor core 321 and an inner rotor winding 323 disposed on the inner rotor core 321, and the inner rotor winding 323 is suitable for coupling with the inner rotating magnetic field generated by the inner stator 310 through electromagnetic induction, so as to drive the inner rotor core 321 to rotate together under the drive of the inner rotating magnetic field, so that the inner motor 300 is configured as an asynchronous induction motor. In this configuration, since the inner motor 300 is configured as an asynchronous induction motor, the cost of the motor 10 can be significantly reduced compared with the solution of configuring the inner motor 300 as a permanent magnet synchronous motor, and the energy consumption of the inner motor 300 (especially when the inner motor 300 is idling) can be reduced. In particular, the inner rotor winding 323 can include conductor bars inserted into the winding slots of the inner rotor core 321, so that the inner motor 300 is configured as a squirrel cage asynchronous motor. In particular, the inner rotor winding 323 may include a group of wires wound around the inner rotor teeth of the inner rotor core 321, so that the inner motor 300 is configured as a wound-rotor asynchronous motor. It should be noted that, although in the above-described embodiment, the outer motor 200 is configured as a permanent magnet synchronous motor and the inner motor 300 is configured as a permanent magnet synchronous motor or an asynchronous induction motor, in other embodiments, the outer motor 200 may also be configured as an asynchronous induction motor. Therefore, the specific types of the outer motor 200 and the inner motor 300 cannot constitute a limitation on the protection scope of the present disclosure.

[0036] refer to Figure 3 , which shows a schematic cross-sectional view of a motor according to yet another embodiment of the present disclosure. Figure 3 The embodiment shown is Figure 2The difference of the embodiment shown is that the outer stator core 211 is integrated with the inner stator core 311. That is, the outer stator core 211 and the inner stator core 311 are not two independent elements, but are composed of different parts or different regions of the same stator core. More specifically, the outer stator core 211 and the inner stator core 311 are composed of two continuous parts or two continuous regions of the same stator core, that is, there is no partition between the outer stator core 211 and the inner stator core 311. The stator core is generally cylindrical, and a plurality of stator teeth are provided on the radial inner side and the radial outer side thereof. As described above, the portion of the wire group 500 wound on the stator teeth on the radial outer side of the stator core constitutes the outer stator winding 212, and the portion of the wire group 500 wound on the stator teeth on the radial inner side of the stator core constitutes the inner stator winding 312. In addition, the stator core can also be fixed or supported in the housing 100 by the stator bracket 250. In this configuration, the outer stator 210 and the inner stator 310 not only share the same wire group 500, but also share the same stator core, thereby further reducing the cost of the motor 10. In addition, it is worth mentioning that the outer rotating magnetic field is mainly concentrated in the stator tooth area on the radial outer side of the stator core, and the inner rotating magnetic field is mainly concentrated in the stator tooth area on the radial inner side of the stator core.

[0037] The above is based on Figure 1-Figure 3 Several optional but non-limiting embodiments of the electric machine according to the present disclosure are described. In addition to the above-mentioned electric machine, the present disclosure also aims to propose an improved electric drive system. Figure 4 , which shows a schematic cross-sectional view of an electric drive system according to an embodiment of the present disclosure. Figure 4 As shown, the electric drive system 20 includes the motor 10 as described in the present disclosure, and the compressor 700 and the reducer 800 driven by the motor 10. Specifically, the compressor 700 is driven by the second output shaft 330, and the reducer 800 is driven by the first output shaft 230. In this configuration, if the output shaft of the reducer 800 is coupled to the axle of the electric vehicle, the electric drive system 20 can be used to compress the coolant of the electric vehicle to meet the thermal management requirements of the electric vehicle, and can also be used to drive the axle of the electric vehicle to meet the power requirements of the electric vehicle, thereby significantly reducing the configuration cost of the electric vehicle.

[0038] In particular, the compressor 700 is a swash plate type compressor, which defines a compressor axis YY' and includes a compressor input shaft 710, a swash plate 720, and a plurality of pistons 730, wherein the compressor input shaft 710 is coupled to the second output shaft 330 of the motor 10 and defines the compressor axis YY', in other words, is arranged along the compressor axis YY'. In particular, the compressor axis YY' coincides with the motor rotation axis XX'. In addition, the compressor 700 further defines a plurality of piston chambers 740, wherein each piston 730 is reciprocatably received in one piston chamber 740. The swash plate 720 is oriented obliquely relative to the compressor input shaft 710, and is connected to the compressor input shaft 710 on one side so as to be non-rotatable relative to the compressor input shaft 710, so that the swash plate 720 can rotate together with the compressor input shaft 710 or synchronously with the compressor input shaft 710 around the compressor axis YY', and on the other side of the swash plate 720, each piston 730 is connected to the swash plate 720 so as to be relatively movably, so that each piston 730 can reciprocate in its own piston cavity 740 along the compressor axis YY' as the swash plate 720 rotates around the compressor axis YY', thereby completing the cycle of extracting, compressing and discharging the coolant in each piston cavity 740. It should be noted that, although the compressor 700 is a swash plate type compressor in the illustrated embodiment, in other embodiments, the compressor 700 may be other types of compressors, such as a scroll compressor.

[0039] In particular, the inclination angle of the swash plate 720 of the compressor 700 relative to the compressor input shaft 710 is adjustable, and the inclination angle can be defined, for example, by the angle between the plane where the swash plate 720 is located and the compressor axis YY'. In addition, the compressor 700 can also include an angle adjustment mechanism for adjusting the inclination angle, and the angle adjustment mechanism can be composed of, for example, a fixed solenoid and a permanent magnet arranged on the swash plate 720. The solenoid can drive the permanent magnet to translate after being energized, thereby changing the inclination angle of the swash plate 720 relative to the compressor input shaft 710. By changing the inclination angle, the stroke of the reciprocating motion of each piston 730 can be changed, thereby changing the displacement of the compressor 700. Therefore, the displacement of the compressor 700 can be adjusted by adjusting the inclination angle of the swash plate 720 relative to the compressor input shaft 710, so as to meet different thermal management requirements. In particular, the swash plate 720 can be adjusted to be perpendicular to the compressor input shaft 710, that is, the inclination angle of the swash plate 720 is adjusted to 90°. In this configuration, each piston 730 no longer reciprocates and therefore no longer compresses the coolant. Therefore, this configuration is suitable for working conditions where there is no thermal management requirement.

[0040] In particular, the reducer 800 is a planetary reducer, which includes a reducer input shaft 810 coupled to the first output shaft 230 of the motor 10, a sun gear 820 non-rotatably connected to the reducer input shaft 810, a fixed inner ring 830, planetary gears 840 meshing with both the sun gear 820 and the inner ring 830, a planetary carrier 850 for supporting the planetary gears 840, and a reducer output shaft 860 non-rotatably connected to the planetary carrier 850, wherein the planetary gears 840 are rotatably connected to the planetary carrier 850, and the reducer input shaft 810 defines a reducer axis ZZ'. In particular, the reducer axis ZZ' coincides with the motor rotation axis XX'. In this configuration, when the reducer input shaft 810 drives the sun gear 820 to rotate, since the inner ring gear 830 is fixed, the planetary gear 840 will rotate around its own axis while revolving around the reducer axis ZZ', thereby driving the planetary carrier 850 to rotate around the reducer axis ZZ', and the planetary carrier 850 will drive the reducer output shaft 860 to rotate, thereby realizing the transmission of power from the reducer input shaft 810 to the reducer output shaft 860. It should be pointed out that the specific configuration and specific type of the reducer 800 described above are only exemplary, and the reducer 800 can also adopt other configurations and types to constitute a single-speed reducer, a double-speed reducer, a multi-speed reducer (gearbox), etc.

[0041] In particular, if the maximum speed of the reducer input shaft 810 of the reducer 800 (i.e., the maximum input speed of the reducer 800) is different from the maximum speed of the compressor input shaft 710 of the compressor 700 (i.e., the maximum speed of the compressor 700), the ratio of the number of pole pairs of the inner stator 310 to the number of pole pairs of the outer stator 210 can be set to be equal to the ratio of the maximum speed of the reducer input shaft 810 of the reducer 800 to the maximum speed of the compressor input shaft 710 of the compressor 700. Under this configuration, only a single inverter 600 is required to control the current passing through the wire group 500 (i.e., the current passing through the outer stator winding 212 and the inner stator winding 312), so that the maximum speed requirements of the compressor 700 and the reducer 800 can be met at the same time.

[0042] refer to Figure 5 , which shows a schematic cross-sectional view of an electric drive system according to another embodiment of the present disclosure. Figure 5 The embodiment shown is Figure 4 The difference of the illustrated embodiment is that the electric drive system 20 further includes a first clutch 910 coupling the speed reducer input shaft 810 to the first output shaft 230 and a second clutch 920 coupling the compressor input shaft 710 to the second output shaft 330 .

[0043] like Figure 5As shown, the first clutch 910 includes a first active disk 911 connected to the first output shaft 230 in a non-rotatable manner and a first driven disk 912 connected to the reducer input shaft 810 in a non-rotatable manner, and has an engaged state and a disengaged state. In the engaged state, the first active disk 911 and the first driven disk 912 are engaged with each other, thereby connecting the first output shaft 230 and the reducer input shaft 810 in a non-rotatable manner, so that the reducer input shaft 810 can rotate around the motor rotation axis XX' along with the first output shaft 230 or synchronously with the first output shaft 230, that is, the first output shaft 230 can transmit power to the reducer input shaft 810. In the disengaged state, the first active disk 911 and the first driven disk 912 are separated from each other, thereby decoupling the first output shaft 230 and the reducer input shaft 810 from each other to prevent the first output shaft 230 from transmitting power to the reducer input shaft 810.

[0044] like Figure 5 As shown, the second clutch 920 includes a second active disk 921 non-rotatably connected to the second output shaft 330 and a second driven disk 922 non-rotatably connected to the compressor input shaft 710, and has an engaged state and a disengaged state. In the engaged state, the second active disk 921 and the second driven disk 922 are engaged with each other, thereby connecting the second output shaft 330 and the compressor input shaft 710 non-rotatably together, so that the compressor input shaft 710 can rotate around the motor rotation axis XX' along with the second output shaft 330 or synchronously with the second output shaft 330, that is, the second output shaft 330 can transmit power to the compressor input shaft 710. In the disengaged state, the second active disk 921 and the second driven disk 922 are separated from each other, thereby decoupling the second output shaft 330 and the compressor input shaft 710 from each other to prevent the second output shaft 330 from transmitting power to the compressor input shaft 710.

[0045] Under the above configuration, the electric drive system 20 can be adapted to different working conditions by adjusting the states of the first clutch 910 and the second clutch 920. Specifically, in the case where the compressor 700 is used to compress the coolant of the electric vehicle and the reducer 800 is used to drive the axle of the electric vehicle, if the first clutch 910 and the second clutch 920 are both adjusted to the engaged state, the power generated by the inner motor 300 will be transmitted to the compressor 700, and the power generated by the outer motor 200 will be transmitted to the reducer 800, which enables the electric drive system 20 to drive the axle while compressing the coolant, thereby being adapted to working conditions where the thermal management requirements and power requirements of the electric vehicle exist simultaneously. If the first clutch 910 is adjusted to the engaged state and the second clutch 920 is adjusted to the disengaged state, the power generated by the outer motor 200 will be transmitted to the reducer 800, but the power generated by the inner motor 300 will not be transmitted to the compressor 700 (the inner motor 300 is idling at this time), which makes the electric drive system 20 only able to drive the axle but not compress the coolant, so that it is suitable for the working condition of the electric vehicle where there is only power demand but no thermal management demand. If the first clutch 910 is adjusted to the disengaged state and the second clutch 920 is adjusted to the engaged state, the power generated by the inner motor 300 will be transmitted to the compressor 700, but the power generated by the outer motor 200 will not be transmitted to the reducer 800 (the outer motor 200 is idling at this time), which makes the electric drive system 20 only able to compress the coolant but not drive the axle, so that it is suitable for the working condition of the electric vehicle where there is only thermal management demand but no power demand. If the first clutch 910 and the second clutch 920 are both adjusted to the disengaged state, the power generated by the outer motor 200 and the inner motor 300 will not be transmitted to the reducer 800 and the compressor 700 (at this time, the outer motor 200 and the inner motor 300 are both idling), which makes the electric drive system 20 unable to compress the coolant and drive the axle, so it is suitable for the working conditions where the thermal management requirements and power requirements of the electric vehicle do not exist. It should be pointed out that although in Figure 5 In the illustrated embodiment, the electric drive system 20 includes both the first clutch 910 and the second clutch 920 , but this is not necessary, and in an embodiment not shown, the electric drive system 20 may include only one of the first clutch 910 and the second clutch 920 .

[0046] The above is based on Figure 4 and Figure 5Several optional but non-limiting embodiments of the electric drive system according to the present disclosure are described. In addition to the above-mentioned motor and electric drive system, the present disclosure is also intended to provide an improved electric vehicle, which includes wheels, axles for driving the wheels, and an electric drive system 20 as described in the present disclosure, wherein the compressor 700 of the electric drive system 20 is configured to compress the coolant of the electric vehicle, and the reducer 800 of the electric drive system 20 is configured to drive the axle. In this configuration, a single motor 10 can drive the compressor 700 and the reducer 800 to compress the coolant and drive the axle, so there is no need to equip the compressor 700 and the reducer 800 with separate motors and inverters, thereby significantly reducing the configuration cost of the electric vehicle.

[0047] The above describes in detail optional but non-limiting embodiments of the motor, electric drive system and electric vehicle according to the present disclosure with the aid of the accompanying drawings. For those of ordinary skill in the art, without departing from the spirit and substance of the present disclosure, modifications and supplements to the technology and structure and the re-combination of the features in each embodiment should obviously be considered to be included in the scope of the present disclosure. Therefore, these modifications and supplements that can be conceived under the teachings of the present disclosure should be considered as part of the present disclosure. The scope of the present disclosure includes equivalent technologies known at the filing date of the present disclosure and equivalent technologies that have not yet been foreseen.

Claims

1. A motor, characterized in that The motor comprises a housing (100) and an outer motor (200) and an inner motor (300) accommodated in the housing (100), wherein: The outer motor (200) comprises an outer stator (210) and an outer rotor (220) located radially outside the outer stator (210); The inner motor (300) comprises an inner stator (310) and an inner rotor (320) located radially inward of the inner stator (310); and wherein, The outer stator winding (212) of the outer stator (210) and the inner stator winding (312) of the inner stator (310) are formed by different parts of the same conductor group (500), so that the outer stator winding (212) and the inner stator winding (312) are electrically connected to each other.

2. The motor according to claim 1, characterized in that The outer stator (210) is located radially outside the inner stator (310), so that the outer motor (200) is sleeved radially outside the inner motor (300).

3. The motor according to claim 1, characterized in that The electric machine also includes an inverter (600) for controlling current through the outer stator winding (212) and the inner stator winding (312).

4. The motor according to any one of claims 1 to 3, characterized in that: The outer stator core (211) of the outer stator (210) and the inner stator core (311) of the inner stator (310) are formed by different parts of the same stator core.

5. The motor according to any one of claims 1 to 3, characterized in that: The motor further comprises a stator bracket (250) fixed in the housing (100), and an outer stator core (211) of the outer stator (210) and an inner stator core (311) of the inner stator (310) are fixed on the stator bracket (250).

6. The motor according to claim 5, characterized in that The outer stator core (211) and the inner stator core (311) are separated by the stator bracket (250).

7. The motor according to claim 6, characterized in that The stator support (250) is arranged on the entire axial length of the outer stator core (211) and the inner stator core (311); or, the stator support (250) is arranged on a portion of the axial length of the outer stator core (211) and the inner stator core (311).

8. The motor according to any one of claims 1 to 3, characterized in that: The outer motor (200) is configured as a permanent magnet synchronous motor, and the inner motor (300) is configured as an asynchronous induction motor.

9. The motor according to any one of claims 1 to 3, characterized in that: The motor further includes a first output shaft (230) connected to the outer rotor (220) and a second output shaft (330) connected to the inner rotor (320), one end of the first output shaft (230) and one end of the second output shaft (330) respectively protruding from the housing (100).

10. The motor according to claim 9, characterized in that One end of the first output shaft (230) and one end of the second output shaft (330) protrude from the housing (100) in opposite directions, respectively.

11. The motor according to any one of claims 1 to 3, characterized in that: The outer stator winding (212) is composed of a portion of the conductor group (500) disposed on an outer stator core (211) of the outer stator (210), and the inner stator winding (312) is composed of a portion of the conductor group (500) disposed on an inner stator core (311) of the inner stator (310).

12. An electric drive system, characterized in that: The electric drive system comprises: The motor according to any one of claims 1 to 11; a compressor (700) configured to be driven by an inner motor (300) of the motor; and A reducer (800) is configured to be driven by an external motor (200) of the motor.

13. The electric drive system according to claim 12, characterized in that: The electric drive system further includes a first clutch (910) coupling the reducer (800) to the outer motor (200) and a second clutch (920) coupling the compressor (700) to the inner motor (300).

14. The electric drive system according to claim 12 or 13, characterized in that: The ratio of the number of pole pairs of the inner stator (310) of the inner motor (300) to the number of pole pairs of the outer stator (210) of the outer motor (200) is set to be equal to the ratio of the maximum input speed of the reducer (800) to the maximum speed of the compressor (700).

15. An electric vehicle, characterized in that The electric vehicle comprises: wheel; an axle for driving the wheels; and According to the electric drive system according to any one of claims 12 to 14, the compressor (700) of the electric drive system is configured to compress the coolant of the electric vehicle, and the reducer (800) of the electric drive system is configured to drive the axle.

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