A multi-layer winding motor
By combining multi-layer stator windings and thermally conductive rubber sleeves, the power demand and heat dissipation problems of the motor at low and high speeds are solved, enabling flexible adjustment of motor power and stable operation.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GUANGXI LIUGANG DALING ELECTRIC VEHICLE MFG CO LTD
- Filing Date
- 2025-06-19
- Publication Date
- 2026-05-26
AI Technical Summary
The existing motor uses a single-layer winding design, which cannot achieve different voltage outputs. This results in wasted power at low speeds and insufficient power at high speeds. In addition, the stator heat dissipation structure is inefficient, making it difficult to dissipate heat quickly, which can easily lead to motor failure.
The stator winding structure is multi-layered, including a first layer and a second layer of windings, with different numbers of turns in each layer. The dual voltage output is achieved by switching the working mode through the electric vehicle controller. A thermally conductive rubber sleeve is fitted on the outside of the stator winding, and heat dissipation grooves are set on the motor housing to form an effective heat dissipation path.
It enables flexible adjustment of motor power, balancing starting torque and high-speed power requirements, improving motor heat dissipation efficiency, and ensuring long-term stable operation.
Smart Images
Figure CN224289431U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of electric vehicle motor technology, specifically a multi-layer winding motor. Background Technology
[0002] Two-wheeled electric vehicles are light-duty electric vehicles that use batteries as a power source and drive wheels via electric motors. They typically adopt a two-wheel layout (including pedal-powered or motorcycle-style models). Core components include an electric motor controller (ECU), lithium / lead-acid battery packs, and hub motors or mid-mounted motors. They are characterized by being environmentally friendly (zero emissions), low noise, and easy to operate, with a typical range of 40-120 kilometers.
[0003] However, in existing technologies, most motors use single-layer windings or fixed number of turns designs, which cannot achieve different voltage outputs by switching the number of winding layers. This results in wasted power at low speeds and insufficient power at high speeds. Furthermore, the stator heat dissipation structure of existing motors mostly uses smooth thermally conductive rubber sleeves, which limits the effective heat dissipation area. When the motor runs at high power for a long time, the heat generated by the stator windings is difficult to dissipate quickly through the limited heat dissipation area, and heat accumulation is likely to form inside the iron core. This causes the winding temperature to rise continuously and exceed the insulation class tolerance limit, and may even cause a short circuit fault in the motor due to local overheating. Utility Model Content
[0004] The purpose of this invention is to provide a multi-layer winding motor to solve the problems mentioned in the background art.
[0005] To achieve the above objectives, this utility model provides the following technical solution:
[0006] An electronic control system for a two-wheeled electric vehicle includes:
[0007] A stator core, wherein multiple stator windings are distributed circumferentially on the stator core, the stator core and the stator windings constitute a stator assembly, and the stator assembly is installed inside a three-phase motor;
[0008] The stator winding has two sides, namely a first layer winding and a second layer winding. The number of turns per phase of the first layer winding is the same, and the number of turns per phase of the second layer winding is the same. The number of turns per phase of the second layer winding is twice that of the first layer winding.
[0009] The terminals are connected to the input terminals of the first winding and the second winding, respectively. The input terminal of the first winding is connected to the beginning of the in-phase coil of the first winding, and the input terminal of the second winding is connected to the beginning of the in-phase coil of the second winding. When the input terminal of the first winding is connected to the power supply, the first winding and the second winding are connected in series and output a voltage of 108 volts. When the input terminal of the second winding is connected to the power supply, only the second winding works and outputs a voltage of 72 volts.
[0010] Furthermore, the in-phase coils of the first layer winding are connected in series, and the in-phase coils of the second layer winding are connected in series. The in-phase coils of the first layer winding and the second layer winding are connected end to end; the three-phase tail ends of the second layer winding are connected to the input terminal.
[0011] Furthermore, the three-phase motor also includes a heat dissipation component for dissipating heat from the three-phase motor. The heat dissipation component includes a thermally conductive rubber sleeve, which is sleeved on the outside of the stator winding.
[0012] Furthermore, the thermally conductive rubber sleeve is integrally formed, and elastic portions are provided on both sides of the thermally conductive rubber sleeve for fixing the thermally conductive rubber sleeve to the outside of the stator winding.
[0013] Furthermore, the heat dissipation assembly also includes heat dissipation grooves, which are circumferentially distributed on both sides of the motor housing. The heat dissipation grooves are perpendicular to the axial position of the stator winding and the thermal conductive rubber sleeve, so that the heat conducted by the thermal conductive rubber sleeve can be dissipated to the external environment through the heat dissipation grooves.
[0014] Furthermore, the terminal is electrically connected to the electric vehicle controller to control the output voltage of the three-phase motor.
[0015] Furthermore, the winding directions of the first layer of winding and the second layer of winding are the same.
[0016] Furthermore, each phase of the first layer winding consists of one consecutive adjacent coil, and each phase of the second layer winding consists of one consecutive adjacent coil.
[0017] Compared with the prior art, the beneficial effects of this utility model are:
[0018] This invention, by setting up a double-layer stator winding and two sets of input terminals, enables the electric vehicle controller to switch between single-layer or double-layer series operation modes, achieving dual voltage output under constant motor power, thereby flexibly adjusting the electric vehicle speed and taking into account both starting torque and high-speed power requirements.
[0019] This invention utilizes an integrally molded thermally conductive rubber sleeve with an elastic portion to cover the outside of the stator winding, and sets corresponding heat dissipation grooves on the motor housing to form a heat dissipation path, thereby quickly dissipating the heat generated during winding operation and ensuring long-term stable operation of the motor.
[0020] This invention improves the heat dissipation efficiency of the motor by increasing the heat dissipation area of the heat-conducting sleeve through the opening of heat-conducting grooves on the outside of the heat-conducting sleeve. Attached Figure Description
[0021] Figure 1 This is a schematic diagram of the stator core wiring structure of this utility model.
[0022] Figure 2This is a schematic diagram of a single group of stator core wiring structure of this utility model.
[0023] Figure 3 This is a front view of the stator core of this utility model.
[0024] Figure 4 This is a schematic diagram of the installation of the thermally conductive rubber sleeve on the stator core of this utility model.
[0025] Figure 5 This is a three-dimensional schematic diagram of the electric vehicle motor of this utility model.
[0026] In the diagram: 1-Stator core, 101-Stator winding, 102-Terminal, 2-First layer winding, 3-Second layer winding, 4-Terminal, 5-Heat-conducting rubber sleeve, 501-Heat-conducting groove, 6-Elastic part, 7-Motor housing, 8-Heat dissipation groove. Detailed Implementation
[0027] 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.
[0028] 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.
[0029] 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.
[0030] Please see Figures 1 to 5 This utility model provides a technical solution:
[0031] Example 1:
[0032] Please see Figures 1 to 2 This utility model provides a technical solution:
[0033] An electronic control system for a two-wheeled electric vehicle, used to control and regulate the motor speed, includes:
[0034] The stator core 1 has multiple stator windings 101 distributed circumferentially. The stator core 1 and the stator windings 101 constitute a stator assembly, which is installed inside a three-phase motor.
[0035] The stator winding 101 has two sides, namely a first layer winding 2 and a second layer winding 3. The number of turns per phase of the first layer winding 2 is the same, and the number of turns per phase of the second layer winding 3 is the same. The number of turns per phase of the second layer winding 3 is twice that of the first layer winding 2.
[0036] Terminal 102 is connected to the input terminal 4 of the first layer winding 2 and the second layer winding 3 respectively. The input terminal 4 of the first layer winding 2 is connected to the first end of the in-phase coil of the first layer winding 2, and the input terminal 4 of the second layer winding 3 is connected to the first end of the in-phase coil of the second layer winding 3. When the input terminal 4 of the first layer winding 2 is connected to the power supply, the first layer winding 2 and the second layer winding 3 are connected in series and output a voltage of 108 volts. When the input terminal 4 of the second layer winding 3 is connected to the power supply, only the second layer winding 3 works and outputs a voltage of 72 volts.
[0037] The three-phase motor also includes a heat dissipation component.
[0038] In this embodiment, the number of turns per phase of the first layer winding 2 is N (preferably 60 turns), and the number of turns per phase of the second layer winding 3 is 2N (preferably 120 turns). The number of turns per phase of the second layer winding 3 is twice the number of turns per phase of the first layer winding 2.
[0039] Specifically, the in-phase coils of the first layer winding 2 are connected in series, and the in-phase coils of the second layer winding 3 are connected in series. The in-phase coils of the first layer winding 2 and the second layer winding 3 are connected end to end. The three-phase tail ends of the second layer winding 3 are connected to the input terminal 4.
[0040] The total number of turns after the first and second layers are connected in series is 3N, which is 1:3 in ratio to the number of turns per phase of the first layer winding 2 and 2:3 in ratio to the number of turns per phase of the second layer winding 3.
[0041] Specifically, terminal 102 is electrically connected to the electric vehicle controller and is used to control the output voltage of the three-phase motor.
[0042] Specifically, the controller of an electric vehicle is preferably the common electric vehicle ECU (Electronic Control Unit), which is the core control module of the vehicle's electronic system. It is responsible for monitoring, managing and coordinating the operation of key components of the electric vehicle. In an electric vehicle, the ECU is usually not a single module, but a network composed of multiple dedicated controllers that communicate via CAN bus or Ethernet.
[0043] In this embodiment, the electric vehicle controller connects the alternating current to the input terminal 4 of the second layer winding 3 through the terminal 102. The current only passes through the second layer winding 3 (with 2N turns). At this time, the first layer winding 2 does not participate in electromagnetic induction because it is not connected to the power supply and the interlayer connection is a series structure. At this time, the motor output voltage is 72 volts.
[0044] The electric vehicle controller switches to the input terminal 4 of the first layer winding 2. The current passes through the first layer winding 2 (N turns) and the second layer winding 3 (2N turns) in sequence, with a total of 3N turns. Because the number of turns increases by 1.5 times, the output voltage is increased to 108 volts.
[0045] Specifically, the winding directions of the first layer winding 2 and the second layer winding 3 are the same.
[0046] Specifically, each phase of the first layer winding 2 consists of one consecutive adjacent coil, and each phase of the second layer winding 3 consists of one consecutive adjacent coil.
[0047] Specifically, in the double-layer winding structure, the stator core 1 remains in a saturated magnetized state during switching, avoiding the abrupt change in magnetic circuit caused by winding switching in traditional multi-tap motors. By maintaining consistent winding directions, the magnetic field vectors generated by the two winding layers are in the same direction, resulting in a smooth transition of the synthesized magnetic field during switching.
[0048] In this embodiment, the motor output power can be flexibly adjusted between 72 volts and 108 volts through the controller, thereby realizing the speed regulation of the electric vehicle power system.
[0049] When the electric vehicle is starting, driving at low speed, or under load, the controller prioritizes connecting the second winding 3 (2N turns). At this time, the motor outputs a voltage of 72 volts. According to the principle of motor theory, P=U2 / R (P is power, U is voltage, and R is winding resistance), the winding current increases under the 72-volt voltage mode, generating a larger torque to meet the high torque requirements when the vehicle starts. At the same time, the low voltage operation reduces the depth of discharge of the battery pack and extends the driving range, which is especially suitable for frequent start-stop scenarios in urban congestion.
[0050] When an electric vehicle needs to travel at high speed, the controller can quickly switch to the input terminal 4 of the first layer winding 2, so that the first layer winding 2 (number of turns N) and the second layer winding 3 (number of turns 2N) work in series. Corresponding to a 108-volt output, the current is reduced accordingly. However, due to the voltage square effect, the motor output power increases, which increases the synchronous speed. The motor speed can break through the upper limit of the low voltage mode, realizing the high-speed travel of the electric vehicle.
[0051] Example 2:
[0052] Please see Figures 3 to 5 This utility model provides a technical solution that is basically the same as that in Embodiment 1, with slight differences:
[0053] The stator core 1 has multiple stator windings 101 distributed circumferentially. The stator core 1 and the stator windings 101 constitute a stator assembly, which is installed inside a three-phase motor.
[0054] The three-phase motor also includes a heat dissipation component.
[0055] Specifically, the heat dissipation component includes a thermally conductive rubber sleeve 5, which is sleeved on the outside of the stator winding 101.
[0056] Specifically, the thermally conductive rubber sleeve 5 is integrally formed, and elastic portions 6 are provided on both sides of the thermally conductive rubber sleeve 5 for fixing the thermally conductive rubber sleeve 5 to the outside of the stator winding 101.
[0057] Specifically, the heat dissipation component also includes heat dissipation grooves 8, which are circumferentially distributed on both sides of the motor housing 7. The heat dissipation grooves 8 are perpendicular to the axial position of the stator winding 101 and the thermally conductive rubber sleeve 5, so that the heat conducted by the thermally conductive rubber sleeve 5 can be dissipated to the external environment through the heat dissipation grooves 8.
[0058] In this embodiment, the stator core 1 is installed inside the motor housing 7 of the three-phase motor. The thermally conductive rubber sleeve 5 is preferably made of one-piece molded silicone rubber material. Its inner diameter is interference-fitted with the outer contour of the stator winding 101. The thermally conductive rubber sleeve 5 has raised elastic parts 6 on both sides. The deformation generates radial clamping force to ensure that the thermally conductive rubber sleeve 5 is tightly attached to the outer surface of the winding and reduce thermal resistance. During installation, the thermally conductive rubber sleeve 5 is first opened and then slowly put on along the axial direction of the stator winding 101. After releasing, the elastic part 6 automatically resets and is locked in the groove at the end of the stator winding 101 to prevent circumferential movement.
[0059] Axial heat-conducting grooves 501 are evenly distributed on the outer surface of the rubber sleeve to increase the contact area and improve heat dissipation efficiency. The grooves of the heat-conducting grooves 501 are equidistantly distributed along the circumferential direction to form a grid-like heat dissipation channel. When the stator winding 101 generates heat during operation, the heat is quickly conducted to the heat-conducting grooves 501 through the heat-conducting rubber sleeve 5. Together with the heat dissipation grooves 8 distributed circumferentially on both sides of the motor housing 7, a conduction path is formed, thereby quickly dissipating heat.
[0060] When this utility model is in use, after the electric vehicle is started, the controller automatically determines the voltage mode based on the torque angle of the electric vehicle's speed control, the vehicle speed, and the battery status: when starting or at low speed, the controller connects to the input terminal 4 of the second layer winding 3, and only the second layer winding 3 works to output a voltage of 72 volts, providing high torque; when high-speed driving is required, it switches to the input terminal 4 of the first layer winding 2, and the two layers of windings are connected in series to output 108 volts to increase the speed. At the same time, the heat-conducting rubber sleeve 5 on the outside of the stator winding 101 is fixed by the elastic part 6, and its surface heat-conducting groove 501 cooperates with the heat dissipation groove 8 of the housing to quickly dissipate the operating heat.
[0061] The parts of this utility model not described are existing technologies.
[0062] 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 multi-layer winding motor, characterized in that, include: Stator core (1), wherein multiple stator windings (101) are distributed circumferentially in the stator core (1), and the stator core (1) and stator windings (101) constitute a stator assembly, which is installed inside a three-phase motor; The stator winding (101) has two sides, namely a first layer winding (2) and a second layer winding (3). The number of turns per phase of the first layer winding (2) is the same, and the number of turns per phase of the second layer winding (3) is the same. The number of turns per phase of the second layer winding (3) is twice that of the first layer winding (2). Terminal (102) is connected to the input terminal (4) of the first layer winding (2) and the second layer winding (3) respectively. The input terminal (4) of the first layer winding (2) is connected to the first end of the in-phase coil of the first layer winding (2). The input terminal (4) of the second layer winding (3) is connected to the first end of the in-phase coil of the second layer winding (3). When the input terminal (4) of the first layer winding (2) is connected to the power supply, the first layer winding (2) and the second layer winding (3) are connected in series and output a voltage of 108 volts. When the input terminal (4) of the second layer winding (3) is connected to the power supply, only the second layer winding (3) works and outputs a voltage of 72 volts.
2. A multi-layer winding motor as described in claim 1, characterized in that: The in-phase coils of the first layer winding (2) are connected in series, and the in-phase coils of the second layer winding (3) are connected in series. The in-phase coils of the first layer winding (2) and the second layer winding (3) are connected end to end; the three-phase tail end of the second layer winding (3) is connected to the input terminal (4).
3. A multi-layer winding motor as described in claim 1, characterized in that: The three-phase motor also includes a heat dissipation component for heat dissipation, the heat dissipation component includes a thermally conductive rubber sleeve (5), the thermally conductive rubber sleeve (5) is sleeved on the outside of the stator winding (101).
4. A multi-layer winding motor as described in claim 3, characterized in that: The thermally conductive rubber sleeve (5) is integrally formed, and elastic parts (6) are provided on both sides of the thermally conductive rubber sleeve (5) for fixing the thermally conductive rubber sleeve (5) on the outside of the stator winding (101).
5. A multi-layer winding motor as described in claim 4, characterized in that: The heat dissipation assembly also includes heat dissipation grooves (8), which are circumferentially distributed on both sides of the motor housing (7). The heat dissipation grooves (8) are perpendicular to the axial position of the stator winding (101) and the thermally conductive rubber sleeve (5), and are used to dissipate the heat conducted by the thermally conductive rubber sleeve (5) to the external environment through the heat dissipation grooves (8).
6. A multi-layer winding motor as described in claim 1, characterized in that: The terminal (102) is electrically connected to the electric vehicle controller and is used to control the output voltage of the three-phase motor.
7. A multi-layer winding motor as described in claim 1, characterized in that: The first layer winding (2) and the second layer winding (3) have the same winding direction.
8. A multi-layer winding motor as described in claim 1, characterized in that: Each phase of the first layer winding (2) consists of one consecutive adjacent coil, and each phase of the second layer winding (3) consists of one consecutive adjacent coil.