Liquid cooling heat dissipation device for motor of two-wheeled electric vehicle

Abstract

The utility model discloses a liquid cooling heat dissipation device used for a two-wheeled electric vehicle motor. The liquid cooling heat dissipation device comprises an end cover, a rotor casing and a circulation 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 used for storing cooling liquid, the middle of the motor shaft is sleeved with a stator support, and the stator support is sleeved with a stator iron core with an excitation winding; the circulating assembly comprises a liquid inlet pipe used for filling cooling liquid into the circulating cooling chamber and a liquid outlet pipe used for discharging the heated cooling liquid. And the liquid inlet pipe and the liquid outlet pipe enter the circulating cooling chamber through the wire passing holes. According to the utility model, the circulation assembly and the heat dissipation part form a cooling circulation loop to realize active circulation cooling of the motor, so that the rotor casing, the permanent magnet poles, the stator core and the excitation winding can uniformly dissipate heat, the local temperature of the rotor casing, the permanent magnet poles, the stator core and the excitation winding is prevented from being too high, and 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 to a liquid cooling heat dissipation 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, uphill, or heavy load conditions, the motor is prone to overheating and may even burn out, seriously affecting its normal operation. Therefore, appropriate measures should be taken to cool down the motor.

[0003] Currently, liquid-cooled hub motors are widely used in electric vehicles due to their superior heat dissipation. However, with increasing user demand for high-power electric vehicles, the liquid-cooled hub motors in existing high-power electric vehicles heat up relatively quickly. This is especially true when the electric vehicle is climbing steep inclines, where the motor speed is low and the load is high, causing the stator temperature to rise sharply. If the heat cannot be dissipated in time, it may lead to a risk of motor burnout. Utility Model Content

[0004] The purpose of this invention is to provide a liquid cooling heat dissipation device for a two-wheeled electric vehicle motor, so as 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 liquid cooling heat dissipation device for a two-wheeled electric vehicle motor includes an end cap, a rotor housing, and a circulation 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 for storing coolant. 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 motor shaft has a wire hole that communicates with the circulating cooling chamber;

[0010] The coolant is used to wet and cool the stator core and permanent magnet poles.

[0011] The circulation assembly includes an inlet pipe for adding coolant to the circulating cooling chamber and an outlet pipe for discharging the heated coolant.

[0012] The inlet and outlet pipes enter the circulating cooling chamber through the wire hole.

[0013] Furthermore, one end of the liquid inlet pipe extends upward and is close to the top of the stator core, and one end of the liquid outlet pipe extends upward and is close to the bottom of the stator core.

[0014] Furthermore, the rotor housing is semi-enclosed, and the rotor housing and the end cover are sealed and fixed by a sealing ring.

[0015] Furthermore, the circulation assembly also includes a pump and a heat dissipation unit. The inlet of the pump is connected to the heat dissipation unit via a connecting pipe, the outlet of the pump is connected to the liquid outlet pipe, and the heat dissipation unit is connected to the liquid inlet pipe.

[0016] Furthermore, the heat dissipation unit includes a liquid storage tank, a cooling fan is installed on one side of the liquid storage tank, and an integrated heat dissipation fin is provided on the other side of the liquid storage tank.

[0017] Furthermore, a temperature sensor is fixed on the liquid inlet 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 a wire hole.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] An electric vehicle includes an electric vehicle body and the liquid cooling heat dissipation device for a two-wheeled electric vehicle motor described above, wherein the liquid cooling heat dissipation device for the two-wheeled electric vehicle motor is mounted on the electric vehicle body.

[0022] Compared with the prior art, the beneficial effects of this utility model are:

[0023] This invention provides the motor with excellent low-temperature operating conditions. The key is the installation of the end cover and rotor housing together to form a sealed circulating cooling chamber. An appropriate amount of coolant is added to the circulating cooling chamber, and when the motor rotates, the coolant directly immerses the rotor housing, permanent magnet poles, stator core, and excitation windings. After the coolant heats up in the circulating cooling chamber, it is pumped out through a circulation component, cooled by a heat dissipation unit, and then pumped back into the circulating cooling chamber for reuse. This enhances the circulation function of the coolant. The coolant constantly absorbs heat from the heat-generating components (mainly including the permanent magnet poles, stator core, and excitation windings) and carries it into the circulating cooling chamber for cooling, resulting in a lower failure rate, reduced operating costs, increased service life, and optimal efficiency and performance.

[0024] In this invention, when the motor rotates, the coolant is driven from the circulating cooling chamber by the rotor housing and its protrusions, and thus evenly distributed to the stator core and excitation winding. This allows the heat-generating components of the motor in the motor working chamber to be cooled down quickly. Afterwards, a portion of the coolant that absorbs heat energy can also flow through the combined channels and fall away. The coolant does not remain in the air between the rotor and stator. This achieves the purpose of circulating heat dissipation, prevents the permanent magnet poles from being demagnetized and the excitation winding from being burned, and also solves the problem of coolant resistance loss.

[0025] This invention directly wets the rotor housing, permanent magnet poles, stator core, and excitation windings with coolant, solving the problems of most existing motors relying on natural heat dissipation through air convection during riding, or the drawbacks of existing liquid-cooled hub motors. By adding an appropriate amount of coolant to the circulating cooling chamber, and then forming a cooling circulation loop through the circulation components and heat dissipation unit, the motor achieves active circulating cooling and temperature reduction. This ensures uniform heat dissipation from the rotor housing, permanent magnet poles, stator core, and excitation windings, preventing localized overheating and ensuring good cooling of the motor under any operating conditions. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the motor structure of Embodiment 1 of this utility model.

[0027] Figure 2 This utility model Figure 1 Another perspective illustration.

[0028] Figure 3 This utility model Figure 2 Diagram of the cross-section at point AA.

[0029] Figure 4 This is a schematic diagram of the exploded structure of the motor in Embodiment 1 of this utility model.

[0030] Figure 5 This utility model Figure 4 Another perspective illustration.

[0031] Figure 6 This is a schematic diagram of the exploded structure of the motor in Embodiment 2 of this utility model.

[0032] Figure 7 This is a schematic diagram of the stator support and stator core structure of Embodiment 3 of this utility model.

[0033] Figure 8 This is a schematic diagram of the combined channel structure of Embodiment 3 of this utility model.

[0034] Figure 9 This is a schematic diagram of the motor of this utility model installed on the body of an electric vehicle.

[0035] In the diagram: 1-Rotor housing, 2-End cover, 3-Circulating cooling chamber, 4-Motor shaft, 5-Wire hole, 6-Pump, 7-Heat dissipation unit, 8-Outlet pipe, 9-Inlet pipe, 10-Connecting pipe, 11-Signal line, 12-Storage tank, 13-Cooling fan, 14-Cooling fins, 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 gap, 28-Serpentine flow channel, 29-Viewing window. Detailed Implementation

[0036] 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.

[0037] 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.

[0038] 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.

[0039] Example 1

[0040] Please see Figures 1 to 5 This utility model provides a technical solution:

[0041] A liquid cooling heat dissipation device for a two-wheeled electric vehicle motor includes an end cover 2, a rotor housing 1, and a circulation assembly.

[0042] The end cover 2 and the rotor housing 1 are fitted onto the motor shaft 4, and the end cover 2 and the rotor housing 1 are sealed together to form a circulating cooling chamber 3 for storing coolant. The inner wall of the rotor housing 1 has permanent magnet poles 18.

[0043] 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).

[0044] The motor shaft 4 has a wire hole 5 that communicates with the circulating cooling chamber 3;

[0045] The coolant is used to wet and cool the stator core 17 and the permanent magnet poles 18.

[0046] The circulation assembly includes an inlet pipe 9 for adding coolant to the circulating cooling chamber 3 and an outlet pipe 8 for discharging the heated coolant.

[0047] The liquid inlet pipe 9 and liquid outlet pipe 8 enter the circulating cooling chamber 3 through the wire hole 5.

[0048] 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.

[0049] 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, a certain amount of coolant is filled in the circulating cooling chamber 3. When the rotor housing 1 rotates, the coolant continuously wets the rotor, which can achieve a good heat dissipation effect. Moreover, a small part of the bottom of the stator core 17 and its excitation winding is always directly immersed in the coolant, which can also effectively cool down the motor. Thus, the entire motor has a good heat dissipation effect. Even when the motor is running under heavy load, the resistance of the motor windings will not increase and the thermal attenuation will be avoided due to the direct cooling of the coolant. Furthermore, because a small amount of coolant is directly immersed in 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 winding from decreasing, thereby avoiding the reduction of motor efficiency and overall performance.

[0050] In this embodiment, coolant can be added to the circulating cooling chamber 3 through the inlet pipe 9, and the coolant, after absorbing heat and increasing in temperature, can be discharged from the circulating cooling chamber 3 through the outlet pipe 8, thus forming a circulating cooling and heat dissipation system in the circulating cooling chamber 3. Figure 1 As shown, a coolant viewing window 29 is also provided on the side of the end cap 2 near the bottom, which allows for a more intuitive view of the coolant level and increases visibility.

[0051] 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 eliminating the risk of leakage from the cooling chamber 3 into the circulating cooling chamber 3.

[0052] In this embodiment, the circulation assembly further includes a pump 6 and a heat dissipation unit 7. The inlet of the pump 6 is connected to the heat dissipation unit 7 via a connecting pipe 10, the outlet of the pump 6 is connected to the outlet pipe 8, and the heat dissipation unit 7 is connected to the inlet pipe 9. When the motor is running, as the rotor housing 1 rotates continuously, the excitation winding and the permanent magnet pole 18 continuously engage, causing the temperature of the entire motor to rise. The coolant pre-filled in the circulating cooling chamber 3 absorbs heat and rises in temperature, so the coolant temperature rises. The pump 6 pumps the pre-filled coolant out of the circulating cooling chamber 3 through the outlet pipe 8, and then sends it into the heat dissipation unit 7 through the connecting pipe 10. The heat dissipation unit 7 actively dissipates heat from the heated coolant, cooling it down, and then sends it back into the circulating cooling chamber 3 through the inlet pipe 9.

[0053] In this embodiment, the heat dissipation unit 7 includes a liquid storage tank 12, a cooling fan 13 is installed on one side of the liquid storage tank 12, and an integrated heat dissipation fin 14 is provided on the other side of the liquid storage tank 12. The cooling fan 13 actively dissipates heat from the coolant pumped into the liquid storage tank 12, and the heat dissipation fin 14 provides auxiliary heat dissipation. The materials of the liquid storage tank 12 and the heat dissipation fin 14 are selected according to the actual situation, such as copper, aluminum, steel, and aluminum alloy.

[0054] In this embodiment, a temperature sensor 22 is fixed on the inlet 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 wire hole 5. The temperature sensor 22 detects the temperature of the coolant 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 pump 6 and the cooling fan 13 to work, circulating the coolant in and out of the circulating cooling chamber 3 to achieve a better cooling effect for the motor.

[0055] In this embodiment, it should be noted that the pump 6 and the 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. The electric vehicle's battery powers the pump 6, temperature sensor 22, and cooling fan 13. The specifications, dimensions, and models of the pump 6, temperature sensor 22, and cooling fan 13 can be flexibly selected according to actual needs, and will not be detailed here.

[0056] In this embodiment, solenoid valves can also be installed on the inlet pipe 9 and the outlet pipe 8. These solenoid valves are connected to the control unit via wires. When the temperature of the coolant in the circulating cooling chamber 3 does not exceed a preset value, the solenoid valves are closed. When the temperature sensor 22 detects that the coolant temperature does not exceed the preset value, the control unit controls the solenoid valves to open, simultaneously controlling the pump 6 and the cooling fan 13 to operate. This prevents the coolant in the circulating cooling chamber 3 from flowing back into the inlet pipe 9 and the outlet pipe 8 (and the reservoir 12) due to road conditions during electric vehicle riding when the pump 6 and the cooling fan 13 are not operating.

[0057] In this embodiment, the inlet pipe 9, outlet pipe 8, and signal line 11 need to be sealed after passing through the wire hole 5, such as by using a rubber stopper or potting compound. The coolant medium can be oil, water, ethylene glycol coolant, propylene glycol coolant, etc., and can be flexibly selected according to the actual situation. Corrosion protection treatment 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.

[0058] 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.

[0059] The rotor housing 1 rotates relative to the motor shaft 4. Although the rotor housing 1 can carry some coolant to the stator core 17 and the excitation winding, the amount of coolant is relatively small and located at the bottom of the circulating cooling chamber 3, making it difficult for it to reach the top of the stator core 17 and the excitation winding. By providing an inner wall flange 19, whose inner diameter is smaller than that of the rotor housing 1 and whose top surface slightly protrudes from the top surface of the permanent magnet pole 18, it is not only convenient to install the protrusion 20, but also allows the coolant to be carried to the middle and upper parts of the stator core 17 and the excitation winding during rotation, thereby improving the motor's cooling effect. Moreover, during rotation, the protrusion 20 will not pass through the deeper areas of the coolant, which helps to reduce the rotational resistance of the protrusion 20. Furthermore, since the protrusion 20 has a guide groove 21, while ensuring that a certain amount of coolant is carried to the middle and upper parts of the stator core 17 and the excitation winding, it can help reduce the rotational resistance of the protrusion 20 and reduce the noise caused by contact with the coolant.

[0060] With the protrusion 20, when the rotor housing 1 of the motor rotates, the coolant can reach the top excitation winding of the motor to cool it, thereby solving the problem of uneven cooling between the bottom and top of the excitation winding.

[0061] 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 coolant leakage from the motor shaft 4 during operation, and at the same time prevent external contaminants from entering the circulating cooling chamber 3.

[0062] In this embodiment, one end of the inlet pipe 9 extends upward and is close to the top of the stator core 17, and one end of the outlet pipe 8 extends upward and is close to the bottom of the stator core 17. With one end of the inlet pipe 9 close to the top of the stator core 17, after the cooling fluid is actively cooled by the heat dissipation part 7, the coolant is cooled and then reintroduced into the circulating cooling chamber 3 through the inlet pipe 9. This allows for the pouring and wetting of the stator core 17 and its excitation winding. With one end of the outlet pipe 8 close to the bottom of the stator core 17, the heated coolant can be pumped as much as possible into the heat dissipation part 7 for cooling before being pumped back into the circulating cooling chamber 3.

[0063] Example 2

[0064] 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:

[0065] 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.

[0066] 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 on the coolant.

[0067] Example 3

[0068] 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:

[0069] 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.

[0070] The bottom gap 27 is arc-shaped, higher in the middle and lower at both ends. This design allows coolant to penetrate into the excitation winding and then flow down from the middle of the gap towards both ends, facilitating the removal of heat generated by the excitation winding. Simultaneously, a portion of the coolant can also flow down through the serpentine channel 28, further dissipating heat from the stator support 16. The serpentine channel 28 extends the coolant's path, providing a cooling effect. This combined channel not only achieves heat dissipation but also reduces the overall motor weight while maintaining the mechanical strength of the electronic stator, facilitating motor weight reduction. It also prevents coolant from entering the air gap between the stator and rotor and causing coolant resistance losses. Furthermore, it protects the permanent magnet poles 18 from demagnetization and prevents the excitation winding from burning out.

[0071] like Figure 9As shown, an electric vehicle includes an electric vehicle body 24 and the aforementioned liquid cooling device for a two-wheeled electric vehicle motor, wherein the liquid cooling device for the two-wheeled electric vehicle motor is mounted on the electric vehicle body 24. The specific structure of the liquid 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, and will not be elaborated further here.

[0072] This invention provides the motor with excellent low-temperature operating conditions. The key is the installation of the end cover 2 and the rotor housing 1 together to form a sealed circulating cooling chamber 3. An appropriate amount of coolant is added to the circulating cooling chamber 3. When the motor rotates, the coolant directly immerses the rotor housing 1, permanent magnet poles 18, stator core 17, and its excitation windings. After the coolant heats up in the circulating cooling chamber 3, it is pumped out through the circulation assembly, cooled by the heat dissipation unit 7, and then pumped back into the circulating cooling chamber 3 for reuse. This enhances the circulation function of the coolant. The coolant constantly absorbs heat from the heat-generating components (mainly including the permanent magnet poles 18, stator core 17, and its excitation windings) and carries it into the circulating cooling chamber 3 for cooling. This reduces the motor's failure rate, lowers operating costs, increases its service life, and allows the motor to achieve optimal efficiency and performance.

[0073] In this invention, when the motor rotates, the coolant is driven from the circulating cooling chamber 3 by the rotor housing 1 and its protrusions 20, and is evenly distributed to the stator core 17 and the excitation winding. This allows the heat-generating components of the motor in the motor working chamber to be cooled down quickly. Afterwards, a portion of the coolant that absorbs heat energy can also flow through the combined channels and fall away. The coolant will not remain in the air between the rotor and the stator. This achieves the purpose of circulating heat dissipation, prevents the permanent magnet poles 18 from being demagnetized and the excitation winding from being burned, and also solves the problem of coolant resistance loss.

[0074] This invention directly wets the rotor housing 1, permanent magnet poles 18, stator core 17, and its excitation windings with coolant, solving the problems of most existing motors relying on natural heat dissipation through air convection during riding, or the drawbacks of existing liquid-cooled hub motors. By adding an appropriate amount of coolant to the circulating cooling chamber 3, and then forming a cooling circulation loop through the circulation components and heat dissipation unit 7, the motor achieves active circulating cooling and temperature reduction. This ensures uniform heat dissipation for the rotor housing 1, permanent magnet poles 18, stator core 17, and its excitation windings, preventing excessively high local temperatures and ensuring good cooling for the motor under any operating conditions.

[0075] The parts of this utility model not described are existing technologies.

[0076] 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 liquid cooling heat dissipation device for a motor of a two-wheeled electric vehicle, characterized in that, The utility model relates to a circulating cooling type permanent magnet motor, which comprises an end cover (2), a rotor casing (1) and a circulating assembly. The end cover (2) and the rotor casing (1) are sleeved on a motor shaft (4), and the end cover (2) and the rotor casing (1) are sealingly installed to form a circulating cooling chamber (3) for storing cooling liquid, 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 motor shaft (4) is provided with a wire hole (5) communicating with the circulating cooling chamber (3). The cooling liquid is used for infiltrating and cooling the stator core (17) and the permanent magnet magnetic poles (18). The circulating assembly comprises a liquid inlet pipe (9) for adding cooling liquid into the circulating cooling chamber (3) and a liquid outlet pipe (8) for discharging the heated cooling liquid. The liquid inlet pipe (9) and the liquid outlet pipe (8) enter the circulating cooling chamber (3) through the wire hole (5).

2. A liquid cooling heat sink for an electric motor of a two-wheeled electric vehicle as claimed in claim 1, wherein, One end of the liquid inlet pipe (9) extends upward and is close to the top of the stator core (17), and one end of the liquid outlet pipe (8) extends upward and is close to the bottom of the stator core (17).

3. A liquid cooling heat sink for an electric motor of a two-wheeled electric vehicle as claimed in claim 1, wherein, 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).

4. The liquid cooling heat sink for an electric motor of a two-wheeled electric vehicle as claimed in claim 1, wherein, The circulating assembly further comprises a pump (6) and a heat dissipation part (7), the inlet of the pump (6) is connected with the heat dissipation part (7) through a connecting pipe (10), the outlet of the pump (6) is connected with the liquid outlet pipe (8), and the heat dissipation part (7) is connected with the liquid inlet pipe (9).

5. A liquid cooling heat sink for an electric motor of a two-wheeled electric vehicle as claimed in claim 4, wherein, The heat dissipation part (7) comprises a liquid storage tank (12), one side of the liquid storage tank (12) is provided with a heat dissipation fan (13), and the other side of the liquid storage tank (12) is integrally provided with heat dissipation fins (14).

6. A liquid cooling heat sink for an electric motor of a two-wheeled electric vehicle as claimed in claim 1, wherein, A temperature sensor (22) is fixed on the liquid inlet pipe (9) located 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 wire hole (5).

7. A liquid cooling heat sink for 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).

8. A liquid cooling heat sink for an electric motor of a two-wheeled electric vehicle as claimed in claim 1, wherein, The end cover (2) and the rotor casing (1) are provided with shaft holes (23) for inserting the motor shaft (4), and the motor shaft (4) and the shaft holes (23) are sealingly connected through a rotary packing seal.

9. A liquid cooling heat sink for an electric motor of a two-wheeled electric vehicle as claimed in claim 1, wherein, The end cover (2) is provided with a shaft hole (23) for inserting the motor shaft (4), the rotor casing (1) is integrally provided with an external shaft (26), the external shaft (26) is provided with 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 arranged in the internal insertion shaft hole, and the motor shaft (4) and the shaft hole (23) are sealingly connected through a rotary packing seal.

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