Motor for vehicle, power assembly and vehicle

Abstract

The utility model relates to the technical field of automobiles, and discloses a motor used for a vehicle, a power assembly and the vehicle, the motor comprises a motor shell, a first stator assembly and a second stator assembly, the motor shell comprises a shell body, a first assembling cylinder and a second assembling cylinder, the shell body defines a containing space, and the first stator assembly and the second stator assembly are arranged in the containing space; the first assembly cylinder and the second assembly cylinder are arranged in the accommodating space; the first stator assembly is arranged on the first assembly cylinder, and the second stator assembly is arranged on the second assembly cylinder; wherein the first stator assembly comprises a first stator iron core, the second stator assembly comprises a second stator iron core, the first stator iron core is provided with a first end and a second end in the axial direction of the first stator assembly, the first end extends into the first assembly cylinder and is provided with a first positioning groove, and the second end extends into the second assembly cylinder and is provided with a second positioning groove in the axial direction of the second stator assembly. The second stator iron core is provided with a third end and a fourth end, the third end extends into the second assembling cylinder, and the third end is provided with a second positioning groove. According to the motor, the assembling convenience is improved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to an electric motor, powertrain, and vehicle for use in a vehicle. Background Technology

[0002] With the rapid development of new energy vehicles, the traditional spray-type oil-cooled motor solution can no longer meet the cooling requirements of motor performance. Currently, the highest speed of the motor in the three-in-one transmission can reach 21,000 rpm+. For hybrid dual-motor integrated transmissions, different motors need to be installed.

[0003] Currently, the positioning slots of the stators of various motors in the production line are not in the same position. This situation requires readjustment of the tooling, which affects the process cycle time. Therefore, how to improve the efficiency of the production line has become an urgent technical problem to be solved. Utility Model Content

[0004] This application provides an electric motor, powertrain, and vehicle for use in a vehicle. The electric motor of this application improves assembly convenience and helps to improve assembly efficiency.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include:

[0006] In a first aspect, embodiments of this application provide a motor for a vehicle, including a motor housing, a first stator assembly, and a second stator assembly. The motor housing includes a housing body and a first assembly cylinder and a second assembly cylinder, the housing body defining an accommodating space, and the first and second assembly cylinders disposed within the accommodating space. The first stator assembly is disposed in the first assembly cylinder, and the second stator assembly is disposed in the second assembly cylinder. The first stator assembly includes a first stator core, and the second stator assembly includes a second stator core. Along the axial direction of the first stator assembly, the first stator core has a first end and a second end. The first end extends into the first assembly cylinder and is provided with a first positioning groove. Along the axial direction of the second stator assembly, the second stator core has a third end and a fourth end. The third end extends into the second assembly cylinder and is provided with a second positioning groove.

[0007] The vehicle motor proposed in this application embodiment has a first positioning groove at the second end of the first stator core along the axial direction and a second positioning groove at the fourth end of the second stator core along the axial direction. The positioning grooves can provide precise positioning for the stator assembly during the motor assembly process, making the motor assembly process more convenient, helping to improve assembly efficiency and assembly convenience.

[0008] Optionally, there are multiple first positioning slots, which are spaced apart along the circumference of the first stator assembly.

[0009] There are multiple second positioning slots, which are spaced apart along the circumference of the second stator assembly.

[0010] In the above scheme, multiple first positioning slots are spaced apart along the circumference of the first stator assembly, and multiple second positioning slots are spaced apart along the circumference of the second stator assembly. This allows the stator assembly to be positioned at multiple circumferential positions, which helps to improve assembly accuracy. The presence of multiple positioning slots can provide more positioning reference points for assembly, which helps to improve the assembly accuracy of the stator assembly.

[0011] Optionally, along the axial direction of the first stator assembly, the first stator core includes a plurality of stacked first silicon steel sheets, and the size of the first positioning groove is not greater than the size of the first silicon steel sheets;

[0012] Along the axial direction of the second stator assembly, the second stator core includes a plurality of stacked second silicon steel sheets, and the size of the second positioning groove is not greater than the size of the second silicon steel sheets.

[0013] In the above scheme, the first stator core and the second stator core are respectively composed of multiple stacked first silicon steel sheets and second silicon steel sheets, and the size of the positioning groove is no larger than the size of the silicon steel sheet. This design can ensure that the structural strength of the stator core is not excessively weakened when processing the positioning groove, and at the same time reduce the oil retention phenomenon during oil cooling, thereby ensuring the normal circulation of the oil cooling system.

[0014] Optionally, along the axial direction of the first stator assembly, the size of the first positioning groove is no greater than 50% of the size of the first silicon steel sheet, and along the axial direction of the second stator assembly, the size of the second positioning groove is no greater than 50% of the size of the second silicon steel sheet.

[0015] In the above scheme, the size of the first and second positioning grooves is limited to less than 50% of the size of the corresponding silicon steel sheet, which further ensures the structural integrity of the stator core. This allows the oil to flow more smoothly through the stator core, preventing turbulence or local stagnation caused by larger positioning grooves. This ensures that the oil can cover the entire stator core more evenly, carrying away more heat and further improving the oil cooling effect. It also avoids affecting the motor performance due to local overheating and improves the working efficiency of the oil cooling system.

[0016] Optionally, the inner wall of the first assembly cylinder is provided with a first anti-rotation groove, and the first stator core is provided with a first anti-rotation protrusion that cooperates with the first anti-rotation groove;

[0017] The inner wall of the second assembly cylinder is provided with a second anti-rotation groove, and the second stator core is provided with a second anti-rotation protrusion that cooperates with the second anti-rotation groove.

[0018] In the above scheme, the inner wall of the first assembly cylinder is provided with a first anti-rotation groove, and the first stator core is provided with a first anti-rotation protrusion that cooperates with it. The second assembly cylinder and the second stator core are similar. This anti-rotation structure can serve as a precise positioning and assembly mark during the assembly process, helping the assembly personnel to accurately install the stator assembly into the assembly cylinder.

[0019] Optionally, along the axial direction of the first assembly cylinder, the first assembly cylinder has a first fixed end and a first free end. The first fixed end is fixed to the shell body. The first anti-rotation groove includes a first section near the first free end. In the direction from the first free end to the first fixed end, the size of the first section in the radial direction of the first assembly cylinder decreases.

[0020] Along the axial direction of the second assembly cylinder, the second assembly cylinder has a second fixed end and a second free end. The second fixed end is fixed to the shell body. The second anti-rotation groove includes a second section near the second free end. In the direction from the second free end to the second fixed end, the size of the second section in the radial direction of the second assembly cylinder decreases.

[0021] In the above scheme, since the first segment of the first anti-rotation groove near the first free end gradually decreases in radial dimension from the first free end towards the first fixed end, and the second anti-rotation groove follows the same principle, the first and second anti-rotation protrusions can more easily slide into their corresponding anti-rotation grooves when assembling the first stator core and the second stator core. At the beginning of assembly, a larger opening size allows the anti-rotation protrusions to be more easily aligned and inserted into the anti-rotation grooves. As assembly progresses, the anti-rotation protrusions gradually move along the gradually decreasing anti-rotation grooves, thus reducing obstacles during assembly, lowering assembly difficulty, and improving assembly efficiency.

[0022] Optionally, the motor further includes a first pressure plate, which is fixed to the housing body by a first fastener and is adapted to press against the second end;

[0023] The motor also includes a second pressure plate, which is fixed to the housing body by a second fastener and is adapted to press against the fourth end.

[0024] In the above scheme, the first pressure plate is fixed to the shell body by the first fastener and presses against the second end of the first stator core, and the second pressure plate is fixed to the shell body by the second fastener and presses against the fourth end of the second stator core. This design can effectively apply axial pressure to the first stator assembly and the second stator core, firmly fixing them in their respective assembly cylinders. This helps to prevent the stator assembly from axially moving during motor operation, ensuring the stability of the stator assembly in the axial position, and avoiding adverse effects on motor performance and internal structure caused by axial displacement.

[0025] Optionally, there are multiple first pressure plates, and a first oil hole is provided on the shell body. The distance between the first pressure plate closest to the first oil hole and the first oil hole is not less than 0.15mm.

[0026] There are multiple second pressure plates, and the distance between the second pressure plate closest to the first oil hole and the first oil hole is not less than 0.15mm.

[0027] In the above scheme, the first oil hole is used for the flow of oil in the centripetal oil cooling system. The first and second pressure plates closest to the first oil hole maintain a distance of not less than 0.15mm from the oil hole, which can ensure that the oil can pass through the oil hole smoothly and reduce the chance of the pressure plate blocking the oil hole and affecting the cooling effect.

[0028] Secondly, embodiments of this application provide a powertrain, including:

[0029] The motor described in any of the above embodiments;

[0030] A transmission, including a transmission housing, wherein at least a portion of the transmission housing and at least a portion of the motor housing are integrally formed.

[0031] The powertrain proposed in this application improves assembly efficiency due to the presence of the motor described in any of the above embodiments.

[0032] Thirdly, embodiments of this application provide a vehicle including the motor described in any of the above embodiments or the powertrain described in the above embodiments.

[0033] The vehicle proposed in this application embodiment is easier to assemble because it has the motor or powertrain described in any of the above embodiments. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application;

[0036] Figure 2 This is a schematic diagram of the structure of the first stator assembly in an embodiment of this application;

[0037] Figure 3 This is a schematic diagram of the structure of the second stator assembly in an embodiment of this application;

[0038] Figure 4 This is a schematic diagram of the shell structure in an embodiment of this application.

[0039] [Explanation of Labels in the Attached Image]

[0040] 100: Motor housing; 110: Housing body; 111: Accommodation space;

[0041] 120: First assembly cylinder; 121: First anti-rotation groove; 121a: First section; 122: First fixed end; 123: First free end;

[0042] 130: Second assembly cylinder; 131: Second anti-rotation groove; 131a: Second section; 132: Second fixed end; 133: Second free end;

[0043] 200: First stator assembly; 210: First stator core; 211: First end; 212: Second end; 213: First positioning groove; 215: First anti-rotation protrusion;

[0044] 300: Second stator assembly; 310: Second stator core; 311: Third end; 312: Fourth end; 313: Second positioning groove; 315: Second anti-rotation protrusion;

[0045] 400: First pressure plate; 410: First fastener;

[0046] 500: Second pressure plate; 510: Second fastener;

[0047] 600: First oil hole. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0049] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0050] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0051] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0052] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0053] In this application, "multiple" refers to two or more (including two), and similarly, "multiple groups" refers to two or more (including two), and "multiple pieces" refers to two or more (including two).

[0054] With the rapid development of new energy vehicles, traditional spray-type oil-cooled motor solutions can no longer meet the cooling requirements of motor performance. Currently, the highest speed of the motor in a three-in-one transmission can reach 21,000 rpm+. In order to solve the heat generation problem of high-speed motors, without affecting the overall vehicle layout, the motor's cooling system is highly integrated. A new pin column structure is created by utilizing the surface features of the housing and motor stator to improve heat dissipation. However, for hybrid dual-motor integrated transmissions, the following drawbacks exist:

[0055] Product positioning: Commonly used hybrid dual-motor integrated transmissions mostly use lifting lug bolts for fixing and spray pipe cooling, and are often used in hybrid models priced below 100,000 yuan. Dual-motor heat-shrink hybrid transmissions are not common in the market. This technology is often used in high-end models, which are expensive and not friendly to ordinary consumers.

[0056] Assembly process: Currently, high-speed radial oil-cooled motors are mostly assembled in simple housing structures. For complex integrated gearboxes, if the design is based on the large interference fit of the three-in-one gearbox heat fitting, the heating time of the housing is long. After assembly into the housing, it will affect the accuracy of the positioning structure or even cause the housing to crack.

[0057] Positioning reference: The positioning of the motor stator and the housing is mostly achieved through corresponding tooling, and rarely by utilizing the structure of the motor itself.

[0058] High-speed motors are generally accompanied by high power, high torque, high temperature, and high impact. The stator is easily affected by the combination of these factors, which can cause relative sliding with the housing. The axial direction is basically not fixed. After the gears are subjected to axial impact, the motor stator will move axially, affecting the overall NVH performance.

[0059] The current DFM production line needs to achieve shared tooling for the stators of motors on various platforms. However, the positioning slots of the stators of each motor are not in the same position. This situation requires readjustment of the tooling, which affects the process cycle time.

[0060] In view of this, in order to improve the assembly efficiency of the motor, this application proposes a motor for vehicles, please refer to... Figure 1 , Figure 2 and Figure 3 It includes a motor housing 100, a first stator assembly 200, and a second stator assembly 300:

[0061] The motor housing 100 includes a housing body 110 and a first assembly cylinder 120 and a second assembly cylinder 130. The housing body 110 defines an accommodating space 111, and the first assembly cylinder 120 and the second assembly cylinder 130 are disposed within the accommodating space 111. It can be understood that the housing body 110 in the motor housing 100 defines the accommodating space 111, and the first assembly cylinder 120 and the second assembly cylinder 130 are disposed within this accommodating space 111, which can effectively utilize the internal space of the motor and make the overall layout of the motor more compact.

[0062] The first stator assembly 200 is disposed in the first assembly cylinder 120, and the second stator assembly 300 is disposed in the second assembly cylinder 130. It can be understood that by installing the first stator assembly 200 and the second stator assembly 300 in two assembly cylinders respectively, the mutual interference between the two stator assemblies in space is avoided, which is conducive to arranging more functional components within the limited motor housing 100.

[0063] The first stator assembly 200 includes a first stator core 210, and the second stator assembly 300 includes a second stator core 310. Along the axial direction of the first stator assembly 200, the first stator core 210 has a first end 211 and a second end 212. The first end 211 extends into the first assembly cylinder 120 and is provided with a first positioning groove 213. Along the axial direction of the second stator assembly 300, the second stator core 310 has a third end 311 and a fourth end 312. The third end 311 extends into the second assembly cylinder 130 and is provided with a second positioning groove 313.

[0064] In the above scheme, the first stator core 210 is provided with a first positioning groove 213 at the second end 212 along the axial direction, and the second stator core 310 is provided with a second positioning groove 313 at the fourth end 312 along the axial direction. The positioning grooves can provide precise positioning for the stator assembly during the motor assembly process, making the motor assembly process more convenient and helping to improve assembly efficiency.

[0065] Furthermore, when assembling with other components (such as rotor assemblies), the stator assembly can be positioned using locating slots to ensure its accuracy. Inaccurate positioning of the stator assembly can lead to uneven air gaps, which in turn increases motor losses and reduces motor output performance. Therefore, precise positioning helps ensure the uniformity of the internal magnetic field of the motor and improves motor reliability.

[0066] Furthermore, since the first stator core 210 is provided with a first positioning groove 213 at its first end 211 along the axial direction and the second stator core 310 is provided with a second positioning groove 313 at its third end 311 along the axial direction, the stator can be positioned by the above positioning grooves when assembled with different housings, which further improves the assembly efficiency.

[0067] As an example, the first stator core 210 is wound with a first winding, the first winding having a first winding end corresponding to the second end 212 along the axial direction of the first stator core 210, and the first winding end is provided with a first copper busbar.

[0068] The second stator core 310 is wound with a second winding, which has a second winding end corresponding to the fourth end 312 along the axial direction of the second stator core 310, and a second copper busbar is provided at the second winding end.

[0069] In other words, the positioning slots located at the first end 211 and the third end 311 reduce interference with their respective copper busbars when used in conjunction with other devices for positioning.

[0070] As an example, a copper busbar, also known as a copper busbar or copper busbar, is a long conductor made of copper with a rectangular or chamfered (rounded) rectangular cross-section (rounded copper busbars are now generally used to avoid tip discharge). It serves to transmit current and connect electrical equipment in a circuit.

[0071] Furthermore, the first end 211 of the first stator core 210 extends into the first assembly cylinder 120, and the third end 311 of the second stator core 310 extends into the second assembly cylinder 130. This embedded structural design increases the contact area between the stator assembly and the motor housing 100, making the stator assembly more stable during motor operation. When the motor is subjected to vibration or external impact, the stator assembly can better maintain its installation position, reducing the risk of motor failure due to stator assembly displacement and improving the reliability of motor operation.

[0072] In other embodiments, there are multiple first positioning slots 213, such as two, which are spaced apart along the circumference of the first stator assembly 200.

[0073] There are multiple second positioning slots 313, arranged along the circumference of the second stator assembly 300, for example, two or more second positioning slots 313 are arranged at intervals.

[0074] In the above scheme, multiple first positioning slots 213 are spaced apart along the circumference of the first stator assembly 200, and multiple second positioning slots 313 are spaced apart along the circumference of the second stator assembly 300. This allows the stator assembly to be positioned at multiple circumferential positions, which helps to improve assembly accuracy. The presence of multiple positioning slots can provide more positioning reference points for assembly, which helps to improve the assembly accuracy of the stator assembly and other components (such as positioning fixtures).

[0075] During assembly, by cooperating with the positioning structures on the corresponding components, the positioning slots at different positions can ensure the accurate relative position of the stator assembly with other components from multiple angles.

[0076] In addition, multiple circumferentially spaced positioning slots can compensate for machining and assembly errors to a certain extent. When there is a slight deviation in the fit of a certain positioning slot, other positioning slots can still play a certain role in auxiliary positioning and stabilization, reducing the adverse effects of local positioning problems on the entire motor system, extending the service life of the motor, and improving the reliability of the motor under different operating conditions.

[0077] As an example, please refer to Figure 2 and Figure 3The first positioning groove 213 can be one, and the second positioning groove 313 can also be one. This application does not limit this. When there is only one first positioning groove 213, the position of the first stator assembly 200 is positioned only by the first positioning groove 213. On the one hand, this ensures the positioning accuracy of the first stator assembly 200 and reduces the probability of inaccurate positioning caused by the mutual influence of the tolerances of multiple positioning grooves. On the other hand, it reduces the probability of oil accumulation and improves the reliability of the first stator assembly 200.

[0078] When there is only one second positioning slot 313, the effect is the same as when there is only one first positioning slot 213, which will not be described again in this application.

[0079] In other embodiments, along the axial direction of the first stator assembly 200, the first stator core 210 includes a plurality of stacked first silicon steel sheets, and the size of the first positioning groove 213 is not greater than the size of the first silicon steel sheets;

[0080] Along the axial direction of the second stator assembly 300, the second stator core 310 includes a plurality of stacked second silicon steel sheets, and the size of the second positioning groove 313 is not greater than the size of the second silicon steel sheets.

[0081] In the above scheme, the first stator core 210 and the second stator core 310 are respectively composed of multiple stacked first silicon steel sheets and second silicon steel sheets, and the size of the positioning groove is no larger than the size of the silicon steel sheet. This design can ensure that the structural strength of the stator core is not excessively weakened when processing the positioning groove, and at the same time reduce the oil retention phenomenon during oil cooling, thereby ensuring the normal circulation of the oil cooling system.

[0082] If the positioning slot is too large, it will reduce the effective bearing area of ​​the silicon steel sheet, decreasing the stator core's ability to withstand electromagnetic and mechanical forces, potentially leading to stator core deformation or damage. This design ensures that the stator core maintains sufficient structural strength during normal operation, enabling it to stably withstand electromagnetic and centrifugal forces generated during motor operation, thus guaranteeing the normal operation of the motor.

[0083] Furthermore, the size of the positioning slot is no larger than the size of the silicon steel sheet, ensuring the integrity of the silicon steel sheet and resulting in a more uniform and stable magnetic field distribution. If the positioning slot is too large, it will alter the shape and distribution of the silicon steel sheet, thus affecting the magnetic circuit and potentially causing localized distortion of the magnetic field, increasing magnetic reluctance, and reducing the motor's electromagnetic conversion efficiency. This design maximizes the generation of a stable magnetic field by the stator core during motor operation, improving the motor's efficiency and performance.

[0084] In other embodiments, the size of the first positioning groove 213 along the axial direction of the first stator assembly 200 is no greater than 50% of the size of the first silicon steel sheet, and the size of the second positioning groove 313 along the axial direction of the second stator assembly 300 is no greater than 50% of the size of the second silicon steel sheet.

[0085] In the above scheme, the size of the first positioning groove 213 and the second positioning groove 313 is limited to less than 50% of the size of the corresponding silicon steel sheet, which further ensures the structural integrity of the stator core. This allows the oil to flow more smoothly through the stator core, preventing turbulence or local stagnation caused by the large positioning groove. This ensures that the oil can cover the entire stator core more evenly, carrying away more heat and further improving the oil cooling effect. It also avoids affecting the motor performance due to local overheating and improves the working efficiency of the oil cooling system.

[0086] As the size of the positioning slot is further reduced, the impact on the silicon steel sheet is smaller, which can better maintain the original magnetic circuit distribution of the silicon steel sheet. The smaller positioning slot will not cause significant interference to the magnetic field conduction path of the silicon steel sheet, reducing the increase in magnetic resistance. This helps to maintain the uniformity and stability of the magnetic field inside the motor, improve the electromagnetic conversion efficiency of the motor, and enable the motor to output more stable electromagnetic torque during operation, thereby improving the performance and efficiency of the motor.

[0087] In other embodiments, please refer to Figure 2 , Figure 3 and Figure 4 The inner wall of the first assembly cylinder 120 is provided with a first anti-rotation groove 121, and the first stator core 210 is provided with a first anti-rotation protrusion 215 that cooperates with the first anti-rotation groove 121.

[0088] The inner wall of the second assembly cylinder 130 is provided with a second anti-rotation groove 131, and the second stator core 310 is provided with a second anti-rotation protrusion 315 that cooperates with the second anti-rotation groove 131.

[0089] In the above scheme, the inner wall of the first assembly cylinder 120 is provided with a first anti-rotation groove 121, and the first stator core 210 is provided with a first anti-rotation protrusion 215 that cooperates with it. The second assembly cylinder 130 and the second stator core 310 are similar. This anti-rotation structure can serve as a precise positioning and assembly mark during the assembly process, helping the assembly personnel to accurately install the stator assembly into the assembly cylinder.

[0090] During assembly, the positioning and installation of the stator assembly can be completed quickly and accurately through the cooperation of the first anti-rotation protrusion 215 with the first anti-rotation groove 121 and the second anti-rotation protrusion 315 with the second anti-rotation groove 131, thereby improving the accuracy and efficiency of assembly, reducing the difficulty of assembly, and reducing the decline in motor performance caused by assembly errors.

[0091] In addition, this design can effectively prevent the first stator assembly 200 and the second stator assembly 300 from rotating relative to each other during motor operation, reducing the risk of vibration. Preventing the rotation of the stator assembly can avoid friction and collision between components caused by rotation, and reduce additional wear and damage caused by rotation.

[0092] For example, it prevents friction between the stator core and the inner wall of the assembly cylinder, avoids damage to components, extends the service life of the motor, ensures the integrity of the internal structure of the motor, reduces the risk of motor failure caused by component rotation, improves the reliability of the motor, and enables it to operate stably under various working conditions.

[0093] In other embodiments, please refer to Figure 4 Along the axial direction of the first assembly cylinder 120, the first assembly cylinder 120 has a first fixed end 122 and a first free end 123. The first fixed end 122 is fixed to the shell body 110. The first anti-rotation groove 121 includes a first segment 121a near the first free end 123. From the first free end 123 to the first fixed end 122, the size of the first segment 121a in the radial direction of the first assembly cylinder 120 decreases.

[0094] Along the axial direction of the second assembly cylinder 130, the second assembly cylinder 130 has a second fixed end 132 and a second free end 133. The second fixed end 132 is fixed to the shell body 110. The second anti-rotation groove 131 includes a second segment 131a near the second free end 133. In the direction from the second free end 133 to the second fixed end 132, the size of the second segment 131a decreases in the radial direction of the second assembly cylinder 130.

[0095] In the above scheme, since the first segment 121a of the first anti-rotation groove 121 near the first free end 123 gradually decreases in radial dimension from the first free end 123 towards the first fixed end 122, the same applies to the second anti-rotation groove 131. Therefore, when assembling the first stator core 210 and the second stator core 310, the first anti-rotation protrusion 215 and the second anti-rotation protrusion 315 can more easily slide into their respective anti-rotation grooves. At the beginning of assembly, a larger opening size allows the anti-rotation protrusions to be more easily aligned and enter the anti-rotation grooves. As assembly progresses, the anti-rotation protrusions gradually move along the gradually decreasing anti-rotation grooves, thus reducing obstacles during assembly, lowering assembly difficulty, and improving assembly efficiency.

[0096] Furthermore, this gradually decreasing anti-rotation groove design ensures a tighter fit between the anti-rotation protrusion and the groove after the first stator core 210 and the second stator core 310 are fully assembled. This tight fit effectively prevents axial and radial displacement of the stator assembly during motor operation, enhances the positioning and fixing effect of the stator assembly within the assembly cylinder, ensures the positional stability of the stator assembly, and guarantees the normal operation of the motor.

[0097] In other embodiments, please refer to Figure 1 The motor also includes a first pressure plate 400, which is fixed to the housing body 110 by a first fastener 410. The first pressure plate 400 is adapted to press against the second end 212.

[0098] The motor also includes a second pressure plate 500, which is fixed to the housing body 110 by a second fastener 510. The second pressure plate 500 is adapted to press against the fourth end 312.

[0099] In the above scheme, the first pressure plate 400 is fixed to the shell body 110 by the first fastener 410 and presses against the second end 212 of the first stator core 210. The second pressure plate 500 is fixed to the shell body 110 by the second fastener 510 and presses against the fourth end 312 of the second stator core 310. This design can effectively apply axial pressure to the first stator assembly 200 and the second stator core 310, and firmly fix them in their respective assembly cylinders. This helps to prevent the stator assembly from axially moving during motor operation, ensures the stability of the stator assembly in the axial position, and avoids adverse effects on motor performance and internal structure caused by axial displacement.

[0100] Furthermore, the first pressure plate 400 and the second pressure plate 500 tightly connect the stator assembly to the housing body 110, enhancing the overall integrity of the motor's internal structure. This allows the internal structure to withstand vibrations, impacts, or other external forces as a whole, reducing the risk of damage due to loosening of local components, improving the motor's reliability under different operating conditions, and ensuring long-term stable operation of the motor.

[0101] In a specific embodiment, the first pressure plate 400 and the second pressure plate 500 can effectively control the axial movement of the stator within 0.1mm, meet the minimum axial deviation of the stator and rotor, ensure that the stator and rotor are fully aligned, reduce NVH problems caused by misalignment, and improve the user experience.

[0102] In other embodiments, please refer to Figure 1There are multiple first pressure plates 400, and a first oil hole 600 is provided on the shell body 110. The distance between the first pressure plate 400 closest to the first oil hole 600 and the first oil hole 600 is not less than 0.15mm.

[0103] There are multiple second pressure plates 500, and the distance between the second pressure plate 500 closest to the first oil hole 600 and the first oil hole 600 is not less than 0.15mm.

[0104] In the above scheme, the first oil hole 600 is used for the flow of oil in the centripetal oil cooling system. The first pressure plate 400 and the second pressure plate 500, which are closest to the first oil hole 600, maintain a distance of not less than 0.15mm from the oil hole. This can ensure that the oil can pass through the oil hole smoothly and reduce the probability of the pressure plate blocking the oil hole and affecting the cooling effect.

[0105] Meanwhile, the above settings help maintain normal oil flow in the oil cooling system, ensure that the oil can effectively reach the parts that need cooling, improve cooling efficiency, prevent the motor from overheating due to insufficient cooling, and ensure that the motor can effectively dissipate heat during operation.

[0106] Furthermore, this distance setting prevents oil leakage from the gap between the pressure plate and the oil hole due to excessive proximity. If the pressure plate and the oil hole are too close, oil may seep out from the tiny gap under pressure during motor operation, affecting the sealing of the oil cooling system and the effective utilization of the oil.

[0107] A distance of not less than 0.15mm provides sufficient space for oil flow while ensuring the sealing performance of the oil cooling system, allowing the oil to circulate within the designed oil cooling channels and improving the reliability of the oil cooling system.

[0108] Secondly, embodiments of this application provide a powertrain, including:

[0109] The motor described in any of the above embodiments;

[0110] A transmission, including a transmission housing, at least a portion of which is integrally formed with at least a portion of the motor housing 100.

[0111] The powertrain proposed in this application improves assembly efficiency due to the presence of the motor described in any of the above embodiments.

[0112] Thirdly, embodiments of this application provide a vehicle including the motor described in any of the above embodiments or the powertrain described in the above embodiments.

[0113] The vehicle proposed in this application embodiment is easier to assemble because it has the motor or powertrain described in any of the above embodiments.

[0114] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0115] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0116] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0117] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An electric motor for a vehicle, characterized in that, include: The motor housing includes a housing body and a first assembly cylinder and a second assembly cylinder, wherein the housing body defines an accommodating space, and the first assembly cylinder and the second assembly cylinder are disposed within the accommodating space; A first stator assembly and a second stator assembly, wherein the first stator assembly is disposed on the first assembly cylinder and the second stator assembly is disposed on the second assembly cylinder; The first stator assembly includes a first stator core, and the second stator assembly includes a second stator core. Along the axial direction of the first stator assembly, the first stator core has a first end and a second end. The first end extends into the first assembly cylinder and is provided with a first positioning groove. Along the axial direction of the second stator assembly, the second stator core has a third end and a fourth end. The third end extends into the second assembly cylinder and is provided with a second positioning groove.

2. The motor according to claim 1, characterized in that, There are multiple first positioning slots, which are spaced apart along the circumference of the first stator assembly. There are multiple second positioning slots, which are spaced apart along the circumference of the second stator assembly.

3. The motor according to claim 1 or 2, characterized in that, Along the axial direction of the first stator assembly, the first stator core includes a plurality of stacked first silicon steel sheets, and the size of the first positioning groove is not greater than the size of the first silicon steel sheets; Along the axial direction of the second stator assembly, the second stator core includes a plurality of stacked second silicon steel sheets, and the size of the second positioning groove is not greater than the size of the second silicon steel sheets.

4. The motor according to claim 3, characterized in that, Along the axial direction of the first stator assembly, the size of the first positioning groove is no greater than 50% of the size of the first silicon steel sheet, and along the axial direction of the second stator assembly, the size of the second positioning groove is no greater than 50% of the size of the second silicon steel sheet.

5. The motor according to claim 1, characterized in that, The inner wall of the first assembly cylinder is provided with a first anti-rotation groove, and the first stator core is provided with a first anti-rotation protrusion that cooperates with the first anti-rotation groove. The inner wall of the second assembly cylinder is provided with a second anti-rotation groove, and the second stator core is provided with a second anti-rotation protrusion that cooperates with the second anti-rotation groove.

6. The motor according to claim 5, characterized in that, Along the axial direction of the first assembly cylinder, the first assembly cylinder has a first fixed end and a first free end. The first fixed end is fixed to the shell body. The first anti-rotation groove includes a first section near the first free end. From the first free end to the first fixed end, the size of the first section in the radial direction of the first assembly cylinder decreases. Along the axial direction of the second assembly cylinder, the second assembly cylinder has a second fixed end and a second free end. The second fixed end is fixed to the shell body. The second anti-rotation groove includes a second section near the second free end. From the second free end to the second fixed end, the size of the second section decreases in the radial direction of the second assembly cylinder.

7. The motor according to claim 1, characterized in that, The motor further includes a first pressure plate, which is fixed to the housing body by a first fastener, and the first pressure plate is adapted to press against the second end; The motor also includes a second pressure plate, which is fixed to the housing body by a second fastener, and the second pressure plate is adapted to press against the fourth end.

8. The motor according to claim 7, characterized in that, There are multiple first pressure plates, and the shell body is provided with a first oil hole. The distance between the first pressure plate closest to the first oil hole and the first oil hole is not less than 0.15mm. There are multiple second pressure plates, and the distance between the second pressure plate closest to the first oil hole and the first oil hole is not less than 0.15mm.

9. A powertrain, characterized in that, include: The motor according to any one of claims 1-8; A transmission, including a transmission housing, wherein at least a portion of the transmission housing and at least a portion of the motor housing are integrally formed.

10. A vehicle, characterized in that, Includes the motor according to any one of claims 1-8 or the powertrain according to claim 9.

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