Marine direct-drive permanent magnet synchronous motor

Abstract

The utility model relates to a marine direct-drive permanent magnet synchronous motor, which comprises a rotor, a conducting ring, a front bearing outer cover, a cylindrical roller bearing, a deep groove ball bearing, an end cover, a stator, a junction box, a bearing inner cover, a bearing sleeve, a rear bearing outer cover, a round nut, a rotary transformer, a convex panel type flat welding steel flange, a bearing support and a spiral water channel water-cooling base. A low-rotating-speed sailing mode is achieved, energy conservation and emission reduction of the ship are better facilitated, and the transportation cost is saved.

Description

Technical Field

[0001] This utility model relates to the field of marine permanent magnet motor technology, specifically to a marine direct-drive permanent magnet synchronous motor. Background Technology

[0002] Aiming at the national "dual-carbon" strategy and the green and low-carbon development needs of the Yangtze River shipping industry, and accelerating the implementation of the Yangtze River Shipping Group's "dual-carbon" strategy special plan and "one enterprise, one policy" approach, the primary goal is to support the improvement of the economy and safety of Yangtze River vessels with the technological advantages of new power systems. Based on the functional requirements and operating environment characteristics of Yangtze River vessels, research on integrated electric propulsion systems will be conducted to determine the optimal overall scheme for ship electric propulsion systems. Typical marine direct-drive permanent magnet motors will be developed and standardized into a product series, comprehensively enhancing the overall innovation, R&D, and key equipment manufacturing capabilities of the Yangtze River Shipping Group, strengthening the company's core competitiveness, and continuously leading the high-quality development of Yangtze River shipping. Marine direct-drive permanent magnet motors will become the development direction of green power systems for inland waterway vessels in my country. This marine direct-drive permanent magnet motor has no reduction gearbox, directly drives the propeller, propels 10,000-ton Yangtze River vessels, achieves optimized matching between ship, engine, and propeller, supports energy saving, consumption reduction, and efficiency improvement for Yangtze River vessels, and has advantages such as low-speed high torque, high efficiency, high power factor, low vibration, and low noise. The marine direct-drive permanent magnet motor adopts an internal permanent magnet design with an excellent magnetic circuit structure and good field weakening speed regulation capability. Currently, commercial ships are powered by main propulsion diesel engines, with diesel generator sets supplying electricity to the entire ship. This presents problems such as large peak capacity, power quality stability, and safety and reliability. Marine direct-drive permanent magnet motors have replaced diesel engine propulsion motors, enabling low-speed navigation. This is more conducive to energy conservation and emission reduction, saving transportation costs and contributing to the sustainable development of shipping companies.

[0003] The shortcomings of existing technology are:

[0004] Currently, commercial ships are powered by main propulsion diesel engines, with diesel generator sets supplying electricity to the entire ship. This results in problems such as large peak capacity, low power quality stability, and low safety and reliability.

[0005] 1. Disadvantages of traditional stator cores: The stator core uses a spiral groove, and the groove shape is a spiral surface. After the stator coil is embedded, it cannot be flat against the bottom and sides of the groove. The straight part of the stator coil will be twisted. Twisting will damage the coil insulation and pose a safety hazard.

[0006] 2. Disadvantages of traditional water-cooled chassis: The chassis uses a straight-line zigzag water channel. The long-distance zigzag leads to a decrease in water flow at the far end of the channel, which can easily cause uneven heating and cooling. Especially under high-power conditions, this may cause local high temperatures and reduce cooling efficiency.

[0007] 3. Disadvantages of traditional stator coils: The coil uses thin-film wrapped flat copper wire. The film and copper wire may not be tightly bonded, and air gaps may remain. Under high voltage, partial discharge breakdown is likely to occur, accelerating insulation aging. In addition, the mechanical strength is insufficient, and the wrapping layer is prone to bending and delamination. The unsintered film layer is prone to moisture penetration, reducing the insulation resistance value. The lack of coil expansion pads and vacuum impregnation cannot effectively fill the gaps between slots.

[0008] 4. Disadvantages of traditional stator core winding and wiring process: The single-layer slot insulation structure is used. Once the single-layer insulation is damaged, it will directly lead to a short circuit between the winding and the core, resulting in a high failure rate. The lack of lead ring structure leads to the crossing of lead wires and chaotic bending angles. It also occupies extra space at the stator end, which limits the compact design of the motor. The uneven gap between wires can easily cause short circuits and occupy the heat dissipation at the motor end.

[0009] 5. Disadvantages of traditional bearing structures: The lack of bearing sleeves makes bearing installation inconvenient; the use of a single conductive ring structure poses a safety hazard for shaft current discharge; and a single bearing at the front and rear cannot withstand the impact of large load torque.

[0010] 6. Traditional permanent magnet direct drive motors do not have bearing supports, making later maintenance and repair difficult.

[0011] 7. Disadvantages of traditional shafts: The yield strength and tensile strength of carbon fiber shafts are weaker than those of alloy steel shafts, and there is a risk of shaft breakage when the motor is overloaded.

[0012] 8. Disadvantages of traditional rotor cores: The integral core of a non-segmented rotor core exhibits high eddy current losses, leading to decreased motor efficiency. During high-speed rotation, the centrifugal force is concentrated and lacks stress release, making it prone to fatigue cracks in relatively weak areas of the magnetic bridge. This can amplify electromagnetic vibrations and cause excessive noise. Furthermore, the single-segment core results in an excessive number of axially inserted magnets, which are typically no more than 100mm long and are fragile, increasing the difficulty of inserting them into the core slots. Utility Model Content

[0013] This utility model addresses the aforementioned problems by providing a marine direct-drive permanent magnet synchronous motor, which aims to achieve a low-speed navigation mode, thereby promoting energy conservation and emission reduction in ships and saving transportation costs.

[0014] To solve the above problems, the technical solution provided by this utility model is as follows:

[0015] Marine direct-drive permanent magnet synchronous motor, comprising a rotor, conductive rings, front bearing outer cover, cylindrical roller bearings, deep groove ball bearings, end covers, stator, junction box, bearing inner cover, bearing sleeve, rear bearing outer cover, round nut, rotary transformer, raised-panel flat-welded steel flange, bearing bracket, and spiral-type water-cooled base, wherein:

[0016] The conductive ring is mounted on the end face of the front bearing outer cover by circumferentially distributed screws; the end cover is connected to the spiral water-cooled machine base by circumferentially distributed screws and mates with the spiral water-cooled machine base through a stop; the front bearing outer cover, the bearing inner cover, and the rear bearing outer cover are respectively connected to the bearing sleeve by circumferentially distributed screws; the stop of the front bearing outer cover and the rear bearing outer cover is positioned on the outer end face of the bearing sleeve; the stop of the bearing inner cover is positioned on the inner end face of the bearing sleeve; the cylindrical roller bearing and the deep groove ball bearing are mounted on the inner ring of the bearing sleeve; the internal parts of the cylindrical roller bearing and the deep groove ball bearing are fixed by a shaft step, and the cylindrical roller bearing... The external components are tightened with round nuts; the bearing sleeve is installed on the inner ring of the end cover and fixed with circumferentially distributed screws; the bearing bracket is fixed to the inner ring of the spiral water-cooled base; the bearing bracket has a clearance fit with the shaft; after removing the end cover, the bearing bracket supports the entire rotor; the stator part of the rotary transformer is embedded in the rear bearing outer cover, and the rotor part of the rotary transformer is positioned on the shaft by a keyway and an elastic retaining ring; the raised panel type flat welded steel flange is welded to the left and right ends of the outer plate of the base; the rotor is positioned by the cylindrical roller bearings and deep groove ball bearings at the front and rear ends; the junction box is welded to the top of the stator and the spiral water-cooled base.

[0017] Preferably, the spiral water-cooled base includes a base end ring, a base outer plate, a base inner plate, and a base spiral water channel. The base end ring is welded to the front and rear faces of the base outer plate and the base inner plate, respectively. The base spiral water channel is welded evenly at intervals on the outer surface of the base inner plate. The base inlet and outlet process piles for cooling water inlet and outlet and protruding plate-type flat welded steel flanges are welded to the left and right ends of the base outer plate.

[0018] Preferably, the wall thickness of the spiral water channel of the base is between 8mm and 12mm, and the welding interval is set to ensure the cross-sectional area water flow and water pressure requirements; the cross-sectional area through which the spiral water channel of the base forms the water flow is greater than the inlet and outlet cross-sectional area of ​​the spiral water channel water-cooled base; the distance between the non-outlet end of the coil of the inner plate of the base and the end ring of the base is extended by 50mm to 100mm according to the actual length of the coil end, in order to ensure the creepage distance of the coil end; the distance between the outlet end of the coil of the inner plate of the base and the end ring of the base is extended by 50mm to 100mm according to the actual length of the coil end, in order to ensure the creepage distance of the coil end.

[0019] Preferably, the stator includes a support rod, a lead ring U, a lead ring V, a lead ring W, a hard-wound coil, and a stator core, wherein: the support rod is evenly distributed at both ends of the stator core, and the inner circle of the support rod is larger than the outer circle of the lead ring U; the lead ring U is tied to the support rod; the lead ring V and the lead ring W are respectively tied to the nose end of the hard-wound coil; PT10 and winding heating tape are tied to both ends of the hard-wound coil; and stator leads are welded to the lead ring U, the lead ring V (203), and the lead ring W.

[0020] Preferably, the number of support rods is 6 to 12 at the front and rear; the spacing between the lead ring U, the lead ring V, and the lead ring W is evenly distributed in three layers according to the cross-sectional area of ​​the lead ring U, the lead ring V, the lead ring W (204) and the size of the yoke of the stator lamination, and cannot exceed the outer and inner circles of the stator lamination; the hard winding coil uses MYFEB-30 / 180 double imide film 1 / 2 stacked sintered flat copper wire.

[0021] Preferably, the rotor comprises the shaft, a segment A rotor core, a segment B rotor core, a rotor end plate, a first equal-length double-ended stud, a stainless steel hexagonal flange nut, a rotor core key, a rotor baffle, segment A rotor laminations, segment B rotor laminations, rotor magnets, epoxy potting compound, and a second equal-length double-ended stud, wherein: the rotor core comprises the segment A rotor core and the segment B rotor core; the segment A rotor core and the segment B rotor core are staggered; the rotor core is divided into integer segments; the rotor cores are staggered and pressed into the shaft with either the segment A rotor core or the segment B rotor core as the starting segment, and simultaneously pressed into the rotor core key; the rotor core... The left and right ends of the core are closed by the rotor end plate; the first equal-length double-ended stud passes through the ￠H hole of the rotor end plate, the A-section ventilation hole of the A-section rotor core, and the B-section ventilation hole of the B-section rotor core, and is then locked at both ends by the stainless steel hexagonal flange nut; the front end of the rotor core is fixed by the inner ring thread of the rotor baffle, and the rear end is locked to the step position of the shaft; the A-section rotor lamination and the B-section rotor lamination have ￠K large holes and ￠k small holes of alternating sizes and evenly distributed; the included angle between adjacent ￠K large holes and ￠k small holes is equal; the ￠K large holes on the A-section rotor lamination and the ￠K small holes on the B-section rotor lamination The distribution positions of the ￠k small holes correspond to each other; the distribution positions of the ￠k small holes on the A-section rotor lamination correspond to the distribution positions of the ￠K large holes on the B-section rotor lamination; the A-section rotor core and the B-section rotor core are respectively embedded with rotor magnets; each section of the rotor core is encapsulated by epoxy potting compound; after the second equal-length double-ended stud is inserted into the ￠k small holes of the A-section rotor lamination or the B-section rotor lamination for fixation, it is then locked at both ends by the stainless steel hexagonal flange nuts; if the connection between the rotor core and the rotor end plate is the A-section rotor core, then the ￠K large holes on the rotor end plate correspond to the distribution positions of the ￠K large holes on the B-section rotor lamination. The distribution of the ￠K large hole on the rotor end plate is consistent with that of the rotor end plate and the rotor lamination on the A section. When the second equal-length double-ended stud of the rotor end plate extends out of the core and the stainless steel hexagonal flange nut is stacked, it enters the ￠K large hole of the rotor end plate or the rotor end plate.

[0022] Preferably, the shaft is made of alloy steel forging 42CrMoA, which is heat-treated; the yield strength and tensile strength of the shaft are greater than the requirements under overload impact conditions; the rotor end plate, the first equal-length double-ended stud, and the second equal-length double-ended stud are all made of stainless steel.

[0023] Compared with the prior art, this utility model has the following advantages:

[0024] 1. Disadvantages of traditional stator cores: The stator core uses a spiral groove, and the groove shape is a spiral surface. After the stator coil is embedded, it cannot be flat against the bottom and sides of the groove. The straight part of the stator coil will be twisted. Twisting will damage the coil insulation and pose a safety hazard.

[0025] The advantage of this invention is that the parallel inclined groove does not have this disadvantage.

[0026] 2. Disadvantages of traditional water-cooled chassis: The chassis uses a straight-line zigzag water channel. The long-distance zigzag leads to a decrease in water flow at the far end of the channel, which can easily cause uneven heating and cooling. Especially under high-power conditions, this may cause local high temperatures and reduce cooling efficiency.

[0027] Advantages of this utility model: The spiral waterway splicing weld adopts a double Y-shaped cut, which can improve the welding quality of the welding machine base and reduce the risk of water leakage. The inner and outer surfaces are welded with spiral waterways. This structure has high heat exchange efficiency, which can effectively dissipate the heat generated by the motor during operation and shield the heat radiation of the external environment. While reducing the temperature rise of the motor, it can better match the high power density of the permanent magnet motor, effectively reduce the size of the motor, and is suitable for the limited space of the ship cabin.

[0028] 3. Disadvantages of traditional stator coils: The coil uses thin-film wrapped flat copper wire. The film and copper wire may not be tightly bonded, and air gaps are easy to remain. Under high voltage, partial discharge breakdown is likely to occur, which accelerates insulation aging. In addition, the mechanical strength is insufficient, the wrapping layer is prone to bending and delamination, and the unsintered film layer is prone to moisture penetration, which reduces the insulation resistance value. Without the coil expansion pad, vacuum impregnation cannot effectively fill the gaps between slots.

[0029] Advantages of this invention: Compared to traditional hard coils, sintered flat copper wire not only has higher tensile strength and bending resistance, but also significantly improves the copper fill factor in the stator lamination slots, which is beneficial for achieving a high power factor in the motor. It has a higher fill factor: the shape of the flat copper wire allows for a more compact arrangement in the coil, thereby increasing the coil's fill factor and current density. It offers better heat dissipation performance; the larger surface area of ​​the flat copper wire facilitates heat dissipation, thus improving the motor's operational stability.

[0030] 4. Advantages of the coil expansion pad design: The stator coil is embedded in the lamination slot. Because the lamination slot has a certain gap, it is to prevent the coil insulation from being damaged due to excessive tightness during unwinding. After the slot wedge is sealed, an expansion pad is placed under the slot wedge to prevent the upper coil from loosening. The expansion pad can effectively fill the gap between the coil and the lamination slot in the vacuum impregnation, increase the amount of varnish applied to the stator core slot, enhance the coil insulation performance, and prevent the slot wedge from turning off.

[0031] 5. Disadvantages of traditional stator core winding and wiring process: The single-layer slot insulation structure is used. Once the single-layer insulation is damaged, it will directly lead to a short circuit between the winding and the core, resulting in a high failure rate. The lack of lead ring structure leads to the crossing of lead wires and chaotic bending angles. It also occupies extra space at the stator end, which limits the compact design of the motor. The uneven gap between wires can easily cause short circuits and occupy the heat dissipation at the motor end.

[0032] The advantages of this invention are: the slots at both ends of the iron core adopt a double-layer slot insulation structure; the lead wire welding points are wrapped with multi-adhesive mica and imide film to increase insulation strength, significantly improving the winding insulation and mechanical performance during motor operation. The three-phase winding adopts a lead wire copper ring structure, simplifying the winding connection process, reducing welding points, and facilitating stator lead wire arrangement. The lead wire rings are secured at the ends after impregnation with varnish, preventing loosening caused by motor vibration and improving motor reliability.

[0033] 6. Disadvantages of traditional bearing structures: The lack of bearing sleeves makes bearing installation inconvenient; the use of a single conductive ring structure poses a safety hazard for shaft current discharge; and a single bearing at the front and rear cannot withstand the impact of large load torque.

[0034] The advantages of this invention are: Both front and rear bearings have bearing sleeves in the radial direction, facilitating motor bearing assembly; both are equipped with round nuts in the axial direction to prevent axial movement. The contact surface between the bearing sleeve and the bearing is made of a high-polymer electroplated insulating layer, effectively isolating and suppressing the generation of shaft current. Furthermore, the bearing cover is inlaid with a conductive ring, which acts as a safety discharge device, diverting shaft current and discharging it to the ground, thus preventing shaft current from flowing through the bearing and ensuring bearing safety. This double-protection bearing insulation structure extends the lifespan and safe operating cycle of the entire motor. Both front and rear bearing covers have oil injection / drainage holes, and the inner cover has an oil storage groove. The rear bearing cover is equipped with a rotary transformer at the tail end for easy motor inspection and protection. The entire motor bearing adopts a two-column, one-ball structure: a deep groove ball bearing + cylindrical roller bearing at the load end, and a cylindrical roller bearing at the rear end, capable of withstanding the impact load of a MW-level direct-drive permanent magnet rotor.

[0035] 7. Traditional permanent magnet direct drive motors do not have bearing supports, making later maintenance and repair difficult.

[0036] The advantages of this bearing bracket are: when the bearing is faulty and needs to be replaced, after removing the front or rear cover, the bearing bracket supports the entire rotor assembly, preventing the stator and rotor from attracting each other. The faulty bearing can be directly replaced from the shaft, and the rotor assembly does not need to be removed from the stator core, which facilitates the maintenance and repair of the motor later. After replacing the bearing, the upper end cover and bearing sleeve are installed, and the inner ring of the bearing bracket is in clearance fit with the shaft, so it does not function during normal motor operation.

[0037] 8. Disadvantages of traditional shafts: The yield strength and tensile strength of carbon fiber shafts are weaker than those of alloy steel shafts, and there is a risk of shaft breakage when the motor is overloaded.

[0038] Advantages of this invention: The shaft is made of high-quality alloy steel forging 42CrMoA, and is heat-treated. Its yield strength and tensile strength are greater than the requirements under overload impact conditions, meeting the requirements of MW-class direct-drive propellers.

[0039] 9. Rotor end plate and equal-length double-ended stud: Both are made of stainless steel, which is suitable for the environmental influences of salt spray and high humidity on ships.

[0040] 10. Disadvantages of traditional rotor cores: The integral core of a non-segmented rotor core exhibits high eddy current losses, leading to decreased motor efficiency. During high-speed rotation, the centrifugal force is concentrated and lacks stress release, making it prone to fatigue cracks in relatively weak areas of the magnetic bridge. This can amplify electromagnetic vibrations and cause excessive noise. Furthermore, the single-segment core results in an excessive number of axially arranged magnets, which are typically no more than 100mm long and are fragile, increasing the difficulty of inserting them into the core slots.

[0041] The advantages of this invention are: The embedded magnets enhance weak magnetic properties, providing low-speed, high-torque output, strong overload capacity, and a wide speed range; the entire rotor adopts a segmented rotor core A / B segment design, with each segment embedded with magnets and then cured and stacked, eliminating secondary damage during magnet installation, improving product quality, and facilitating the hot-fitting of the rotor core onto the shaft; the large spring-opening during core stacking improves stacking quality; the staggered installation holes ￠K and ￠k of the individual rotor cores enhance product versatility; each core segment is sealed with epoxy resin to prevent centrifugal force from causing relative compression and movement along the circumference, thus mitigating the risk of demagnetization; the rotor laminations and end plate ventilation holes facilitate motor heat dissipation and reduce rotor weight, providing assurance for the installation of MW-level permanent magnet motor rotors. Attached Figure Description

[0042] Figure 1 This is a schematic diagram of the overall structure of a marine direct-drive permanent magnet synchronous motor according to a specific embodiment of the present invention;

[0043] Figure 2 This is a schematic diagram of the spiral water-cooled machine base structure according to a specific embodiment of the present invention;

[0044] Figure 3a This is a schematic cross-sectional view of the water jacket of the spiral water-cooled machine base according to a specific embodiment of the present invention;

[0045] Figure 3b This is a schematic diagram of the spiral water channel of a spiral water-cooled machine base, as shown in a specific embodiment of the present invention.

[0046] Figure 4 This is a schematic diagram of a winding stator core structure according to a specific embodiment of the present invention;

[0047] Figure 5 This is a schematic diagram of the slotted structure of the stator core coil with windings, according to a specific embodiment of this utility model.

[0048] Figure 6 This is a schematic diagram of the motor rotor A / B segment structure according to a specific embodiment of the present invention;

[0049] Figure 7a This is a schematic diagram of the parallel inclined slots of the stator core in a specific embodiment of the present invention;

[0050] Figure 7b for Figure 7a A magnified view of section II;

[0051] Figure 8a This is a schematic diagram of the installation structure of the stator laminations stacked into an iron core according to a specific embodiment of the present utility model.

[0052] Figure 8b This is a partially enlarged schematic diagram of the installation structure of the stator laminations stacked into an iron core according to a specific embodiment of the present utility model.

[0053] Figure 9a This is a schematic diagram of the structure of the stator coil embedded in the lamination slot in a specific embodiment of the present invention;

[0054] Figure 9b This is a right view schematic diagram of a specific embodiment of the present invention, showing the stator coil embedded in the lamination slot.

[0055] Figure 10 This is a schematic diagram of a direct-drive permanent magnet rotor structure according to a specific embodiment of the present invention;

[0056] Figure 11a This is a schematic diagram of the rotor lamination structure of section A in a specific embodiment of the present invention;

[0057] Figure 11b This is a schematic diagram of the B-section rotor lamination structure of a specific embodiment of the present invention;

[0058] Figure 12aThis is a schematic diagram of the front view of the A-section rotor core of a specific embodiment of this utility model;

[0059] Figure 12b This is a schematic side view of the A-section rotor core of a specific embodiment of this utility model;

[0060] Figure 13a This is a schematic diagram of the front view of the B-section rotor core of a specific embodiment of this utility model;

[0061] Figure 13b This is a schematic side view of the B-section rotor core of a specific embodiment of the present invention;

[0062] Figure 14a This is a schematic diagram of the rotor end plate structure applicable to connecting the A-section rotor core according to a specific embodiment of the present utility model;

[0063] Figure 14b This is a schematic diagram of the rotor end plate structure applicable to connecting the B-section rotor core according to a specific embodiment of the present invention;

[0064] Figure 15 This is a schematic diagram of the overall appearance of the motor rotor according to a specific embodiment of the present utility model;

[0065] Figure 16 This is a schematic diagram of the overall appearance of the motor structure according to a specific embodiment of the present utility model.

[0066] The components are as follows: 1. Rotor, 2. Conductive ring, 3. Front bearing outer cover, 4. Cylindrical roller bearing, 5. Deep groove ball bearing, 6. End cover, 7. Stator, 8. Junction box, 9. Bearing inner cover, 10. Bearing sleeve, 11. Rear bearing outer cover, 12. Round nut, 13. Rotary transformer, 14. Raised panel type flat welded steel flange, 15. Bearing bracket, 16. Spiral water channel water-cooled base, 101. Base end ring, 102. Base outer plate, 103. Base inner plate, 104. Base spiral water channel, 103A. Coil non-outlet end, 103B. Coil outlet end, 105. Base inlet / outlet process pile, 201. Support rod, 202. Lead ring U, 203. Lead ring V, 204. Lead ring W, 205. Hard-wound coil, 206. Stator core, 207. Clamping piece. 208. Slot, 209. Clamping plate, 210. Stator coil, 211. Slot wedge, 212. Expansion pad, 205A. Straight line, 205B. End bend, 205C. Nose end, 301. Shaft, 302. Section A rotor core, 303. Section B rotor core, 304. Rotor end plate, 305. First equal-length double-ended stud, 306. Stainless steel hexagonal flange face bolt 307. Rotor core key; 308. Rotor baffle; 309. A-section rotor lamination; 310. B-section rotor lamination; 311. Rotor magnet; 312. Epoxy potting compound; 313. Second equal-length double-ended stud; 314. ￠K large hole; 315. ￠H hole; 316. ￠k small hole; 302M. A-section ventilation hole; 303M. B-section ventilation hole; 304N. End plate ventilation hole. Detailed Implementation

[0067] The present invention will be further illustrated below with reference to specific embodiments. It should be understood that these embodiments are only for illustrating the present invention and are not intended to limit the scope of the present invention. After reading the present invention, any modifications of the present invention in various equivalent forms by those skilled in the art will fall within the scope defined by the appended claims.

[0068] like Figure 1 , 2 As shown in Figure 16, the marine direct-drive permanent magnet synchronous motor includes a rotor 1, a conductive ring 2, a front bearing outer cover 3, a cylindrical roller bearing 4, a deep groove ball bearing 5, an end cover 6, a stator 7, a junction box 8, a bearing inner cover 9, a bearing sleeve 10, a rear bearing outer cover 11, a round nut 12, a rotary transformer 13, a raised-panel flat-welded steel flange 14, a bearing bracket 15, and a spiral-type water-cooled base 16, wherein:

[0069] The conductive ring 2 is installed on the end face of the front bearing outer cover 3 by circumferentially distributed screws; the end cover 6 is connected to the spiral water-cooled base 16 by circumferentially distributed screws and mates with the spiral water-cooled base 16 through a stop; the front bearing outer cover 3, the bearing inner cover 9, and the rear bearing outer cover 11 are respectively connected to the bearing sleeve 10 by circumferentially distributed screws; the stop of the front bearing outer cover 3 and the rear bearing outer cover 11 is positioned on the outer end face of the bearing sleeve 10; the stop of the bearing inner cover 9 is positioned on the inner end face of the bearing sleeve 10; the cylindrical roller bearing 4 and the deep groove ball bearing 5 are installed on the inner ring of the bearing sleeve 10; the cylindrical roller bearing 4 and the deep groove ball bearing 5 are fixed internally by a shaft step, and the external of the cylindrical roller bearing 4 is fixed by a circular screw. Tighten the screws; the bearing sleeve 10 is installed on the inner ring of the end cover 6 and fixed with circumferentially distributed screws; the bearing bracket 15 is fixed on the inner ring of the spiral water-cooled base 16; the bearing bracket 15 is clearance-fitted with the shaft 301; after removing the end cover 6, the bearing bracket 15 supports the entire rotor 1; the stator part of the rotary transformer 13 is embedded in the rear bearing outer cover 11, and the rotor part of the rotary transformer 13 is positioned on the shaft 301 by a keyway and a flexible retaining ring; the raised panel type flat welded steel flange 14 is welded to the left and right ends of the outer plate 102 of the base; the rotor 1 is positioned by cylindrical roller bearings 4 and deep groove ball bearings 5 ​​at the front and rear ends; the junction box 8 is welded to the stator 7 and directly above the spiral water-cooled base 16.

[0070] like Figure 3a , Figure 3b As shown, it should be noted that the spiral water-cooled base 16 includes a base end ring 101, a base outer plate 102, a base inner plate 103, and a base spiral water channel 104. The base end ring 101 is welded to the front and rear faces of the base outer plate 102 and the base inner plate 103, respectively. The base spiral water channel 104 is welded evenly at intervals on the outer surface of the base inner plate 103. The base inlet and outlet process piles 105 for cooling water inlet and outlet and protruding plate type flat welded steel flanges 14 are welded to the left and right ends of the base outer plate 102.

[0071] It should be further explained that the inner and outer cylinders of the spiral water channel 104 of the base are integrally rolled from high-quality carbon steel plates, and the splicing welds adopt a double Y-shaped cut. The welding of the spiral water channel water-cooled base 16 is all done by argon arc welding. After forming, stress-relief annealing, surface sandblasting and rust prevention treatment are carried out. The sealing reliability of the workpiece is checked by high-pressure water testing. The spiral water channel 104 of the base is welded to the inner and outer surfaces. This structure has high heat exchange efficiency, which can effectively dissipate the heat generated by the motor during operation and shield the heat radiation of the external environment. While reducing the temperature rise of the motor, it can better match the high power density of the permanent magnet motor, effectively reduce the size of the motor, and is suitable for the limited space of the ship cabin.

[0072] It should be further explained that the slotted gaps at the non-outlet end 103A and the outlet end 103B of the coil of the spiral water-cooled base 16 not only allow the coil to have sufficient heat dissipation space, but also save the effective cooling length of the spiral water-cooled base 16 and reduce the weight of the spiral water-cooled base 16. At the same time, the outlet end gap is used to weld a water leakage alarm device.

[0073] In this specific embodiment, the wall thickness of the spiral water channel 104 of the base is between 8mm and 12mm, and the welding interval is set to ensure the cross-sectional area water flow and water pressure requirements; the cross-sectional area formed by the spiral water channel 104 of the base has a water flow rate greater than the inlet and outlet cross-sectional area of ​​the spiral water channel water-cooled base 16; the distance between the non-outlet end 103A of the coil of the inner plate 103 of the base and the end ring 101 of the base is extended by 50mm to 100mm according to the actual length of the coil end, in order to ensure the creepage distance of the coil end; the distance between the coil outlet end 103B of the inner plate 103 of the base and the end ring 101 of the base is extended by 50mm to 100mm according to the actual length of the coil end, in order to ensure the creepage distance of the coil end.

[0074] like Figure 4 As shown, it should be noted that the stator 7 includes a support rod 201, lead rings U202, V203, W204, a hard-wound coil 205, and a stator core 206. Specifically: the support rods 201 are evenly distributed at both ends of the stator core 206, and the inner circle of the support rods 201 is larger than the outer circle of the lead rings U202; the lead rings U202 are tied to the support rods 201; the lead rings V203 and W204 are respectively tied to the nose of the hard-wound coil 205; PT10 and winding heating tape are tied to both ends of the hard-wound coil 205; stator leads are welded to the lead rings U202, V203, and W204. The number and size of stator leads welded to each lead ring U202, lead ring V203, and lead ring W204 depend on the motor's electrical density, serving as the connection for the three-phase windings.

[0075] In this specific embodiment, the number of support rods 201 is 6 to 12 at the front and 12 at the back; the spacing between lead ring U202, lead ring V203 and lead ring W204 is evenly distributed in three layers according to the cross-sectional area of ​​lead ring U202, lead ring V203 and lead ring W204 and the size of the yoke of the stator lamination, and cannot exceed the outer circle and inner circle of the stator lamination; the hard winding coil 205 adopts MYFEB-30 / 180 double imide film 1 / 2 stacked sintered flat copper wire.

[0076] like Figure 6 , 10As shown in Figures 11a, 11b, 12a, 12b, 13a, 13b, 14a, 14b, and 15, it should be noted that rotor 1 includes a shaft 301, A-section sub-rotor core 302, B-section sub-rotor core 303, rotor end plate 304, first equal-length double-ended studs 305, stainless steel hexagonal flange nuts 306, rotor core key 307, rotor baffle 308, A-section rotor laminations 309, B-section rotor laminations 310, rotor magnets 311, epoxy potting compound 312, and second equal-length double-ended studs 313. The rotor core of rotor 1 includes A-section sub-rotor core 302 and B-section sub-rotor core 303; the A-section sub-rotor core 302 and B-section sub-rotor core 303 are arranged alternately. The core is divided into integer segments; the rotor core is staggered into the shaft 301 with either segment A (rotor core 302) or segment B (rotor core 303) as the starting segment, and the rotor core key 307 is pressed in simultaneously; the left and right ends of the rotor core are closed by the rotor end plate 304; the first equal-length double-ended stud 305 passes through the ￠H hole 315 of the rotor end plate 304, the A-segment ventilation hole 302M of segment A (rotor core 302), and the B-segment ventilation hole 303M of segment B (rotor core 303), and is then locked at both ends by the stainless steel hexagonal flange nut 306; the front end of the rotor core is fixed by the inner ring thread of the rotor baffle 308, and the rear end is locked to the step position of the shaft 301; the large A-segment rotor laminations 309 and B-segment rotor laminations 310 are... Small, staggered, and evenly distributed ￠K large holes 314 and ￠k small holes 316; the included angles between adjacent ￠K large holes 314 and ￠k small holes 316 are equal; the distribution positions of the ￠K large holes 314 on the A-section rotor lamination 309 correspond to the distribution positions of the ￠k small holes 316 on the B-section rotor lamination 310; the distribution positions of the ￠k small holes 316 on the A-section rotor lamination 309 correspond to the distribution positions of the ￠K large holes 314 on the B-section rotor lamination 310; the A-section rotor core 302 and the B-section rotor core 303 are respectively embedded with rotor magnets 311; each rotor core is encapsulated with epoxy potting compound 312; a second equal-length double-ended stud 313 is inserted into the ￠k small hole 316 of the A-section rotor lamination 309 or the B-section rotor lamination 310 and fixed, and then... The stainless steel hexagonal flange nut 306 is locked at both ends; if the connection between the rotor core and the rotor end plate 304 is the A-section sub-rotor core 302, then the distribution of the ￠K large hole 314 of the rotor end plate 304 is consistent with the distribution of the ￠K large hole 314 of the B-section rotor lamination 310; if the connection between the rotor core and the rotor end plate 304 is the B-section sub-rotor core 303, then the distribution of the ￠K large hole 314 of the rotor end plate 304 is consistent with the distribution of the ￠K large hole 314 of the A-section rotor lamination 309; when the second equal-length double-ended stud 313 of the A-section sub-rotor core 302 extends out of the core and is overlapped with the stainless steel hexagonal flange nut 306, it enters the ￠K large hole 314 of the B-section sub-rotor core 303, or enters the ￠K large hole 314 of the rotor end plate 304.When the second equal-length double-ended stud 313 of the B-section rotor core 303 extends out of the core and is overlapped with the stainless steel hexagonal flange nut 306, it enters the ￠K large hole 314 of the A-section rotor core 302, or enters the ￠K large hole 314 of the rotor end plate 304.

[0077] It should be further noted that shaft 301 is made of 42CrMoA alloy steel forging, heat-treated; the yield strength and tensile strength of shaft 301 exceed the requirements under overload impact conditions; rotor end plate 304, first equal-length double-ended stud 305, and second equal-length double-ended stud 313 are all made of stainless steel, adaptable to the environmental influences of shipboard salt spray and high humidity. The entire rotor adopts a segmented rotor core A / B configuration. The A / B segments are self-locked by stainless steel equal-length double-ended studs to each rotor magnet 311, while the entire rotor is fixed to both ends of the shaft by the first equal-length double-ended stud 305, the second equal-length double-ended stud 313, and the rotor end plate 304. The rotor baffle 308 is threaded to prevent axial displacement of the rotor core; the rotor core and shaft 301 are double-secured by a thermoforming interference fit and a rotor core key 307 to prevent radial displacement.

[0078] It should be further explained that the entire rotor core length L1 is divided into several integer segments n, A / B, where segments A and B are of equal length and have a length of L = L1 / n. The length L is equal to the length of the rotor magnet 311.

[0079] In this specific embodiment, the yield strength of shaft 301 is ≥560MPa and the tensile strength is ≥800MPa, which meets the requirements of MW-class direct-drive propellers.

[0080] It should be further explained that the embedded magnet segmented rotor core improves the weak magnetic properties and features low-speed high torque output, strong overload capacity, and wide speed range. The entire rotor 1 adopts a segmented form with A-segment rotor core 302 and B-segment rotor core 303. The rotor segments are embedded with rotor magnets 311 and then solidified and stacked to prevent secondary damage during the installation of rotor magnets 311, improve product quality, and facilitate the hot fitting of the rotor core into the shaft 301. The core has a large spring opening during stacking, and the segmentation improves the stacking quality. The large and small holes of the ￠k holes 314 in the A-section rotor core 302 and the B-section rotor core 303 are staggered, which improves the product's versatility. The rotor magnets 311 in each section of the core are encapsulated with epoxy resin to ensure that the magnets are not subjected to centrifugal force and relative compression and movement in the circumferential direction, thus avoiding the risk of demagnetization. The A-section rotor laminations 309, the B-section rotor laminations 310, and the end plate ventilation holes 304N are not only conducive to motor heat dissipation but also reduce rotor weight, providing a guarantee for the installation of MW-level permanent magnet motor rotors.

[0081] like Figure 4 , 5 As shown, the stator manufacturing method of a marine direct-drive permanent magnet synchronous motor includes the following steps:

[0082] Sa100. The stator core 206 is stacked using a straight key translational inclined slot structure; a toothed pressure plate is placed at the lower end of the stacked position of the stator core 206; stator laminations are then stacked in sequence to form the stator core 206; a toothed pressure plate is placed on the upper end face of the stator core 206; the stator laminations and the toothed pressure plate are pressed together on a hydraulic press; under pressure holding, a steel plate of a preset thickness is placed in the lamination slot as a lamination, and the lamination is welded to the outer circle of the stator core 206; the end of the lamination is bent and then welded to the toothed pressure plate; the outer circle of the stator core 206 is machined.

[0083] Sa200. The stator core 206 is installed into the spiral water-cooled machine base 16; the stator core 206 and the spiral water-cooled machine base 16 are fixed by thermal interference fit.

[0084] Sa300. Manufacture hard-wound coil 205; using MYFEB-30 / 180 double imide film 1 / 2 overlap sintered flat copper wire; after the flat copper wire is expanded, the straight part is glued between turns to control the wire height and wire width to meet the slot size and become the formed hard-wound coil 205; the straight part (205A) and the end bend (205B) and nose (205C) of the hard-wound coil 205 are half-overlapped with two layers of H-grade specification imide-reinforced low-adhesion mica tape, and then flat-wrapped with one layer of 0.1*25 alkali-free tape; the double-sided insulation thickness of the straight part (205A) of the hard-wound coil 205 is controlled at 0.9mm, and the end bend 205B and nose 205C of the hard-wound coil 205 are wrapped with imide film and half-overlapped with 0.1×25 polyester tape.

[0085] Sa400. The stator core 206 with a spiral water-cooled base 16 is wound and connected; when winding the stator core 206, the slots at both ends adopt a double-layer slot insulation structure; the lead wire welding points are wrapped with multi-adhesive mica and imide film to increase the insulation strength; the three-phase winding adopts the structure of lead ring U202, lead ring V203 and lead ring W204; the lead rings U202, V203 and W204 are bound together and fixed at the ends after impregnation with varnish; winding temperature measuring PT100 and winding heating tape are installed at both ends of the hard winding coil 205.

[0086] Sa500. The stator core 206 with spiral water-cooled base 16 is shaped and finally subjected to a double insulation process of VPI vacuum pressure impregnation and epoxidized resin vacuum potting.

[0087] It should be noted that the stator core 206 coil uses MYFEB-30 / 180 double imide film 1 / 2-layer sintered flat copper wire, which not only has higher tensile strength and bending resistance, but also significantly improves the copper fill factor in the stator lamination slots, which is beneficial to the high power factor target of the motor. The lead wire solder joints are wrapped with multi-adhesive mica and imide film to increase insulation strength, significantly improving the winding insulation and mechanical properties during motor operation. The three-phase windings adopt a lead wire copper ring structure, simplifying the winding connection process, reducing solder joints, and facilitating stator lead wire arrangement. The lead wire rings are secured at the ends after varnish impregnation to prevent loosening caused by motor vibration, improving motor reliability. PT100 winding temperature sensors are connected to both ends of the coil windings to effectively monitor the internal temperature of the motor. Similarly, moisture-proof heating tapes are connected to both ends of the coil windings to prevent condensation inside the motor under high humidity conditions.

[0088] It should be further explained that because the segmented skewed slots of the rotor are difficult to machine, stator skewed slots are used instead. Stator skewed slots are generally divided into helical skewed slots and parallel skewed slots.

[0089] Spiral inclined groove: Taking the first groove of the lamination as an example, each lamination rotates by an angle around its center point. This angle is 360° divided by the number of stator slots and then divided by the total number of laminations in the entire core. During the process, the position of the lamination groove (207) on the outer circle remains unchanged. Finally, the position of the first groove, position A, gradually moves to position B.

[0090] like Figure 7a , 7b As shown, in the parallel inclined slot: taking the first slot of the lamination as an example, each lamination moves horizontally a certain distance. This distance, i.e., the arc length, is the inner circumference of the lamination divided by the number of stator slots, and then divided by the total number of laminations in the entire core. During the process, the position of the lamination slot on the outer circumference remains unchanged. Finally, the position of the first slot, C, gradually moves to position D.

[0091] It should be further explained that the advantage of parallel skewed slots over spiral skewed slots is that the bottom and sides of the slot are flat rather than spiral. After the stator coil is inserted, it can be flat against the bottom and sides of the slot without twisting. Twisting will damage the coil insulation.

[0092] like Figure 8a , 8bAs shown, it needs further explanation that a toothed pressure plate is placed at the lower end of the stator core 206, and then the laminations are stacked in sequence to form the stator core 206. The toothed pressure plate is placed on the upper end face of the stator core 206, and the laminations and the toothed pressure plate are pressed together on a hydraulic press. Under pressure, a 6mm thick steel plate is placed in the lamination slot 207 as a lamination, and the lamination is welded to the outer circle of the stator core 206. The ends of the laminations are bent and welded to the toothed pressure plate. The laminations, the toothed pressure plate, and the laminations form a whole, giving the stator core 206 sufficient mechanical strength. The outer circle of the stator core 206 is machined. Machined outer circle also improves the surface finish of the stator core 206, enhances its fit with the frame, and gives it higher thermal conductivity. The stator core 206 and the spiral water-cooled frame 16 are fixed by interference fit. Higher surface finish also increases the torque that the two can withstand.

[0093] like Figure 9a , 9b As shown, it should be further explained that the stator coil 210 is embedded in the lamination slot. Because the lamination slot has a certain gap, it is to prevent the coil insulation from being damaged due to excessively tight tolerances during winding. After the slot wedge 211 is sealed, an expansion pad 212 is placed under the slot wedge 211 to prevent the coil from loosening. The expansion pad 212 allows the vacuum impregnation varnish to effectively fill the gap between the coil and the lamination slot, increasing the amount of varnish applied to the stator core slot and enhancing the insulation performance of the stator coil 210. It also prevents the slot wedge 211 from detaching.

[0094] The rotor manufacturing method of a marine direct-drive permanent magnet synchronous motor includes the following steps:

[0095] Sb100. Shaft 301 is manufactured using a machining center; shaft 301 is forged and heat-treated.

[0096] Sb200. The A-section rotor core 302 and the B-section rotor core 303 are stacked and formed respectively; each A-section rotor core 302 and B-section rotor core 303 is locked with a stainless steel hexagonal flange nut 306 and a second equal-length double-ended stud 313.

[0097] Sb300. Embed the rotor core 302 of section A and the rotor core 303 of section B into the rotor magnet 311 and then apply glue for curing.

[0098] Sb400. Press the rotor end plate 304 into the shaft 301; the rotor core is pressed into the shaft 301 alternately with the A-section rotor core 302 or the B-section rotor core 303 as the starting section, and the A / B sections of rotor core are pressed into the shaft alternately and stacked, and the rotor core key 307 is pressed in at the same time to fix it; finally, the rotor end plate 304 is used for encapsulation.

[0099] Sb500. Screw in the rotor baffle 308, lock the rotor end plate 304 through the inner ring thread of the rotor baffle 308, and argon arc weld three points along the circumference of the rotor baffle 308.

[0100] In the above detailed description, various features are combined together in a single embodiment to simplify this disclosure. This approach to disclosure should not be construed as reflecting an intention that embodiments of the claimed subject matter require more features than are explicitly stated in each claim. Rather, as reflected in the appended claims, the present invention is in a state with fewer features than all of the disclosed individual embodiments. Therefore, the appended claims are hereby clearly incorporated into the detailed description, wherein each claim stands alone as a preferred embodiment of the present invention.

[0101] The disclosed embodiments have been described above to enable any person skilled in the art to implement or use this invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments without departing from the spirit and scope of this disclosure. Therefore, this disclosure is not limited to the embodiments given herein, but is consistent with the widest scope of the principles and novel features disclosed in this application.

[0102] The foregoing description includes examples of one or more embodiments. It is certainly impossible to describe all possible combinations of components or methods in order to describe the above embodiments, but those skilled in the art will recognize that further combinations and arrangements of the various embodiments are possible. Therefore, the embodiments described herein are intended to cover all such changes, modifications, and variations that fall within the scope of the appended claims. Furthermore, the term "comprising" as used in the specification or claims is interpreted in a manner similar to the term "including," as interpreted when used as a conjunction in the claims. Additionally, the use of any term "or" in the specification of the claims is intended to mean "non-exclusive or."

[0103] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this utility model. It should be understood that the above description is only a specific embodiment of this utility model and is not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A marine direct-drive permanent magnet synchronous motor, characterized in that: Includes a rotor (1), conductive ring (2), front bearing outer cover (3), cylindrical roller bearing (4), deep groove ball bearing (5), end cover (6), stator (7), junction box (8), bearing inner cover (9), bearing sleeve (10), rear bearing outer cover (11), round nut (12), rotary transformer (13), raised panel type flat welded steel flange (14), bearing bracket (15), and spiral water-cooled base (16), wherein: The conductive ring (2) is installed on the end face of the front bearing outer cover (3) by circumferentially distributed screws; the end cover (6) is connected to the spiral water-cooled machine base (16) by circumferentially distributed screws and mates with the spiral water-cooled machine base (16) through a stop; the front bearing outer cover (3), the bearing inner cover (9), and the rear bearing outer cover (11) are respectively connected to the bearing sleeve (10) by circumferentially distributed screws; the stop of the front bearing outer cover (3) and the rear bearing outer cover (11) is positioned on the outer end face of the bearing sleeve (10); the stop of the bearing inner cover (9) is positioned on the inner end face of the bearing sleeve (10); the cylindrical roller bearing (4) and the deep groove ball bearing (5) are installed on the inner ring of the bearing sleeve (10); the interior of the cylindrical roller bearing (4) and the deep groove ball bearing (5) is fixed by a axial step, and the exterior of the cylindrical roller bearing (4) is fixed by a circular screw. Tighten the screws; the bearing sleeve (10) is installed on the inner ring of the end cover (6) and fixed with circumferentially distributed screws; the bearing bracket (15) is fixed on the inner ring of the spiral water-cooled machine base (16); the bearing bracket (15) is clearance-fitted with the shaft (301); after removing the end cover (6), the bearing bracket (15) supports the entire rotor (1); the stator part of the rotary transformer (13) is embedded in the rear bearing outer cover (11), and the rotor part of the rotary transformer (13) is positioned on the shaft (301) by the keyway and the shaft elastic retaining ring; the raised panel flat welded steel flange (14) is welded to the left and right ends of the outer plate (102) of the machine base; the rotor (1) is positioned by the cylindrical roller bearing (4) and the deep groove ball bearing (5) at the front and rear ends; the junction box (8) is welded to the stator (7) and the spiral water-cooled machine base (16) directly above.

2. The direct drive permanent magnet synchronous motor for marine use according to claim 1, characterized in that: The spiral water-cooled base (16) includes a base end ring (101), a base outer plate (102), a base inner plate (103), and a base spiral water channel (104). The base end ring (101) is welded to the front end face and the rear end face of the base outer plate (102) and the base inner plate (103), respectively. The base spiral water channel (104) is welded evenly at intervals on the outer surface of the base inner plate (103). The base inlet and outlet process piles (105) for cooling water inlet and outlet and protruding plate type flat welded steel flanges (14) are welded to the left and right ends of the base outer plate (102).

3. The direct drive permanent magnet synchronous machine for marine use according to claim 2, characterized in that: The wall thickness of the spiral water channel (104) of the base is between 8mm and 12mm, and the welding interval is set to ensure the cross-sectional area water flow and water pressure requirements; the cross-sectional area through which the spiral water channel (104) forms the cross-sectional area of ​​the inlet and outlet of the spiral water channel base (16) is greater than the cross-sectional area of ​​the inlet and outlet of the spiral water channel base; the distance between the non-outlet end (103A) of the coil of the inner plate (103) of the base and the end ring (101) of the base is extended by 50mm to 100mm according to the actual length of the coil end, in order to ensure the creepage distance of the coil end; the distance between the coil outlet end (103B) of the inner plate (103) of the base and the end ring (101) of the base is extended by 50mm to 100mm according to the actual length of the coil end, in order to ensure the creepage distance of the coil end.

4. The direct drive permanent magnet synchronous motor for marine use according to claim 1, characterized in that: The stator (7) includes a support rod (201), a lead ring U (202), a lead ring V (203), a lead ring W (204), a hard-wound coil (205), and a stator core (206), wherein: the support rod (201) is evenly distributed at both ends of the stator core (206), and the inner circle of the support rod (201) is larger than the outer circle of the lead ring U (202); the lead ring U (202) is tied to the support rod (201); the lead ring V (203) and the lead ring W (204) are respectively tied to the nose end of the hard-wound coil (205); PT10 and winding heating tape are tied to both ends of the hard-wound coil (205), and stator leads are welded to the lead ring U (202), the lead ring V (203), and the lead ring W (204).

5. The direct drive permanent magnet synchronous machine for marine use according to claim 4, characterized in that: The number of support rods (201) is 6 to 12 at the front and back; the spacing between the lead ring U (202), the lead ring V (203), and the lead ring W (204) is evenly distributed in three layers according to the cross-sectional area of ​​the lead ring U (202), the lead ring V (203), the lead ring W (204) and the size of the yoke of the stator lamination, and cannot exceed the outer and inner circles of the stator lamination; the hard winding coil (205) uses MYFEB-30 / 180 double imide film 1 / 2 stacked sintered flat copper wire.

6. The direct drive permanent magnet synchronous motor for marine use according to claim 1, characterized in that: The rotor (1) comprises the shaft (301), A-section sub-rotor core (302), B-section sub-rotor core (303), rotor end plate (304), first equal-length double-ended stud (305), stainless steel hexagonal flange nut (306), rotor core key (307), rotor baffle (308), A-section rotor lamination (309), B-section rotor lamination (310), rotor magnet (311), epoxy potting compound (312), and second equal-length double-ended stud (313), wherein: the rotor core of the rotor (1) comprises the A-section sub-rotor core (302) and the B-section sub-rotor core (303); the A-section sub-rotor core (302) and the B-section sub-rotor core (303) are arranged alternately; the rotor The iron core is divided into integer segments; the rotor iron core is staggered into the shaft (301) with the A-segment rotor iron core (302) or the B-segment rotor iron core (303) as the starting segment, and the rotor iron core key (307) is pressed in at the same time; the left and right ends of the rotor iron core are closed by the rotor end plate (304); the first equal-length double-ended stud (305) passes through the ￠H hole (315) of the rotor end plate (304), the A-segment ventilation hole (302M) of the A-segment rotor iron core (302), and the B-segment ventilation hole (303M) of the B-segment rotor iron core (303), and then the two ends of the first equal-length double-ended stud (305) are locked by the stainless steel hexagonal flange nut (306); the front end of the rotor iron core is... The inner ring of the rotor baffle (308) is fixed by a thread, and its rear end is locked to the step position of the shaft (301); large holes (314) and small holes (316) of different sizes are evenly distributed on the A-section rotor lamination (309) and the B-section rotor lamination (310); the included angle between adjacent large holes (314) and small holes (316) of different sizes is equal; the distribution positions of the large holes (314) of different sizes on the A-section rotor lamination (309) correspond to the distribution positions of the small holes (316) of different sizes on the B-section rotor lamination (310); the distribution positions of the small holes (316) of different sizes on the A-section rotor lamination (309) correspond to the distribution positions of the large holes (314) of different sizes on the B-section rotor lamination (310). The rotor cores (302) of section A and section B are respectively embedded in the rotor magnets (311); each section of the rotor core is encapsulated by the epoxy potting compound (312); the second equal-length double-ended stud (313) is inserted into the ￠k small hole (316) of the rotor lamination (309) of section A or the rotor lamination (310) of section B and then locked at both ends by the stainless steel hexagonal flange nut (306); if the connection between the rotor core and the rotor end plate (304) is the rotor core (302) of section A, then the distribution of the ￠K large hole (314) of the rotor end plate (304) and the ￠K large hole (314) of the rotor lamination (310) of section B is consistent;If the connection between the rotor core and the rotor end plate (304) is the B-section sub-rotor core (303), then the distribution of the ￠K large hole (314) on the rotor end plate (304) is consistent with the distribution of the ￠K large hole (314) on the A-section rotor lamination (309); when the second equal-length double-ended stud (313) of the A-section sub-rotor core (302) extends out of the core and the stainless steel hexagonal flange nut (306) is stacked, it enters the B-section sub-rotor. The ￠K large hole (314) of the iron core (303), or the ￠K large hole (314) of the rotor end plate (304); when the second equal-length double-ended stud (313) of the B-section sub-rotor iron core (303) extends out of the iron core and is overlapped with the stainless steel hexagonal flange nut (306), it enters the ￠K large hole (314) of the A-section sub-rotor iron core (302), or the ￠K large hole (314) of the rotor end plate (304).

7. The direct drive permanent magnet synchronous machine for marine use according to claim 6, characterized in that: The shaft (301) is made of alloy steel forging 42CrMoA and is heat-treated; the yield strength and tensile strength of the shaft (301) are greater than the requirements under overload impact conditions; the rotor end plate (304), the first equal-length double-ended stud (305), and the second equal-length double-ended stud (313) are all made of stainless steel.

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