Electric machine, electric drive system and electric vehicle

Abstract

The application relates to the technical field of motor equipment, and discloses a motor, an electric driving system and an electric vehicle, wherein the motor comprises a stator assembly and a rotor assembly, the rotor assembly is sleeved on the outer circumferential side of the stator assembly, the stator assembly comprises a support frame, a plurality of stator cores, windings and a stator shell, the rotor assembly is rotatably installed on the support frame, the plurality of stator cores are fixedly installed on the support frame in a circumferential interval, the windings are wound on the stator cores, the stator shell is sleeved on the plurality of stator cores, and the stator shell is sealingly arranged with the support frame and the stator cores so that the adjacent two stator cores, the support frame and the stator shell surround a containing cavity for containing cooling liquid. The technical scheme is applied to solve the problem of poor heat dissipation effect of the motor during high-power operation.

Description

Technical Field

[0001] This application belongs to the field of electrical equipment technology, and relates to an electric motor, an electric drive system, and an electric vehicle. Background Technology

[0002] Currently, there are many types of motors on the market, such as shaft motors and external rotor motors. In practical applications, external rotor motors are becoming increasingly widely used, especially as drive motors in vehicle drive systems, such as drive motors for electric vehicles and hub motors for electric bicycles.

[0003] Electric motors generate a significant amount of heat after prolonged power output, especially during high-power operation. A large portion of this heat originates from the resistance heat of the stator windings. Typically, air cooling is used to dissipate this heat and achieve temperature reduction.

[0004] In shaft-driven motors, the stator assembly is fitted onto the shaft, allowing it to directly contact the flowing air, which carries away heat for cooling. However, in external rotor motors, the stator assembly is fitted and surrounded by the rotor assembly. The flowing air cannot easily contact the stator assembly, and the gap between the rotor and stator assemblies hinders heat transfer. This results in the heat generated by the stator assembly being difficult to dissipate with the airflow, leading to inadequate heat dissipation, heat accumulation, and consequently, impaired motor performance and, in severe cases, safety hazards. Utility Model Content

[0005] The purpose of this application is to provide an electric motor, an electric drive system, and an electric vehicle, which aims to solve the problem that the heat generated by the stator assembly of the electric motor is not dissipated and cooled in time, thus affecting the working performance of the motor.

[0006] To achieve the above objectives, according to a first aspect of this application, an electric motor is provided. The motor includes a stator assembly and a rotor assembly, with the rotor assembly sleeved on the stator assembly. The stator assembly includes a support frame, multiple stator cores, windings, and a stator housing. The rotor assembly is rotatably mounted on the support frame. The multiple stator cores are circumferentially spaced and fixedly mounted on the support frame. The windings are wound around the stator cores. The stator housing is sleeved on the multiple stator cores. The stator housing is sealed to the support frame and the stator cores, such that adjacent stator cores, the support frame, and the stator housing enclose a cavity for containing coolant.

[0007] The motor provided in the embodiments of this application is sealed with a stator housing, a support frame, and a stator core, thereby creating a receiving chamber for accommodating coolant between two adjacent stator cores, support frames, and the stator housing. In this way, the coolant flowing into the receiving chamber soaks the stator core and the winding coils, absorbing the heat generated by the stator assembly to achieve heat exchange, thus cooling the stator assembly. The flowing coolant promptly carries away the heat, preventing heat accumulation, and ensuring that the motor as a whole can always maintain the temperature range for normal operation, allowing the motor to consistently perform at its optimal operating level.

[0008] In some embodiments, the multiple receiving chambers are independent chambers. Thus, each receiving chamber is an independent flow path, making it easy to independently control the flow rate of the coolant in each receiving chamber and independently detect the temperature rise, thereby improving the heat dissipation and cooling effect on the stator assembly.

[0009] In some embodiments, the multiple receiving chambers are interconnected. This allows the motor as a whole to always remain within its normal operating temperature range, ensuring that the motor always performs at its best.

[0010] In some embodiments, the stator housing includes a circumferential wall, and the stator core abuts against the inner side of the circumferential wall away from the top wall of the support frame.

[0011] In some embodiments, the stator housing includes a circumferential wall with a plurality of circumferentially spaced clearance holes. A plurality of stator cores are correspondingly inserted through the clearance holes, and the two circumferential sidewalls of the stator cores are sealed to the corresponding clearance hole walls. The stator housing does not occupy the air gap between the stator cores and the rotor assembly, thereby reducing the air gap between the rotor assembly and the stator cores or windings, increasing the effective magnetic flux exerted by the stator assembly on the rotor assembly, and improving the motor's operating performance.

[0012] In some embodiments, the stator core protrudes from the top wall of the support frame onto the outer surface of the circumferential wall.

[0013] In some embodiments, the stator core is flush with the outer surface of the top wall and the circumferential wall away from the support frame.

[0014] In some embodiments, the stator housing further includes an end wall connected to one end of the circumferential wall. The support frame includes a main frame and a radial wall connected to the outer edge of one end of the main frame. The stator assembly is fixedly mounted on the main frame. The end of the support frame away from the radial wall abuts against the end wall, and the end of the circumferential wall away from the end wall abuts against the radial wall. Compared to existing motors, the structure of the stator housing added to the motor in this embodiment is simplified, reducing the difficulty of improving existing motors.

[0015] In some embodiments, the clearance holes extend to the end of the circumferential wall away from the end wall, allowing multiple clearance holes of the stator housing to be directly aligned with multiple stator cores for insertion, which improves the assembly efficiency of the stator housing. The motor also includes a seal, which is fitted onto the end of the circumferential wall away from the end wall. The seal is used to seal the clearance holes between the radial wall and the end of the stator core away from the end wall, ensuring the sealing reliability and stability of the receiving chamber.

[0016] In some embodiments, the rotor assembly has a power output end located at the end of the stator assembly away from the radial wall, and the end of the rotor assembly away from the power output end slides in contact with a seal, thereby reducing the possibility of dust, debris, and other impurities entering the motor air gap between the rotor assembly and the stator assembly from the gap between the rotor assembly and the seal.

[0017] In some embodiments, the motor further includes a pump device having an input end, an output end, and a power connection end. A support frame has a hollow cavity, and the pump device is mounted in the hollow cavity. The rotor assembly is drivenly connected to the power connection end. The receiving chamber has a first interface and a second interface, with the input end indirectly connected to the first interface and the output end connected to the second interface. The pump device pumps coolant, enabling the coolant to circulate and flow through the receiving chamber to dissipate heat from the winding coils and stator core, thereby improving the efficiency of coolant heat dissipation.

[0018] In some embodiments, the pump device is a rotary pump, which includes a pump casing, a pump stator, and a pump rotor. The pump stator is fixedly disposed within the pump casing and has a pump cavity. Both the input and output ends are located within the pump casing and communicate with the pump cavity. The pump rotor serves as the power connection end and is disposed within the pump cavity. The rotor assembly drives the pump rotor to rotate within the pump cavity to pump coolant. The rotary pump has a compact overall size, which can be well adapted to the narrow and limited hollow cavity of the support frame, facilitating the miniaturization and optimization design of the motor.

[0019] In some embodiments, the motor further includes a connecting shaft rotatably mounted on a support frame. The central axis of the connecting shaft is coaxial with the central axis of the rotor assembly. The connecting shaft has a first end and a second end. The rotor assembly is driven to the first end, and the second end extends into the hollow cavity and is driven to the pump rotor. Connecting the power output end and the pump rotor via the connecting shaft simplifies the structural complexity of the rotor housing of the rotor assembly, thereby reducing the overall production cost of the motor.

[0020] In some embodiments, the motor further includes a heat dissipation device connected to a support frame. The heat dissipation device has a first heat dissipation channel with a first inlet and a first outlet. The first inlet is connected to a first interface, and the inlet is connected to the first outlet. The coolant circulates in this way, and the heat dissipation device is used to quickly cool the high-temperature coolant, thereby improving the heat dissipation efficiency of the coolant.

[0021] In some embodiments, the motor further includes a controller, which is fixedly connected to a support frame. A heat dissipation device is connected to the side of the controller away from the support frame. The controller has a second heat dissipation channel with a second inlet and a second outlet. The second inlet communicates with a first outlet, and the second outlet communicates with a second interface. By employing a flow sequence in which the low-temperature coolant first cools the controller and then the stator assembly, the utilization efficiency of the coolant for effective heat dissipation and cooling is improved.

[0022] According to a second aspect of this application, an electric drive system is provided. The electric drive system includes a control module and a motor as described above, the windings of which are electrically connected to the control module.

[0023] According to a third aspect of this application, an electric vehicle is provided. The electric vehicle includes a motor as described above; or, the electric vehicle includes an electric drive system as described above. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a front view schematic diagram of the direction of the central axis of an electric motor according to an embodiment of this application;

[0026] Figure 2 for Figure 1 Cross-sectional view along the AA direction;

[0027] Figure 3 for Figure 1 A cross-sectional schematic diagram of the stator assembly of the motor is shown;

[0028] Figure 4 for Figure 3 Cross-sectional view along the middle BB direction;

[0029] Figure 5 for Figure 1 A three-dimensional structural schematic diagram of the rotor assembly of the motor is shown;

[0030] Figure 6 for Figure 5 The diagram shows a front view of the rotor assembly;

[0031] Figure 7 for Figure 6 Cross-sectional view along the CC direction;

[0032] Figure 8 for Figure 7 Cross-sectional view along the DD direction;

[0033] Figure 9 for Figure 1 A front view schematic diagram of the pump assembly with an electric motor shown;

[0034] Figure 10 for Figure 9 Cross-sectional view along the EE direction;

[0035] Figure 11 for Figure 10 Cross-sectional view along the FF direction;

[0036] Figure 12 This is a cross-sectional schematic diagram of another type of motor according to an embodiment of this application;

[0037] Figure 13 for Figure 12 Enlarged view of point H in the middle;

[0038] Figure 14 for Figure 12 A cross-sectional schematic diagram of the stator assembly of the motor is shown;

[0039] Figure 15 for Figure 14 Cross-sectional view along the GG direction;

[0040] Figure 16 This is a schematic diagram of the structure of an electric vehicle according to an embodiment of this application.

[0041] The figures in the diagram are labeled as follows:

[0042] 10. Stator assembly; 11. Support frame; 111. Main frame; 112. Radial wall; 113. Hollow cavity; 12. Stator core; 121. Top wall; 13. Winding; 14. Stator housing; 141. Circumferential wall; 1411. Clearance hole; 142. End wall; 15. Receiving chamber; 151. First interface; 152. Second interface;

[0043] 20. Rotor assembly; 21. Rotor housing; 22. Magnets; 23. Power output end;

[0044] 30. Sealing components;

[0045] 40. Pump assembly; 41. Pump stator; 411. Input end; 412. Output end; 413. Pump chamber; 414. Inlet chamber; 415. Outlet chamber; 42. Pump rotor; 43. First pump casing; 44. Second pump casing; 45. Pump casing;

[0046] 50. Connecting shaft; 51. First end; 52. Second end;

[0047] 60. Heat dissipation device; 61. First heat dissipation channel; 62. First liquid inlet; 63. First liquid outlet;

[0048] 70. Controller; 71. Second heat dissipation channel; 72. Second liquid inlet; 73. Second liquid outlet;

[0049] 81. First bearing; 82. Second bearing; 83. Piping;

[0050] 90. Electric vehicle; 91. Drive motor; 92. Battery unit; 93. Control module; 94. Frame; 95. Wheel. Detailed Implementation

[0051] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0052] In the description of this application, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application.

[0053] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0054] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0055] In related technologies, electric motors generate a significant amount of heat after prolonged power output, especially during high-power operation. Most of this heat originates from the resistance heat of the stator windings. Typically, these technologies employ air cooling to dissipate this heat and achieve temperature reduction.

[0056] There are many types of motors on the market, such as shaft motors and external rotor motors. In practical applications, external rotor motors are becoming increasingly widespread, especially in the drive motors of vehicle systems, such as electric vehicle drive motors and electric bicycle hub motors. In shaft motors, the stator assembly is fitted onto the shaft, allowing the stator assembly to directly contact the flowing air, which carries away heat for cooling. However, in external rotor motors, the stator assembly is fitted and surrounded by the rotor assembly. The flowing air cannot easily contact the stator assembly, and the gap between the rotor and stator assemblies hinders heat transfer. This results in the heat generated by the stator assembly being difficult to dissipate with the airflow, leading to inadequate heat dissipation, heat accumulation, and consequently, affecting the motor's performance and, in severe cases, even causing safety hazards.

[0057] Based on the above considerations, embodiments of this application provide a motor in which the stator housing, support frame, and stator core are sealed together, thereby creating a receiving chamber for accommodating coolant between adjacent stator cores, support frames, and the stator housing. In this way, the coolant flowing into the receiving chamber soaks the stator core and winding coils, absorbing heat generated by the stator assembly to achieve heat exchange, thus cooling the stator assembly. The flowing coolant promptly carries away heat, preventing heat accumulation and ensuring that the motor as a whole remains within its normal operating temperature range, allowing the motor to consistently maintain optimal performance. Furthermore, the motor provided by the embodiments of this application, when applied to electric drive systems and electric vehicles, can improve the product quality of electric vehicles and enhance their competitiveness.

[0058] To illustrate the technical solutions provided by the embodiments of this application, the following detailed description is provided in conjunction with specific drawings and embodiments.

[0059] like Figures 1 to 4 , Figure 12 , Figure 14 and Figure 15 As shown, the motor provided in the embodiment of this application includes a stator assembly 10 and a rotor assembly 20, with the rotor assembly 20 sleeved on the stator assembly 10. The stator assembly 10 includes a support frame 11, multiple stator cores 12, windings 13, and a stator housing 14. In the stator assembly 10, the support frame 11 supports the stator cores 12, windings 13, and stator housing 14, and the rotor assembly 20 is rotatably mounted on the support frame 11. The multiple stator cores 12 are circumferentially fixedly mounted on the support frame 11, with adjacent stator cores 12 spaced apart, and the windings 13 are wound around the stator cores 12. The stator housing 14 is sleeved on the multiple stator cores 12, and the stator housing 14 is sealed to the support frame 11 and the stator cores 12, so that adjacent stator cores 12, the support frame 11, and the stator housing 14 enclose a receiving chamber 15 for containing coolant.

[0060] The motor provided in the embodiments of this application is sealed with the stator housing 14, support frame 11, and stator core 12, thereby forming a receiving chamber 15 for accommodating coolant between two adjacent stator cores 12, support frame, and stator housing 14. In this way, the coolant flowing into the receiving chamber 15 soaks the stator core 12 and the coils of the winding 13 to absorb the heat generated by the stator assembly 10 and achieve heat exchange, thereby absorbing heat and cooling the stator assembly 10. The flowing coolant promptly carries away the heat, preventing heat accumulation, and ensuring that the motor as a whole can always maintain the temperature range for normal operation, thus ensuring that the motor always operates at its optimal performance.

[0061] In some embodiments, the plurality of receiving chambers 15 are independent chambers. The coolant in each receiving chamber 15 flows independently, and the coolant in each receiving chamber 15 absorbs heat and carries it away only for the coil of the winding 13 located in that receiving chamber 15 and the two adjacent stator cores 12 corresponding to that receiving chamber 15. The cooling effect of the coolant in any two receiving chambers 15 is independent and does not affect each other. The coolant in each receiving chamber 15 independently dissipates heat and cools the coil of the corresponding winding 13 and the stator core 12, and the cooling target is clearly defined. That is to say, each receiving chamber 15 is an independent flow path, so it is easy to independently control the flow rate of the coolant in each receiving chamber 15 and independently detect the temperature rise, thereby improving the heat dissipation and cooling effect on the stator assembly 10.

[0062] like Figure 2 , Figure 3 , Figure 12 and Figure 14As shown, in some embodiments, multiple receiving chambers 15 are interconnected. In this embodiment, after the coolant flows into the stator housing 14, it is diverted into each receiving chamber 15. After absorbing heat from the coils of the corresponding windings 13 and the stator core 12 within each receiving chamber 15, the coolant converges and flows out of the stator housing 14. Thus, the coolant dissipates heat and cools the stator assembly 10, ensuring that the entire motor can always maintain a normal operating temperature range and thus maintain optimal operating performance.

[0063] like Figure 3 and Figure 4 As shown, in some embodiments, the stator housing 14 includes a circumferential wall 141, and the top wall 121 of the stator core 12, away from the support frame 11, abuts against the inner side of the circumferential wall 141. In this embodiment, the stator housing 14 is an integral cylindrical shell that covers the entire stator core 12, i.e., the inner side of the circumferential wall 141 of the integral stator housing 14 abuts against the top wall 121 of the stator core 12 to form a sealed arrangement. This allows the space between two adjacent stator cores 12 to form a receiving chamber 15 with the stator housing 14. The coolant flowing into the receiving chamber 15 soaks the coil of the winding 13 and the sidewall of the stator core 12 to absorb heat, and then the coolant flows out of the receiving chamber 15 to carry away the heat, thereby achieving heat dissipation and cooling of the stator assembly 10.

[0064] like Figures 12 to 15 As shown, in some embodiments, the stator housing 14 includes a circumferential wall 141 with a plurality of circumferentially spaced clearance holes 1411. A plurality of stator cores 12 are correspondingly inserted into the clearance holes 1411, and the two circumferential sidewalls of the stator cores 12 are sealed to the corresponding clearance hole walls 1411. In this embodiment, the stator housing 14 is a cylindrical shell with a grid-like circumferential wall 141, and the plurality of stator cores 12 are inserted into the stator housing 14. Compared to embodiments where "the stator housing 14 is an integral cylindrical shell covering all the stator cores 12," the stator housing 14 in this embodiment does not occupy the motor air gap between the stator cores 12 and the rotor assembly 20. This helps to reduce the motor air gap between the rotor assembly 20 and the stator cores 12 or windings 13, increasing the effective magnetic flux exerted by the stator assembly 10 on the rotor assembly 20, and thus improving the motor's operating performance. Furthermore, the reduction in the air gap between the rotor assembly 20 and the stator core 12 and winding 13 reduces the overall radial dimension of the motor, which is beneficial for miniaturization and optimized design of the motor.

[0065] The air gap in a motor refers to the very thin layer of air between the stator assembly 10 and the rotor assembly 20. Specifically, it refers to the minimum distance between the stator assembly 10 and the rotor assembly 20. It prevents motion interference when the rotor assembly 20 rotates relative to the stator assembly 10 and affects the motor's electrical performance, electromagnetic performance, efficiency, and noise. Among these factors, the air gap has the most direct and significant impact on the electromagnetic performance between the stator assembly 10 and the rotor assembly 20. That is, the smaller the air gap, the stronger the electromagnetic induction of the rotor assembly 20 under the influence of the magnetic flux from the stator assembly 10; conversely, the larger the air gap, the weaker the electromagnetic induction of the rotor assembly 20 under the influence of the magnetic flux from the stator assembly 10.

[0066] like Figures 5 to 8 As shown, the rotor assembly 20 includes a rotor housing 21 and a plurality of magnets 22. The rotor housing 21 is a cylindrical shell, and the magnets 22 are elongated strips. The magnets 22 are circumferentially spaced and fixed to the inner wall of the rotor housing 21, with the length extension direction of the magnets 22 parallel to the direction of the central axis of the rotor housing 21. The minimum distance between the magnets 22 and the stator core 12 or winding 13 of the stator assembly 10 is the motor air gap. Furthermore, the distances between each magnet 22 and the stator core 12 or winding 13 of the stator assembly 10 are substantially equal. That is, the motor air gap between the rotor assembly 20 and the stator assembly 10 is circumferentially uniform around the central axis of the motor, which is beneficial for improving the electrical performance, electromagnetic performance, and efficiency of the motor, as well as reducing the overall noise level of the motor. In the motor, when the winding 13 extends radially above the stator core 12, the motor air gap is the minimum distance between the winding 13 and the magnets 22. Of course, in a typical motor, the radial height of the winding 13 is less than the radial height of the stator core 12. Therefore, the air gap of a motor generally refers to the minimum distance between the stator core 12 and the magnet 22.

[0067] When the circumferential wall 141 of the stator housing 14 is provided with multiple clearance holes 1411, in some embodiments, the stator core 12 protrudes outward from the top wall 121 of the support frame 11. In this embodiment, the added stator housing 14 does not occupy the space of the motor air gap. That is to say, compared with the existing motors without a stator housing 14, the motor air gap in this embodiment is not increased, thereby ensuring the electrical performance, electromagnetic performance and working efficiency of the motor.

[0068] When the circumferential wall 141 of the stator housing 14 is provided with a plurality of clearance holes 1411, in other embodiments, such as Figures 13 to 15As shown, the top wall 121 of the stator core 12, which is away from the support frame 11, is flush with the outer surface of the circumferential wall 141. In this embodiment, the added stator housing 14 does not occupy the space of the motor air gap. That is, compared with the existing motors without a stator housing 14, the motor air gap in this embodiment is not increased, thereby ensuring the electrical performance, electromagnetic performance, and working efficiency of the motor. Furthermore, in this embodiment, compared with the embodiment where the top wall 121 of the stator core 12 protrudes beyond the outer side of the circumferential wall 141, although the motor air gaps in the two embodiments are equal, the slot fill factor of the winding 13 in this embodiment is higher, that is, the number of coil turns of the winding 13 corresponding to each stator core 12 in this embodiment is greater. Therefore, the magnetic flux density of the effective magnetic flux exerted by the stator assembly 10 on the rotor assembly 20 in this embodiment is beneficial to improving the working performance and efficiency of the motor.

[0069] like Figure 3 and Figure 14 As shown, in some embodiments, the stator housing 14 further includes an end wall 142 connected to one end of the circumferential wall 141. The support frame 11 includes a main frame 111 and a radial wall 112 connected to the outer edge of one end of the main frame 111. During motor assembly, the stator assembly 10 is fixedly mounted on the main frame 111, with the end wall 142 abutting against the end of the support frame 11 away from the radial wall 112, and the end of the circumferential wall 141 abutting against the radial wall 112 at the end away from the end wall 142. In this embodiment, the stator housing 14 is sleeved on the support frame 11, thus forming a cylindrical space with an annular cross-section around the central axis of the main frame 111 between the stator housing 14 and the support frame 11. Furthermore, multiple stator cores 12 are spaced apart around the central axis of the main frame 111, so that the space between two adjacent stator cores 12, the end wall 142, the circumferential wall 141, and the radial wall 112 combine to form a receiving chamber 15 for accommodating coolant. Compared to existing motors, the stator housing 14 added to the motor in this embodiment has a simplified structure, reducing the difficulty of modifying existing motors. Thus, for the motor production line, the original processes can be largely maintained unchanged; for example, the original assembly processes of the stator assembly 10 and rotor assembly 20 remain essentially unchanged. Furthermore, the mold-making process for the support frame 11 only requires adding a mold-making section for the radial wall 112 to the existing mold-making process, reducing the difficulty of mold-making the support frame 11. This reduces the production cost of the motor and enhances its market competitiveness.

[0070] like Figure 13 and Figure 14As shown, when the circumferential wall 141 is provided with a plurality of circumferentially spaced clearance holes 1411, in some embodiments, the clearance holes 1411 extend to the end of the circumferential wall 141 away from the end wall 142, and the end of the circumferential wall 141 away from the end wall 142 abuts against the radial wall 112. In this embodiment, the end of the stator core 12 away from the end wall 142 may abut against the radial wall 112, or the end of the stator core 12 away from the end wall 142 may be spaced apart from the radial wall 112; and the end of the stator core 12 facing the end wall 142 may abut against the end wall 142, or the end of the stator core 12 facing the end wall 142 may be spaced apart from the end wall 142. When the end of the stator core 12 away from the end wall 142 abuts against the radial wall 112 and the end of the stator core 12 facing the end wall 142 abuts against the end wall 142, the plurality of receiving chambers 15 are independent chambers. When the end of the stator core 12 away from the end wall 142 is spaced apart from the radial wall 112 and the end of the stator core 12 facing the end wall 142 is also spaced apart from the end wall 142, the multiple receiving chambers 15 are interconnected. Since the clearance holes 1411 extend to the end of the circumferential wall 141 away from the end wall 142, during the assembly of the stator housing 14, the multiple clearance holes 1411 of the stator housing 14 can be directly aligned with the multiple stator cores 12 for insertion, which improves the assembly efficiency of the stator housing 14. In embodiments where the multiple receiving chambers 15 are interconnected, the motor also includes a seal 30, which is sleeved on the end of the circumferential wall 141 away from the end wall 142. The seal 30 seals the clearance holes 1411 between the radial wall 112 and the end of the stator core 12 away from the end wall 142, ensuring the sealing reliability and stability of the receiving chambers 15.

[0071] In some embodiments, to improve the sealing reliability and stability between the wall of the clearance hole 1411 and the side wall of the corresponding stator core 12, adhesive is used to bond and seal the wall of the clearance hole 1411 and the side wall of the corresponding stator core 12. Furthermore, adhesive is used to bond and seal the seal 30 to the circumferential wall 141 of the stator housing 14 and to the radial wall 112, further improving the sealing reliability and stability of the receiving chamber 15 in the stator assembly 10 and reducing the possibility of coolant leakage.

[0072] like Figure 2 , Figures 5 to 8 , Figure 12As shown, in some embodiments, the rotor assembly 20 has a power output end 23, which is located at the end of the stator assembly 10 away from the radial wall 112, that is, the end of the rotor housing 21 away from the radial wall 112 is set as the power output end 23. The power output end 23 is assembled with the support frame 11 through a first bearing 81. The first bearing 81 can be a radial bearing (e.g., a deep groove ball bearing, a cylindrical roller bearing, a bearing bush, etc.) or an axial bearing (e.g., a thrust ball bearing, a thrust cylindrical roller bearing, etc.). The first bearing 81 is preferably a radial bearing, so that the support frame 11 supports the rotor assembly 20, and the rotor assembly 20 rotates about the central axis of the main body frame 111 of the support frame 11. Furthermore, the end of the rotor assembly 20 furthest from the power output end 23 slides in contact with the seal 30. This contact can be a planar sliding contact or a curved contact where the surfaces interlock. As a result, there is almost no gap between the end of the rotor assembly 20 furthest from the power output end 23 and the seal 30. This reduces the possibility of dust, debris, and other impurities entering the motor air gap between the rotor assembly 20 and the stator assembly 10 through the gap between the rotor assembly 20 and the seal 30. This helps to reduce the possibility of the rotor assembly 20 and the stator assembly 10 being jammed by foreign objects entering the motor air gap, and also improves the cleanliness of the motor interior.

[0073] In some embodiments, a bearing may be fitted between the end of the rotor assembly 20 away from the power output end 23 and the seal 30. This bearing can be a radial bearing (e.g., a deep groove ball bearing, cylindrical roller bearing, or bushing) or an axial bearing (e.g., a thrust ball bearing or thrust cylindrical roller bearing). The bearing is selected based on the required axial or radial force in the actual application scenario. Generally, an axial bearing is preferred. By sealing the gap between the end of the rotor assembly 20 away from the power output end 23 and the seal 30 using the bearing, the possibility of dust, debris, and other foreign matter entering the motor air gap between the rotor assembly 20 and the stator assembly 10 can be prevented to a certain extent. This helps reduce the possibility of the rotor assembly 20 and stator assembly 10 being jammed by foreign objects entering the motor air gap, and also improves the cleanliness of the motor's interior.

[0074] like Figure 1 , Figure 2 , Figures 9 to 12 As shown, in some embodiments, the motor also includes a pump device 40, which pumps the coolant to circulate it. This allows the coolant to circulate through the housing chamber 15, dissipating heat from the coils of the winding 13 and the stator core 12, thus improving the efficiency of coolant cooling. Figure 1 , Figure 2 , Figure 10 and Figure 12 As shown, the pump device 40 has an input end 411, an output end 412, and a power connection end. The support frame 11 has a hollow cavity 113. While ensuring the structural strength of the support frame 11, the support frame 11 is effectively utilized to form an assembly space for accommodating and installing the pump device 40, that is, the pump device 40 is installed in the hollow cavity 113. Furthermore, the power output end 23 of the rotor assembly 20 is drivenly connected to the power connection end. The power output end 23 of the rotor assembly 20 provides driving force to the pump device 40 while simultaneously outputting mechanical driving force, thereby enabling the pump device 40 to start or stop synchronously with the rotor assembly 20. The receiving chamber 15 has a first interface 151 and a second interface 152, such as... Figures 2 to 4 , Figure 12 , Figure 14 and Figure 15As shown, the first interface 151 is located on the main frame 111, and the second interface 152 is located on the radial wall 112. The input end 411 is connected to the first interface 151 through the pipe 83, and the output end 412 is connected to the second interface 152. That is, the coolant flows from the second interface 152 into the receiving chamber 15 to dissipate heat and cool the stator assembly 10. Then, the coolant that has absorbed heat flows out of the receiving chamber 15 from the first interface 151 and enters the pump device 40. The input end 411 and the first interface 151 are directly connected via a pipe 83 (which can be a plastic hose or a metal pipe). The output end 412 and the second interface 152 can be directly connected via a heat dissipation corrugated pipe, or an independent heat dissipation device can be installed between the output end 412 and the second interface 152 to indirectly connect them. This allows the high-temperature coolant flowing out of the receiving chamber 15 to quickly release heat, transform into a low-temperature coolant, and flow back into the receiving chamber 15. Since the power output end 23 of the rotor assembly 20 directly outputs driving force to the power connection end of the pump device 40, the magnitude of the driving force received by the pump device 40 increases or decreases as the mechanical driving force output by the rotor assembly 20 increases or decreases. When the mechanical driving force output by the rotor assembly 20 increases, the flow rate of the coolant pumped by the pump device 40 through the receiving chamber 15 increases (since the cross-sectional area of ​​the flow channel in the receiving chamber 15 is fixed, the flow rate of the coolant is faster), and the cooling capacity of the coolant on the stator assembly 10 is stronger. Conversely, when the mechanical driving force output by the rotor assembly 20 decreases, the flow rate of the coolant pumped by the pump device 40 through the receiving chamber 15 decreases (since the cross-sectional area of ​​the flow channel in the receiving chamber 15 is fixed, the flow rate of the coolant is lower), and the cooling capacity of the coolant on the stator assembly 10 decreases. In other words, the cooling capacity of the coolant on the stator assembly 10 can adaptively change with the output power of the motor, ensuring that the coolant always meets the cooling requirements of the stator assembly 10, so that the motor as a whole can always maintain the normal operating temperature range and maintain optimal operating performance.

[0075] In some embodiments, the pump device 40 can be a rotary pump. Rotary pumps are compact in size and can better fit the confined space of the hollow cavity 113 of the support frame 11, which is beneficial for the miniaturization and optimized design of the motor. For example... Figure 2 , Figures 9 to 12As shown, the rotary pump includes a pump stator 41, a pump rotor 42, and a pump housing 45. The pump housing 45 is fixedly assembled in the hollow cavity 113 of the support frame 11. The pump stator 41 is fixedly disposed in the pump housing 45 and has a pump chamber 413. The pump housing 45 includes a first pump housing 43 and a second pump housing 44 that are mutually covered and fixed. The pump stator 41 is fixedly disposed in the first pump housing 43, and the first pump housing 43 has an inlet chamber 414 and an outlet chamber 415. Both the inlet chamber 414 and the outlet chamber 415 are connected to the pump chamber 413. The input end 411 and the output end 412 are both disposed in the second pump housing 44. The input end 411 is connected to the inlet chamber 414, and the output end 412 is connected to the outlet chamber 415. Furthermore, the pump rotor 42 is the power connection end, located in the pump chamber 413. The power output end 23 of the rotor assembly 20 drives the pump rotor 42 to rotate synchronously, that is, the power output end 23 of the rotor assembly 20 drives the pump rotor 42 to rotate within the pump chamber 413 to pump coolant. In other words, the magnitude of the driving force received by the pump rotor 42 increases or decreases as the mechanical driving force output by the rotor assembly 20 increases. When the mechanical driving force output by the rotor assembly 20 increases, the speed of the pump rotor 42 is faster, the flow rate of the pumped coolant through the receiving chamber 15 is greater, and the cooling capacity of the coolant on the stator assembly 10 is stronger. When the mechanical driving force output by the rotor assembly 20 decreases, the speed of the pump rotor 42 decreases, the flow rate of the pumped coolant through the receiving chamber 15 decreases, and the cooling capacity of the coolant on the stator assembly 10 decreases. In this way, the cooling capacity of the coolant for the stator assembly 10 can be adaptively changed with the output power of the motor. The coolant can always meet the cooling requirements of the stator assembly 10, so that the motor as a whole can always be kept within the normal operating temperature range and the motor can always be in the best working performance.

[0076] In some embodiments, the pump assembly 40 may also be a gear pump, or the pump assembly 40 may also be a centrifugal pump. Compared to a rotary pump, a gear pump or a centrifugal pump is less expensive, which helps to reduce the total production cost of the motor and improve the market competitiveness of the motor.

[0077] like Figure 2 and Figure 12As shown, in some embodiments, the motor further includes a connecting shaft 50, which is rotatably mounted on the support frame 11 via a second bearing 82. The second bearing 82 can be a radial bearing (e.g., a deep groove ball bearing, a cylindrical roller bearing, a bearing bush, etc.) or an axial bearing (e.g., a thrust ball bearing, a thrust cylindrical roller bearing, etc.), wherein the second bearing 82 is preferably a radial bearing. The outer ring of the second bearing 82 is interference-fitted into the hollow cavity 113, and the inner ring of the second bearing 82 is configured to rotate synchronously with the connecting shaft 50 (it can be an interference fit or an assembly via a key connection). The second bearing 82 abuts against the first pump housing 43, and the connecting shaft 50 passes through the first pump housing 43 and is drivenly connected to the pump rotor 42. The central axis of the connecting shaft 50 is collinear with the central axis of the rotor assembly 20. The connecting shaft 50 has a first end 51 and a second end 52. The power output end 23 of the rotor assembly 20 is driven to the first end 51, and the second end 52 extends into the hollow cavity 113 and passes through the first pump housing 43 before being driven to the pump rotor 42. By connecting the power output end 23 and the pump rotor 42 through the connecting shaft 50, the structural complexity of the rotor housing 21 of the rotor assembly 20 can be simplified, which helps to reduce the overall production cost of the motor.

[0078] In order to enable the coolant to circulate and dissipate heat from the stator assembly 10, and to improve the heat dissipation efficiency of the coolant, such as Figure 1 , Figure 2 and Figure 12 As shown, in some embodiments, the motor further includes a heat dissipation device 60, which is connected to the support frame 11. The heat dissipation device 60 can be directly connected to the support frame 11 or indirectly connected to it. The heat dissipation device 60 cools the coolant that has absorbed heat from the stator assembly 10 and flows out into the receiving chamber 15, allowing the coolant to cool down quickly. The cooled coolant can then flow back into the receiving chamber 15 to absorb heat from the stator assembly 10 again, thereby improving the cooling efficiency of the coolant. For example, Figure 2 and Figure 12As shown, the heat dissipation device 60 has a first heat dissipation channel 61, which has a first inlet end 62 and a first outlet end 63. The first inlet end 62 is connected to the first interface 151, and the input end 411 is connected to the first outlet end 63. The coolant that has absorbed the heat of the stator assembly 10 (i.e., the high-temperature coolant) flows out of the receiving chamber 15 from the first interface 151 and flows through the pump chamber 413. Under the pumping action of the pump device 40, the high-temperature coolant flows to the first inlet end 62 and enters the first heat dissipation channel 61. During the flow of the high-temperature coolant in the first heat dissipation channel 61, it rapidly releases heat and cools down. The coolant flowing to the first outlet end 63 then becomes the low-temperature coolant. Under the pumping action of the pump device 40, the low-temperature coolant flows again from the first outlet end 63 to the second interface 152 and enters the receiving chamber 15 to absorb heat from the stator assembly 10. The coolant circulates in this way, and the heat dissipation device 60 is used to quickly dissipate heat and cool down the high-temperature coolant, thereby improving the heat dissipation and cooling efficiency of the coolant.

[0079] In the motor provided in the embodiments of this application, the heat dissipation device 60 can be a water-cooled heat dissipation device, or it can be an air-cooled heat dissipation device. By using air cooling, the heat dissipation device 60 can quickly dissipate and cool down the high-temperature coolant flowing through the first heat dissipation channel 61, thereby improving the heat dissipation and cooling efficiency of the coolant.

[0080] like Figure 1 , Figure 2 , Figure 12 and Figure 13 As shown, in some embodiments, the motor further includes a controller 70, which is integrated with the stator assembly 10, rotor assembly 20, pump assembly 40, and heat dissipation device 60. The controller 70 is electrically connected to the winding 13, and the output power of the motor is intelligently adjusted through the controller 70. Figure 2 and Figure 12As shown, the controller 70 is fixedly connected to the support frame 11, and the heat dissipation device 60 is connected to the side of the controller 70 away from the support frame 11. The controller 70 is provided with a second heat dissipation channel 71, which has a second inlet end 72 and a second outlet end 73. Since the controller 70 is a circuit module composed of electronic components such as circuit boards, capacitors, inductors, and control chips, the heat resistance of the controller 70 is worse than that of the stator assembly 10. Furthermore, the heat generated by the controller 70 is relatively less than that generated by the stator assembly 10. Therefore, the second inlet end 72 is connected to the first outlet end 63, and the second outlet end 73 is connected to the second interface 152. That is, the low-temperature coolant output from the first outlet end 63 of the heat dissipation device 60 is first pumped to the controller 70 to dissipate heat and cool the controller 70, ensuring the operational stability of the controller 70. Since the heat generated by the controller 70 is relatively less than that generated by the stator assembly 10, the temperature rise of the low-temperature coolant after absorbing the heat generated by the controller 70 is relatively low. This means that the low-temperature coolant, which has completed the heat dissipation and cooling of the controller 70, has little impact on the heat dissipation and cooling capacity of the stator assembly 10 (the impact is almost negligible). Therefore, by adopting a flow sequence in which the low-temperature coolant first dissipates and cools the controller 70 and then dissipates and cools the stator assembly 10, the utilization efficiency of the coolant in effectively dissipating and cooling the system is improved.

[0081] According to a second aspect of this application, an electric drive system is provided. The electric drive system includes a control module 93 and a motor as described above, wherein the motor windings 13 are electrically connected to the control module 93.

[0082] According to a third aspect of this application, an electric vehicle 90 is provided, such as Figure 16 As shown. The electric vehicle 90 includes a motor as described above; or, the electric vehicle 90 includes an electric drive system as described above.

[0083] The electric vehicle 90 provided in this application embodiment will be illustrated using an electric vehicle as an example. Figure 16As shown, the electric vehicle includes a frame 94, a control module 93, a battery device 92, a drive motor 91, and wheels 95. The control module 93, battery device 92, drive motor 91, and wheels 95 are all mounted on the frame 94. The battery device 92 is electrically connected to the drive motor 91, and the drive motor 91 is driven by the wheels 95. The wheels 95 serve as the electric vehicle's running gear. The drive motor 91 is the motor described above in the embodiments of this application. When the battery device 92 provides power to the drive motor 91, the drive motor drives the wheels 95 to rotate, enabling the electric vehicle to drive normally. Furthermore, the control module 93 is electrically connected to the battery device 92 and is used to control and monitor the charging and discharging status of the battery device 92. The control module 93 can also be electrically connected to the controller 70 in the drive motor 91 to control the output power and torque of the drive motor 91; alternatively, the control module 93 can be directly electrically connected to the winding 13 in the drive motor 91, meaning the controller 70 of the drive motor 91 is integrated into the control module 93. In some electric vehicles, the battery housing of the battery unit 92 can be part of the chassis structure of the electric vehicle. For example, a portion of the battery housing can be at least part of the floor of the electric vehicle, or a portion of the battery housing can be at least part of the crossbeams and longitudinal beams of the electric vehicle.

[0084] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An electric motor, comprising a stator assembly and a rotor assembly, wherein the rotor assembly is sleeved on the outer periphery of the stator assembly, characterized in that, The stator assembly includes: The rotor assembly is rotatably mounted on the support frame. Multiple stator cores are fixedly installed on the support frame at circumferential intervals; Windings are wound around the stator core; A stator housing is fitted onto the plurality of stator cores. The stator housing is sealed to the support frame and the stator cores, so that two adjacent stator cores, the support frame, and the stator housing enclose a receiving chamber for containing coolant.

2. The motor according to claim 1, characterized in that, The plurality of accommodating chambers are independent chambers; Alternatively, multiple of the accommodating chambers may be interconnected.

3. The motor according to claim 1, characterized in that, The stator housing includes a circumferential wall, and the stator core, away from the top wall of the support frame, abuts against the inner side of the circumferential wall.

4. The motor according to claim 1, characterized in that, The stator housing includes a circumferential wall, which has a plurality of circumferentially spaced clearance holes. The plurality of stator cores are respectively inserted through the plurality of clearance holes, and the two side walls of the stator cores along the circumferential direction are sealed to the hole walls of the corresponding clearance holes.

5. The motor according to claim 4, characterized in that, The stator core protrudes from the outer surface of the circumferential wall away from the top wall of the support frame; Alternatively, the stator core is flush with the outer surface of the circumferential wall, away from the top wall of the support frame.

6. The motor according to claim 4, characterized in that, The stator housing also includes an end wall connected to one end of the circumferential wall. The support frame includes a main frame and a radial wall connected to the outer edge of one end of the main frame. The stator assembly is fixedly installed on the main frame. The end of the support frame away from the radial wall abuts against the end wall, and the end of the circumferential wall away from the end wall abuts against the radial wall.

7. The motor according to claim 6, characterized in that, The clearance hole extends to the end of the circumferential wall away from the end wall. The motor also includes a seal, which is fitted onto the end of the circumferential wall away from the end wall. The seal is used to seal the clearance hole between the radial wall and the end of the stator core away from the end wall.

8. The motor according to claim 7, characterized in that, The rotor assembly has a power output end, which is located at one end of the stator assembly away from the radial wall, and the end of the rotor assembly away from the power output end slides in contact with the seal.

9. The motor according to any one of claims 1-6, characterized in that, The motor also includes a pump device, which has an input end, an output end and a power connection end. The support frame has a hollow cavity, and the pump device is installed in the hollow cavity. The rotor assembly is driven to the power connection end. The receiving chamber has a first interface and a second interface. The input end is connected to the first interface, and the output end is connected to the second interface.

10. The motor according to claim 9, characterized in that, The pump device is a rotary pump, which includes a pump casing, a pump stator, and a pump rotor. The pump stator is fixedly disposed inside the pump casing and has a pump cavity. The input end and the output end are both disposed in the pump casing and are connected to the pump cavity. The pump rotor is the power connection end and is disposed in the pump cavity. The rotor assembly drives the pump rotor to rotate in the pump cavity to pump coolant.

11. The motor according to claim 10, characterized in that, The motor also includes a connecting shaft, which is rotatably mounted on the support frame. The central axis of the connecting shaft is the same as the central axis of the rotor assembly. The connecting shaft has a first end and a second end. The rotor assembly is driven to the first end, and the second end extends into the hollow cavity and is driven to the pump rotor.

12. The motor according to claim 9, characterized in that, The motor also includes a heat dissipation device connected to the support frame. The heat dissipation device has a first heat dissipation channel with a first liquid inlet and a first liquid outlet. The first liquid inlet is connected to the first interface, and the input end is connected to the first liquid outlet.

13. The motor according to claim 12, characterized in that, The motor also includes a controller, which is fixedly connected to the support frame. The heat dissipation device is connected to the side of the controller away from the support frame. The controller is provided with a second heat dissipation channel, which has a second liquid inlet and a second liquid outlet. The second liquid inlet is connected to the first liquid outlet, and the second liquid outlet is connected to the second interface.

14. An electric drive system, characterized in that, It includes a control module and a motor as described in any one of claims 1-13, wherein the winding is electrically connected to the control module.

15. An electric vehicle, characterized in that, The electric vehicle includes a motor as described in any one of claims 1-13; or, the electric vehicle includes an electric drive system as described in claim 14.

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