Forced air cooling heat dissipation device of two-wheeled electric vehicle motor

Abstract

The utility model discloses a forced air cooling heat dissipation device of a two-wheeled electric vehicle motor. The forced air cooling heat dissipation device comprises an end cover, a rotor casing, a circulation assembly and an air cooling assembly. The motor shaft is sleeved with the end cover and the rotor casing, the end cover and the rotor casing are installed in a sealed mode to form a circulating cooling chamber, the middle of the motor shaft is sleeved with a stator support, the stator support is located in the rotor casing, and the stator support is sleeved with a stator iron core with an excitation winding; and the circulating assembly sends the gas in the circulating cooling chamber into the air cooling assembly for cooling and sends the gas into the circulating cooling chamber again for forming gas circulation to dissipate heat of the stator bracket and the stator iron core. According to the utility model, active circulation air cooling is realized on the motor through the circulation assembly and the air cooling assembly, so that the rotor casing, the permanent magnet poles, the stator iron core and the excitation winding can uniformly dissipate heat, the local temperature of the rotor casing, the permanent magnet poles, the stator iron core and the excitation winding is prevented from being too high, and meanwhile, the motor can be well cooled when running under any working condition.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle motor technology, specifically a forced air cooling device for a two-wheeled electric vehicle motor. Background Technology

[0002] As the core component of electric two-wheeled vehicles, the hub motor's main function is to provide continuous and stable power to the vehicle. When riding an electric two-wheeled vehicle, especially during starting, going uphill, or under heavy load, the motor is prone to overheating and may even burn out, seriously affecting its normal operation.

[0003] Most current hub motors use permanent magnet brushless DC motors. Except for liquid-cooled hub motors, these motors rely on their own end caps for natural heat dissipation. However, the end caps only serve as supports and seals, and the stator and rotor generally lack airflow paths, resulting in slow heat dissipation. This leads to increased motor temperature and affects motor lifespan. Therefore, appropriate measures should be taken to cool the motor. Utility Model Content

[0004] The purpose of this invention is to provide a forced air cooling device for a two-wheeled electric vehicle motor to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A forced air-cooling heat dissipation device for a two-wheeled electric vehicle motor includes an end cover, a rotor housing, a circulation assembly, and an air-cooling assembly.

[0007] The end cover and rotor housing are fitted onto the motor shaft, and the end cover and rotor housing are sealed together to form a circulating cooling chamber. The inner wall of the rotor housing has permanent magnet poles.

[0008] A stator bracket is fitted in the middle of the motor shaft. The stator bracket is located inside the rotor housing and is fitted with a stator core with excitation windings.

[0009] The circulation assembly sends the gas in the circulation cooling chamber to the air-cooling assembly for cooling and then sends it back into the circulation cooling chamber to form a gas circulation to dissipate heat from the stator support and stator core.

[0010] Furthermore, the circulation assembly includes an air pump, an air inlet pipe, and an air outlet pipe. One end of the air inlet pipe is connected to the air-cooling assembly, and one end of the air outlet pipe is connected to the air pump. The motor shaft has a through-hole communicating with the circulating cooling chamber, and the other ends of the air inlet pipe and the air outlet pipe enter the circulating cooling chamber through the through-hole.

[0011] Furthermore, the circulation assembly also includes a connecting pipe, which is connected to the air pump and the air-cooling assembly respectively.

[0012] Furthermore, the air-cooled assembly includes a housing and a compressor, a heat exchanger, and a condenser installed inside the housing. The compressor is connected to the heat exchanger and the condenser respectively. The heat exchanger and the condenser are connected through a dryer filter. The gas in the circulating cooling chamber is cooled by the heat exchanger and then sent back into the circulating cooling chamber.

[0013] Furthermore, the housing includes a closed housing and a semi-closed housing, wherein the heat exchanger is located inside the closed housing, and the compressor, condenser, and dryer filter are located inside the semi-closed housing.

[0014] Furthermore, one end of the air inlet pipe extends upward and is close to the top of the stator core, and one end of the air outlet pipe extends upward and is close to the bottom of the stator core. The rotor housing is semi-enclosed, and the rotor housing and the end cover are sealed and fixed by a sealing ring.

[0015] Furthermore, a temperature sensor is fixed on the air intake pipe located in the circulating cooling chamber, and the signal line of the temperature sensor is led out to the outside of the circulating cooling chamber through the pipe hole.

[0016] Furthermore, the inner wall flange of the rotor housing has multiple protrusions along the circumferential direction, the protrusions are located on the side away from the end cover, and the protrusions have guide grooves.

[0017] Furthermore, the end cover and rotor housing have shaft holes for inserting the motor shaft, and the motor shaft and shaft hole are sealed by a rotary plug seal.

[0018] Furthermore, the end cover has a shaft hole for inserting the motor shaft, the rotor housing has an integrated external shaft, the external shaft has an internal shaft hole for inserting the motor shaft, the end of the motor shaft is fitted with a bearing, the bearing is installed in the internal shaft hole, and the motor shaft and the shaft hole are sealed by a rotary plug seal.

[0019] To achieve the above objectives, this utility model provides the following technical solution:

[0020] An electric vehicle includes an electric vehicle body and a forced air cooling device for a two-wheeled electric vehicle motor as described above, wherein the forced air cooling device for the two-wheeled electric vehicle motor is mounted on the electric vehicle body.

[0021] Compared with the prior art, the beneficial effects of this utility model are:

[0022] This invention provides the motor with excellent low-temperature operating conditions. The key is to install the end cover and rotor housing together to form a sealed circulating cooling chamber. After the gas in the circulating cooling chamber is heated, it is pumped out by the circulation component, cooled by the air-cooling component, and then pumped back into the circulating cooling chamber for air cooling. This enhances the function of gas circulation and heat dissipation. Circulating heat dissipation can carry the heat from the heat source components (mainly including permanent magnet poles, stator core and its excitation winding) to the outside of the circulating cooling chamber, thereby reducing the motor's failure rate, reducing operating costs, increasing service life, and enabling the motor to achieve optimal efficiency and performance.

[0023] This invention utilizes a circulating assembly and an air-cooling assembly to provide air-cooled heat dissipation for the motor, enabling uniform heat dissipation for the rotor housing, permanent magnet poles, stator core, and excitation windings, preventing excessively high local temperatures, and ensuring good cooling for the motor under any operating conditions. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the motor structure of Embodiment 1 of this utility model.

[0025] Figure 2 This utility model Figure 1 Another perspective illustration.

[0026] Figure 3 This utility model Figure 2 Diagram of the cross-section at point AA.

[0027] Figure 4 This is a schematic diagram of the exploded structure of the motor in Embodiment 1 of this utility model.

[0028] Figure 5 This utility model Figure 4 Another perspective illustration.

[0029] Figure 6 This is a schematic diagram of the exploded structure of the motor in Embodiment 2 of this utility model.

[0030] Figure 7 This is a schematic diagram of the stator support and stator core structure of Embodiment 3 of this utility model.

[0031] Figure 8 This is a schematic diagram of the combined channel structure of Embodiment 3 of this utility model.

[0032] Figure 9 This is a schematic diagram of the air-cooled component structure of this utility model.

[0033] Figure 10 This is a schematic diagram of the motor of this utility model installed on the body of an electric vehicle.

[0034] In the diagram: 1-Rotor housing, 2-End cover, 3-Circulating cooling chamber, 4-Motor shaft, 5-Through pipe hole, 6-Air pump, 7-Air-cooled assembly, 8-Outlet pipe, 9-Inlet pipe, 10-Connecting pipe, 11-Signal line, 12-Heat exchanger, 13-Condenser, 14-Drier filter, 15-Sealing ring, 16-Stator bracket, 17-Stator core, 18-Permanent magnet pole, 19-Inner wall flange, 20-Protrusion, 21-Guide groove, 22-Temperature sensor, 23-Shaft hole, 24-Electric vehicle body, 25-Bearing, 26-External shaft, 27-Bottom clearance, 28-Serpentine flow channel, 29-Compressor, 30-Throttle expansion valve, 31-Cooling fan, 32-Outer shell, 33-Enclosed outer shell, 34-Semi-enclosed outer shell. Detailed Implementation

[0035] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0036] In the description of this utility model, it should be noted that the terms "upper end," "lower end," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0037] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "sleeved with," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0038] Example 1

[0039] Please see Figures 1 to 5 This utility model provides a technical solution:

[0040] A forced air-cooling heat dissipation device for a two-wheeled electric vehicle motor includes an end cover, a rotor housing, a circulation assembly, and an air-cooling assembly.

[0041] The end cover and rotor housing are fitted onto the motor shaft, and the end cover and rotor housing 1 are sealed together to form a circulating cooling chamber 3. The inner wall of the rotor housing 1 has permanent magnet poles 18.

[0042] The stator support 16 is installed in the middle of the motor shaft 4. The stator support 16 is located inside the rotor housing 1, and the stator support 16 is fitted with a stator core 17 with excitation winding (not shown in the figure).

[0043] The circulation component sends the gas in the circulating cooling chamber 3 to the air-cooling component 7 for cooling and then sends it back into the circulating cooling chamber 3 to form a gas circulation to dissipate heat from the opposite stator support 16 and stator core 17.

[0044] In this embodiment, during operation, the rotor housing 1 rotates relative to the motor shaft 4. The rotor housing 1 is used to mount the tire, while the motor shaft 4 is mounted to the rear fork of the frame. During rotation, the excitation winding heats up, causing the entire motor to heat up, especially during starting, uphill driving, and heavy load conditions. Therefore, heat dissipation is necessary to cool the motor and ensure its normal operation.

[0045] Specifically, the circulation assembly includes an air pump 6, an air inlet pipe 9, and an air outlet pipe 8. One end of the air inlet pipe 9 is connected to the air-cooling assembly 7, and one end of the air outlet pipe 8 is connected to the air pump 6. The motor shaft 4 has a through-hole 5 that communicates with the circulating cooling chamber 3. The other ends of the air inlet pipe 9 and the air outlet pipe 8 enter the circulating cooling chamber 3 through the through-hole 5.

[0046] Specifically, the circulation assembly also includes a connecting pipe 10, which is connected to the air pump 6 and the air-cooling assembly 7 respectively.

[0047] In this embodiment, as Figure 3As shown, by installing the end cover 2 and the rotor housing 1 together to form a sealed circulating cooling chamber 3, when the rotor housing 1 rotates, the stator core 17 and other components generate heat, causing the gas temperature in the circulating cooling chamber 3 to rise, which is detrimental to the operation of the motor. The circulating assembly draws the high-temperature gas in the circulating cooling chamber 3 into the air-cooling assembly 7 for cooling, and then recirculates it back into the circulating cooling chamber 3. This achieves a good heat dissipation effect. Since the high-temperature gas becomes cooling gas after being cooled and then blown into the circulating cooling chamber 3, the stator core 17 and its excitation winding can be directly and effectively cooled. Thus, the entire motor has a good heat dissipation effect. Even when the motor is running under heavy load, the cooling of the entire motor will prevent the resistance of the motor windings from increasing and the thermal attenuation from occurring. Moreover, because the gas can be blown into the air gap between the stator and rotor, the temperature of the motor windings is kept within a stable range, which prevents the magnetic field torque of the motor excitation windings from decreasing, thereby avoiding a reduction in motor efficiency and overall performance.

[0048] In this embodiment, the circulation component sends the heated gas from the circulating cooling chamber 3 through the air outlet pipe 8 and the connecting pipe 10 into the air-cooling component 7. After being cooled by the air-cooling component 7, the gas is then blown into the circulating cooling chamber 3 through the air inlet pipe 9, so that the gas circulates into the circulating cooling chamber 3 to form a circulating cooling and heat dissipation.

[0049] In this embodiment, the rotor housing 1 is semi-enclosed, and the rotor housing 1 and the end cover 2 are sealed and fixed together by a sealing ring 15. By adding a sealing ring 15 between the rotor housing 1 and the end cover 2, a better sealing effect can be achieved between the rotor housing 1 and the end cover 2, effectively preventing external water from entering the circulating cooling chamber 3 and avoiding damage to electrical components.

[0050] When the motor is running, as the rotor housing 1 rotates continuously, the excitation winding and the permanent magnet pole 18 continuously cooperate, thereby causing the temperature of the entire motor to rise. The temperature of the gas in the circulating cooling chamber 3 also rises. The circulating component uses the outlet pipe 8 to send the heated gas from the circulating cooling chamber 3 to the air-cooling component 7 through the connecting pipe 10. The air-cooling component 7 cools the high-temperature gas and then sends it back into the circulating cooling chamber 3 for further cooling.

[0051] like Figure 9 As shown, the air-cooled assembly 7 mainly includes a housing 32 and a compressor 29, a heat exchanger 12 and a condenser 13 installed inside the housing 32. The compressor 29 is connected to the heat exchanger 12 and the condenser 13 respectively. The heat exchanger 12 and the condenser 13 are connected by a dryer filter 14. The gas in the circulating cooling chamber 3 is cooled by the heat exchanger 12 and then sent back into the circulating cooling chamber 3.

[0052] Specifically, the housing 32 includes a closed housing 33 and a semi-closed housing 34, wherein the heat exchanger 12 is located inside the closed housing 33 (for better display, the heat exchanger 12 and its cooling fan 31 are represented by dashed lines), and the compressor 29, condenser 13 and dryer filter 14 are located inside the semi-closed housing 34.

[0053] In this embodiment, the air-cooled assembly 7 is a compression refrigeration system. The high-temperature, high-pressure gaseous refrigerant from the compressor 29 flows through the condenser 13 and the cooling fan 31 attached to the condenser 13, where it is cooled down to become a high-temperature, high-pressure liquid refrigerant. After passing through the dryer filter 14 to remove impurities and absorb moisture, it reaches the expansion valve 30 through a high-pressure pipe. After being ejected from the flow orifice of the expansion valve 30, it expands and vaporizes into a low-temperature, low-pressure gaseous refrigerant, which then returns to the compressor 29, and so on. The temperature of the refrigerant rapidly decreases after expanding through the expansion valve 30, causing the temperature of the heat exchanger 12 (also known as the evaporator) to drop. The gas blown out by the cooling fan 31 attached to the heat exchanger 12 is cooled after passing through the evaporator, and then sent into the circulating cooling chamber to lower the temperature inside the circulating cooling chamber, thereby achieving the cooling of the motor.

[0054] In this embodiment, the heat exchanger 12 is located inside the closed shell 33. When the compressor is working, the frost on the heat exchanger 12 can keep the temperature inside the closed shell 33 at a low temperature. When the outlet pipe 8 sends the gas that has absorbed heat and increased in temperature from the circulating cooling chamber 3 into the closed shell 33 through the connecting pipe 10 for cooling, the cooling fan 31 driven by the heat exchanger 12 blows it back into the circulating cooling chamber 3 through the inlet pipe 9 to achieve cooling.

[0055] The compressor 29, condenser 13, and dryer filter 14 are located within the semi-enclosed housing 34, which isolates the heat exchanger 12 from the condenser 13, preventing the heat emitted by the condenser 13 from affecting the heat exchanger 12. The semi-enclosed housing 34 has a grille to facilitate heat dissipation for the condenser 13, compressor 29, etc., during operation. Although the heat exchanger 12 is equipped with a cooling fan 31 to blow cool air into the intake pipe 9, the circulation assembly also includes an air pump 6 to assist in gas circulation in order to improve the gas circulation efficiency of the circulating cooling chamber 3.

[0056] In this embodiment, the compressor 29 can be powered by DC 9, 12, or 24V, and the power supply is provided by the electric vehicle's battery. The compressor 29, condenser 13, and heat exchanger 12 are all miniature in size. For example, the compressor 29 is a HIGHLY miniature DC compressor with model number BSWO14SKEW3GGA, and the heat exchanger 12 can be a plate heat exchanger, which is small in size and easy to integrate. All of these can be commercially available. Of course, other models can also be selected according to the actual use, but this embodiment will not be described in detail here.

[0057] In this embodiment, a temperature sensor 22 is fixed on the air intake pipe 9 located inside the circulating cooling chamber 3. The signal line 11 of the temperature sensor 22 is led out of the circulating cooling chamber 3 through the pipe hole 5. The temperature sensor 22 detects the temperature of the gas inside the circulating cooling chamber 3. When the temperature exceeds a preset value, the control unit (such as the controller of an electric vehicle) controls the air pump 6, compressor 29, and cooling fan 31 to work, pumping out the high-temperature gas 3 from the circulating cooling chamber and pumping in cooled gas, so as to achieve a better cooling effect for the motor.

[0058] In this embodiment, it should be noted that the air pump 6, compressor 29, and cooling fan 13 are connected to the control unit (such as the controller of an electric vehicle) via wires. Similarly, the temperature sensor 22 is also connected to the control unit via signal line 11. Power is supplied to the air pump 6, compressor 29, temperature sensor 22, and cooling fan 13 via the electric vehicle's battery after voltage reduction. The specifications, dimensions, and models of the air pump 6, temperature sensor 22, and cooling fan 13 can be flexibly selected according to actual needs, and will not be detailed here.

[0059] In this embodiment, solenoid valves can also be installed on the air inlet pipe 9 and the air outlet pipe 8. The solenoid valves are also connected to the control unit via wires. When the temperature in the circulating cooling chamber 3 does not exceed the preset value, the solenoid valve is in the closed state. When the temperature sensor 22 detects that the temperature in the circulating cooling chamber 3 exceeds the preset value, the control unit controls the solenoid valve to open, and at the same time controls the circulation component and the air-cooling component 7 to work.

[0060] In this embodiment, the intake pipe 9, the exhaust pipe 8, and the signal line 11 need to be sealed after passing through the pipe hole 5, such as by using a rubber plug or by using potting compound. Corrosion protection treatments can be applied to the end cover 2, rotor housing 1, stator core 17, and its excitation windings, such as by spraying an oil film as a protective layer.

[0061] In this embodiment, the inner wall flange 19 of the rotor housing 1 has a plurality of protrusions 20 along the circumferential direction. The protrusions 20 are located on the side away from the end cover 2, and the protrusions 20 have guide grooves 21.

[0062] The rotor housing 1 rotates relative to the motor shaft 4. An inner flange 19 is provided, with its inner diameter smaller than that of the rotor housing 1 and its top surface slightly protruding beyond the top surface of the permanent magnet pole 18. This not only facilitates the installation of the protrusion 20, but also, during rotation, the protrusion 20 directs the turbulent flow of cooling gas blown into the circulating cooling chamber 3 to the middle and upper parts of the stator core 17 and the excitation winding, thereby improving the motor's cooling effect. Because the protrusion 20 has a guide groove 21, while ensuring a certain amount of cooling gas is directed to the middle and upper parts of the stator core 17 and the excitation winding, it helps reduce the rotational resistance of the protrusion 20.

[0063] In this embodiment, the end cover 2 and the rotor housing 1 have shaft holes 23 for inserting the motor shaft 4. The motor shaft 4 and the shaft hole 23 are sealed by a rotary plug seal (existing technology, not shown in the figure). The rotary plug seal, also known as a shaft seal, is responsible for close contact with the motor shaft 4 to form a seal, which is intended to prevent external liquid from entering the circulating cooling chamber from the motor shaft 4 during operation, and also to prevent external contaminants from entering the circulating cooling chamber 3.

[0064] In this embodiment, one end of the air inlet pipe 9 extends upward and is close to the top of the stator core 17, and one end of the air outlet pipe 8 extends upward and is close to the bottom of the stator core 17. The air inlet pipe 9, being close to the top of the stator core 17, allows the cooling gas to dissipate heat from the stator core 17 and its excitation winding when it is reintroduced into the circulating cooling chamber 3. The air outlet pipe 8, being close to the bottom of the stator core 17, allows the cooling gas to dissipate heat from the stator core 17 and its excitation winding as much as possible.

[0065] Example 2

[0066] Please see Figure 6 This utility model provides a technical solution that is basically the same as that of Embodiment 1, with the following slight differences:

[0067] The end cap 2 has a shaft hole 23 for inserting the motor shaft 4. The rotor housing 1 has an integrated external shaft 26. The external shaft 26 has an internal shaft hole (not shown in the figure) for inserting the motor shaft 4. The end of the motor shaft 4 is fitted with a bearing 25. The bearing 25 is installed in the internal shaft hole. The motor shaft 4 and the shaft hole 23 are sealed by a rotary plug seal.

[0068] In this embodiment, only the end cover 2 has a shaft hole 23, while the rotor housing 1 has an external shaft 26. In this way, the motor shaft 4 is inserted into the bearing 25 of the inner shaft hole of the external shaft 26 through the shaft hole 23 on the end cover 2. The motor is then installed on the rear fork of the electric vehicle. Thus, the motor shaft 4 and the external shaft 26 can be installed on the rear fork. Since there is only one shaft hole 23 in this embodiment, compared with the method of installing the motor shaft 4 through two shaft holes 23 in embodiment 1, the installation step of a rotating plug seal is omitted, thus improving the sealing effect of the circulating cooling chamber 3.

[0069] Example 3

[0070] Please see Figures 7 to 8 This utility model provides a technical solution that is basically the same as that of Embodiment 1, with the following slight differences:

[0071] The inner ring of the stator core 17 has a combined channel, which includes a bottom gap 27 and a serpentine flow channel 28. The bottom gap 27 is distributed circumferentially along the upper end face of the inner ring of the stator core 17, and the serpentine flow channel 28 is distributed radially along the inner ring of the stator core 17 and communicates with the bottom gap 27.

[0072] The bottom gap 27 is arc-shaped, higher in the middle and lower at both ends. This design allows cooling gas, after being blown into the excitation winding, to flow out from the middle of the bottom gap 27 towards both ends. Simultaneously, a portion of the gas can also flow out through the serpentine flow channel 28, thus dissipating heat from the stator support 16. The serpentine flow channel 28 extends the outflow path, providing a cooling effect. This combined channel not only achieves heat dissipation but also reduces the overall weight of the motor while maintaining the mechanical strength of the electronic stator, facilitating motor weight reduction and protecting the permanent magnet poles 18 from demagnetization and the excitation winding from burnout.

[0073] like Figure 10 As shown, an electric vehicle includes an electric vehicle body 24 and the aforementioned forced air cooling device for a two-wheeled electric vehicle motor, wherein the forced air cooling device for the two-wheeled electric vehicle motor is mounted on the electric vehicle body 24. The specific structure of the forced air cooling device for the two-wheeled electric vehicle motor is as described in the above embodiments. Since this motor adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here.

[0074] This invention provides the motor with excellent low-temperature operating conditions. The key is to install the end cover 2 and the rotor housing 1 together to form a sealed circulating cooling chamber 3. After the gas in the circulating cooling chamber 3 is heated, it is pumped out by the circulation component, cooled by the air-cooling component 7, and then pumped back into the circulating cooling chamber 3 for air cooling. This enhances the function of gas circulation and heat dissipation. Circulating heat dissipation can carry the heat of the heat source components (mainly including the permanent magnet poles 18, stator core 17 and its excitation winding) out of the circulating cooling chamber 3, thereby reducing the failure rate of the motor, reducing the operating cost, increasing the service life, and enabling the motor to achieve optimal efficiency and performance.

[0075] This invention utilizes a circulation component and an air-cooling component 7 to actively cool and circulate heat to the motor, enabling uniform heat dissipation for the rotor housing 1, permanent magnet poles 18, stator core 17, and their excitation windings, thus preventing excessively high local temperatures and ensuring good cooling for the motor under any operating conditions.

[0076] The parts of this utility model not described are existing technologies.

[0077] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A forced air cooling heat sink for an electric motor of a two-wheeled electric vehicle, characterized in that, It comprises an end cover (2), a rotor casing (1), a circulating assembly and an air cooling assembly (7); The end cover (2) and the rotor casing (1) are sleeved on the motor shaft (4), and the end cover (2) and the rotor casing (1) are sealingly installed to form a circulating cooling chamber (3), and the inner wall of the rotor casing (1) is provided with permanent magnet magnetic poles (18); The middle part of the motor shaft (4) is sleeved with a stator support (16), the stator support (16) is located in the rotor casing (1), and the stator support (16) is sleeved with a stator core (17) provided with excitation windings; The circulating assembly sends the gas in the circulating cooling chamber (3) to the air cooling assembly (7) for cooling and re-sending into the circulating cooling chamber (3) to form gas circulation to cool the stator support (16) and the stator core (17).

2. The forced air cooling heat sink device for an electric motor of a two-wheeled electric vehicle according to claim 1, wherein The circulating assembly comprises a gas pump (6), an air inlet pipe (9) and an air outlet pipe (8), one end of the air inlet pipe (9) is connected with the air cooling assembly (7), one end of the air outlet pipe (8) is connected with the gas pump (6), the motor shaft (4) is provided with a through pipe hole (5) communicating with the circulating cooling chamber (3), and the other ends of the air inlet pipe (9) and the air outlet pipe (8) enter the circulating cooling chamber (3) through the through pipe hole (5).

3. The forced air cooling heat sink device of an electric motor of a two-wheeled electric vehicle as claimed in claim 1, wherein, The circulating assembly further comprises a connecting pipe (10) connected with the gas pump (6) and the air cooling assembly (7) respectively.

4. The forced air cooling heat sink device of an electric motor of a two-wheeled electric vehicle according to claim 1, wherein The air cooling assembly (7) comprises an outer shell (32), a compressor (29), a heat exchanger (12) and a condenser (13) installed in the outer shell (32), the compressor (29) is connected with the heat exchanger (12) and the condenser (13) respectively, the heat exchanger (12) and the condenser (13) are connected through a drying filter (14), and the gas in the circulating cooling chamber (3) is cooled through the heat exchanger (12) and re-sent into the circulating cooling chamber (3).

5. The forced air cooling heat sink device of an electric motor of a two-wheeled electric vehicle as claimed in claim 4, wherein, The outer shell (32) comprises a closed outer shell (33) and a semi-closed outer shell (34), the heat exchanger (12) is located in the closed outer shell (33), and the compressor (29), the condenser (13) and the drying filter (14) are located in the semi-closed outer shell (34).

6. The forced air cooling heat sink device of an electric motor of a two-wheeled electric vehicle as claimed in claim 2, wherein, One end of the air inlet pipe (9) extends upward and is close to the top position of the stator core (17), one end of the air outlet pipe (8) extends upward and is close to the bottom position of the stator core (17), the rotor casing (1) is in a semi-enclosed shape, and the rotor casing (1) and the end cover (2) are sealingly fixed through a sealing ring (15).

7. The forced air cooling heat sink device of an electric motor of a two-wheeled electric vehicle as claimed in claim 2, wherein, A temperature sensor (22) is fixed on the air inlet pipe (9) in the circulating cooling chamber (3), and a signal line (11) of the temperature sensor (22) is led out of the circulating cooling chamber (3) through the through pipe hole (5).

8. The forced air cooling heat sink device of an electric motor of a two-wheeled electric vehicle as claimed in claim 1, wherein, The inner wall flange (19) of the rotor casing (1) is provided with a plurality of protrusions (20) in the circumferential direction, the protrusions (20) are located away from the end cover (2), and the protrusions (20) are provided with flow guide grooves (21).

9. The forced air cooling heat sink device of an electric motor of a two-wheeled electric vehicle as claimed in claim 1, wherein, The end cover (2) has a shaft hole (23) for inserting the motor shaft (4), and the motor shaft (4) and the shaft hole (23) are sealed by a rotary packing seal.

10. The forced air cooling heat sink device of an electric motor of a two-wheeled electric vehicle as claimed in claim 1, wherein, The end cover (2) has a shaft hole (23) for inserting the motor shaft (4), and the rotor casing (1) has an integrated external shaft (26), the external shaft (26) has an internal insertion shaft hole for inserting the motor shaft (4), the end of the motor shaft (4) is sleeved with a bearing (25), the bearing (25) is installed in the internal insertion shaft hole, and the motor shaft (4) and the shaft hole (23) are sealed by a rotary packing seal.

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