Motor and compressor

Abstract

The utility model discloses a kind of motor and compressor, it is related to compressor technical field, wherein, motor includes stator and rotor, the material of first stator punching sheet is silicon steel material, the material of second stator punching sheet is amorphous alloy material;Wherein, the thickness of first stator punching sheet in stator core axial is a1, the thickness of second stator punching sheet in stator core axial is a2, the thickness of permanent magnet along magnetization direction is hm, coercivity is Hcj, the pole pair number of rotor is p, satisfy: 0.5≤a2 / (a1+a2)≤0.9, 3.2≤((a1*u1+a2*u2) / (a1+a2))2 / (hm*Hcj*p)≤10.5.The technical scheme provided by the utility model is laminated in the axial direction of each core block with first stator punching sheet of silicon steel material and second stator punching sheet of amorphous alloy material, and limit 0.5≤a2 / (a1+a2)≤0.9, 2≤((a1*u1+a2*u2) / (a1+a2))2 / (h *Hcj*p)≤10.5, realize the control compressor manufacturing cost, and improve the energy efficiency of compressor.

Description

Technical Field

[0001] This utility model relates to the field of compressor technology, and in particular to an electric motor and a compressor. Background Technology

[0002] With the improvement of people's living standards and the introduction of dual-carbon goals, the requirements for the energy efficiency of air conditioner compressors are becoming increasingly stringent. Using amorphous alloy materials to make stator cores can greatly improve motor energy efficiency, but amorphous alloy materials are expensive and have low utilization rates, leading to a significant increase in compressor costs. Utility Model Content

[0003] The main purpose of this invention is to propose a motor and compressor that aims to improve the energy efficiency of the compressor while controlling its manufacturing cost.

[0004] To achieve the above objectives, the motor proposed in this utility model includes: The rotor includes a rotor core and permanent magnets. The rotor core has multiple permanent magnet slots spaced apart along its circumference. The permanent magnets are embedded in the permanent magnet slots. The thickness of the permanent magnets along the magnetization direction is hm, the coercivity is Hcj, and the number of pole pairs of the rotor is p. A stator is fitted around the outer periphery of the rotor. The stator includes a stator core, which includes multiple core blocks spliced ​​together along its circumference. Each core block includes multiple stator laminations stacked along the axial direction of the stator core. The stator laminations include a first stator lamination and a second stator lamination. The first stator lamination is made of silicon steel, and the second stator lamination is made of amorphous alloy. Wherein, the first stator lamination has an axial thickness of a1 along the stator core and a maximum relative permeability of u1, the second stator lamination has an axial thickness of a2 along the stator core and a maximum relative permeability of u2, satisfying: 0.5≤a2 / (a1+a2)≤0.9, 3.2≤((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p)≤ 10.5.

[0005] In one embodiment, the first stator lamination includes a first stator yoke and a first stator tooth extending from the first stator yoke toward the stator core axis. At least one of the first stator laminations has a third stator lamination embedded in the first stator tooth and / or the first stator yoke. The maximum relative permeability of the third stator lamination is u3, which satisfies u3>u1.

[0006] In one embodiment, the outer radius of the first stator lamination is r, the cross-sectional area of ​​the third stator lamination within a single first stator lamination in a plane perpendicular to the stacking direction of the stator core is S1, a stator slot is formed between two adjacent core blocks, the number of stator slots is c, the remanence of the permanent magnet is Br, and the cross-sectional area of ​​the permanent magnet under a single magnetic pole in a plane perpendicular to the stacking direction of the rotor core is S2, satisfying 10≤(Br*S2) / (S1*p / (π*r^2 / c))≤ 22.

[0007] In one embodiment, the first stator lamination includes a first stator yoke and a first stator tooth extending from the first stator yoke toward the axis of the stator core. The first stator yoke has opposing first and second side edges in the circumferential direction of the stator core. The first side edge is provided with a positioning notch, and the second side edge is provided with a protrusion adapted to the positioning notch. The protrusion of one core block is inserted into the positioning notch of an adjacent core block.

[0008] In one embodiment, the protrusion and the positioning notch are arc-shaped.

[0009] In one embodiment, the protrusion and the positioning notch are polygonal.

[0010] In one embodiment, the protrusion includes a first sub-part and two second sub-parts. The first sub-part is connected to the second side edge, and the two second sub-parts are connected to the end of the first sub-part away from the second side edge and extend radially away from the first sub-part along the stator core. Both second sub-parts form a gap with the second side edge. The positioning notch includes a first notch adapted to the first sub-part and a second notch adapted to the second sub-part.

[0011] In one embodiment, the second stator lamination includes a second stator yoke and a second stator tooth extending from the second stator yoke toward the axis of the stator core. The second stator yoke has opposing third and fourth side edges in the circumferential direction of the stator core, the shapes of the third and fourth side edges being complementary.

[0012] In one embodiment, the third side edge and the fourth side edge include at least one of a straight line segment and an arc segment.

[0013] In one embodiment, the stator core includes two first lamination sections and one second lamination section in its axial direction. The two first lamination sections are respectively disposed at both ends of the second lamination section in the axial direction. One of the first lamination section and the second lamination section is formed by stacking multiple first stator laminations, and the other is formed by stacking multiple second stator laminations.

[0014] In one embodiment, two axially adjacent first stator laminations of the stator core are connected by rivets or adhesives, two axially adjacent second stator laminations of the stator core are connected by adhesives, and the first stator laminations and the second stator laminations are connected by adhesives.

[0015] In one embodiment, the first stator lamination and the second stator lamination are alternately arranged along the axial direction of the stator core.

[0016] In one embodiment, adjacent first stator laminations and second stator laminations are bonded together by an adhesive.

[0017] In one embodiment, the adhesive is an epoxy adhesive.

[0018] This utility model also proposes a compressor, including the aforementioned motor.

[0019] The technical solution of this utility model designs the stator core as a split structure composed of multiple circumferentially spliced ​​core blocks. In each core block, a first stator lamination made of silicon steel and a second stator lamination made of amorphous alloy are stacked in the axial direction. This achieves both cost control and improved energy efficiency of the compressor. Specifically, by introducing amorphous alloy as the second stator lamination, the low iron loss and high magnetic permeability of the amorphous alloy significantly reduce core losses during motor operation, thereby improving overall energy efficiency. Simultaneously, the split splicing design of the core blocks optimizes material arrangement, greatly improving the utilization rate of expensive and non-recyclable amorphous alloy materials and reducing waste from stamping. Furthermore, by rationally controlling the axial thickness ratio of the amorphous alloy laminations to the silicon steel laminations (0.5≤a2 / (a1+a2)≤0.9), material costs are effectively balanced while ensuring improved energy efficiency. The first stator lamination is made of silicon steel, which has high mechanical strength, low cost and is recyclable. This not only helps to reduce costs, but also plays a role in connecting and stabilizing the various core blocks in the structure, ensuring that the overall structure of the assembled stator core is solid and the operation is reliable.

[0020] Meanwhile, by limiting the stator material parameters (the combined thickness and permeability of the first stator lamination made of silicon steel and the second stator lamination made of amorphous alloy) and the key parameters of the rotor permanent magnet (thickness, coercivity, number of pole pairs), the following condition is met: 3.2≤((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p)≤ 10.5. This ensures that the demagnetization resistance of the rotor permanent magnet is maintained at a reasonable level, thereby ensuring that the stator core has a high equivalent permeability to efficiently conduct magnetic flux, effectively reducing magnetic reluctance and core loss, and improving the overall energy efficiency of the motor.

[0021] In other words, the technical solution of this utility model, by limiting 0.5≤a2 / (a1+a2)≤0.9, utilizes the low iron loss and high permeability characteristics of the amorphous alloy material of the second stator lamination to improve the energy efficiency of the compressor while controlling the manufacturing cost. Simultaneously, by limiting 3.2≤((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p)≤ 10.5, a good match is achieved between the equivalent permeability of the stator core and the demagnetization resistance of the rotor permanent magnet. This not only effectively suppresses the risk of demagnetization of the permanent magnet under complex operating conditions but also further optimizes the electromagnetic performance of the motor, thereby synergistically improving the overall energy efficiency of the motor. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, 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 of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0023] Figure 1 A schematic diagram of the structure of an embodiment of the motor provided in this application; Figure 2 A schematic diagram of the structure of an embodiment of the first stator lamination provided in this application; Figure 3 A schematic diagram of another embodiment of the first stator lamination provided in this application; Figure 4 A schematic diagram of the structure of yet another embodiment of the first stator lamination provided in this application; Figure 5 for Figure 4 A magnified view of a section at point A in the middle; Figure 6 for Figure 4 A magnified view of a section at point B in the middle; Figure 7 A schematic diagram of the structure of an embodiment of the stator core provided in this application; Figure 8 A schematic diagram of the structure of an embodiment of the second stator lamination provided in this application; Figure 9 This is a schematic diagram of another embodiment of the second stator lamination provided in this application; Figure 10 A schematic diagram of the structure of yet another embodiment of the second stator lamination provided in this application; Figure 11 This is a schematic diagram of the structure of an embodiment of the iron core block provided in this application; Figure 12This is a schematic diagram of another embodiment of the iron core block provided in this application; Figure 13 A schematic diagram of another embodiment of the stator core provided in this application; Figure 14 A schematic diagram of another embodiment of the stator core provided in this application; Figure 15 A comparison chart of the energy efficiency of the compressors in this application and those in the prior art under different operating conditions; Figure 16 This is a trend graph showing the changes in compressor energy efficiency and compressor noise as a2 / (a1+a2) according to this application; Figure 17 This is a trend graph showing the change of the motor demagnetization rate as a function of ((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p) in this application; Figure 18 This is a trend graph showing the change of the compressor energy efficiency of this application with (Br*S2) / (S1*p / (π*r^2 / c)).

[0024] Explanation of icon numbers: 10. Core block; 100. First stator lamination; 200. Second stator lamination; 300. Third stator lamination; 110. First stator yoke; 120. First stator tooth; 111. First side edge; 1111. Positioning notch; 11111. First notch; 11112. Second notch; 112. Second side edge; 1121. Protrusion; 11211. First sub-part; 11212. Second sub-part; 210. Second stator yoke; 220. Second stator tooth; 211a. Third side edge; 211b. Fourth side edge; 2111. Straight segment; 2112. Curved segment; 20. Rotor core; 30. Permanent magnet.

[0025] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0026] 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 scope of protection of the present utility model.

[0027] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0028] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0029] This utility model proposes an electric motor.

[0030] Please see Figure 1 , Figure 2 , Figure 11 and Figure 12 In one embodiment of this utility model, the motor includes a rotor and a stator. The stator is sleeved on the outer periphery of the rotor. The stator includes a stator core, and the stator core includes a plurality of core blocks 10 spliced ​​together along its circumference. Each core block 10 includes a plurality of stator laminations stacked along the axial direction of the stator core. The stator laminations include a first stator lamination 100 and a second stator lamination 200. The first stator lamination 100 is made of silicon steel, and the second stator lamination 200 is made of amorphous alloy. The thickness of the first stator lamination 100 along the axial direction of the stator core is a1, and the thickness of the second stator lamination 200 along the axial direction of the stator core is a2. a1 and a2 satisfy: 0.5≤a2 / (a1+a2)≤0.9.

[0031] Specifically, the stator core is composed of multiple core blocks 10 spliced ​​circumferentially, and each core block 10 is composed of multiple stator laminations stacked axially. Each core block 10 uses stator laminations of different materials, and the arrangement, thickness, and shape of the stator laminations in each core block 10 are identical. The first stator lamination 100 is made of traditional silicon steel, while the second stator lamination 200 is made of high-performance amorphous alloy. By segmenting or cross-stacking the stator laminations of the two materials axially, a hybrid core block 10 is formed; multiple core blocks 10 are spliced ​​circumferentially to form the stator core. In this way, the use of stator cores of different materials retains the advantages of low iron loss and high magnetic permeability of amorphous alloy materials to improve motor efficiency, while controlling the overall material cost by reasonably combining them with lower-cost silicon steel materials.

[0032] The total thickness of the first stator lamination 100 is a1, and the total thickness of the second stator lamination 200 is a2, where a1 and a2 satisfy: 0.5 ≤ a2 / (a1+a2) ≤ 0.9. For a single core block 10, the sum of the thicknesses of the multiple first stator laminations 100 is a1, and the sum of the thicknesses of the multiple second stator laminations 200 is a2. The thickness of a single first stator lamination 100 is greater than the thickness of a single second stator lamination 200. a2 / (a1+a2) represents the proportion of amorphous alloy material in the total axial thickness of the stator core.

[0033] If a2 / (a1+a2) is too small (e.g., <0.5), it indicates insufficient amorphous alloy material, resulting in limited improvement in compressor energy efficiency. If it is too large (e.g., >0.9), although energy efficiency is higher, costs rise sharply, and the excessive proportion of amorphous alloy material may lead to decreased mechanical strength or processing difficulties. Therefore, by limiting the ratio of a2 / (a1+a2) to between 0.5 and 0.9, a balance can be achieved between energy efficiency improvement and cost control. By controlling 0.5≤a2 / (a1+a2)≤0.9, it can be ensured that amorphous alloy material occupies at least half of the core block 10, fully leveraging its core role in reducing iron loss and improving energy efficiency. At the same time, it can avoid the excessive use of expensive amorphous alloy material, effectively controlling material costs and processing difficulty. Moreover, it can also improve the overall mechanical strength and assembly stability of the stator core. Understandably, stator cores made of amorphous alloy material are brittle and have low material utilization during stamping. Silicon steel has high mechanical strength and good ductility, making it easy to stamp and stack. Therefore, retaining a certain proportion of silicon steel laminations in the structure also helps to improve the overall mechanical strength and assembly stability of the stator core.

[0034] In addition, the structure of the stator core, which is spliced ​​together by multiple core blocks in 10 sections, is also conducive to improving the utilization rate of the second stator lamination 200 and reducing the process difficulty of integral forming of amorphous alloy, thereby helping to further control production costs and improve production yield and manufacturability.

[0035] In traditional stator manufacturing processes, the annular stator core is typically stamped from a single sheet of material. This process generates a significant amount of unusable material in the area corresponding to the rotor and other areas of the stator core, resulting in substantial material waste. Because amorphous alloys are thin strips, hard, and brittle, they are difficult to process with complex stamping techniques and cannot be recycled, directly leading to high costs. This invention, however, decomposes the stator core into multiple independent core blocks 10, each of which can be formed individually. This modular design allows each core block 10 to be optimized into a simple geometric shape approaching a rectangle or fan, greatly reducing waste from material cutting, especially for the expensive amorphous alloy portion, where material utilization is significantly improved. Simultaneously, this design cleverly avoids the waste of unusable "central material" reserved around the stator's inner bore to accommodate the rotor, achieving highly efficient material utilization.

[0036] It is worth mentioning that the first stator lamination 100 (made of silicon steel) in this utility model not only contributes to the electromagnetic performance of the motor in the structure of the core block 10, but also plays a key connecting and stabilizing role in the mechanical structure. Silicon steel has good mechanical strength and toughness, is not easily broken, and is very suitable for undertaking structural support functions. In the stacked structure of each core block 10, the first stator lamination 100 and the second stator lamination 200 (amorphous alloy) are stacked together, but their distribution and structural design enable them to effectively connect the various core blocks 10 into a complete and stable ring-shaped whole when spliced ​​circumferentially. Specifically, the first stator lamination 100 can be designed with specific bosses, grooves, or overlapping structures, so that adjacent core blocks 10 can interlock with each other or be firmly connected by auxiliary structures (such as straps or shells) when spliced, thereby ensuring the structural integrity and concentricity of the entire stator core during motor operation and preventing loosening or deformation caused by vibration or centrifugal force. Therefore, the first stator lamination 100 not only helps reduce the overall cost due to its low cost and recyclability, but also has excellent mechanical properties to ensure the stable and reliable splicing of the core block 10.

[0037] Please refer to Table 1 and Figure 15 Table 1 compares the energy efficiency of the compressors in this application and those in the prior art under different operating conditions. Figure 15 This is a comparison chart of the energy efficiency of the compressors in this application and those in the prior art under different operating conditions.

[0038] Table 1: Energy efficiency comparison of the compressors in this application and existing technologies under different operating conditions

[0039] SEER (Seasonal Energy Efficiency Ratio) is an indicator of air conditioner cooling efficiency. It represents the energy efficiency test conditions at 30%, 60%, and 90% of rated speed, indicating the compressor's operating status under different load conditions. Compressor energy efficiency refers to motor efficiency, which is the ratio of output mechanical power to input electrical power. However, the compressor energy efficiency here is a comprehensive energy efficiency index calculated based on SEER, not a traditional efficiency percentage. Therefore, the "%" here should be understood as an energy efficiency rating unit relative to a benchmark or a dimensionless efficiency indicator.

[0040] According to Table 1 and Figure 15 The energy efficiency comparison data shown demonstrates that the compressor of this application achieves improved energy efficiency compared to existing technologies under different operating conditions. That is, regardless of low-frequency, medium-frequency, or high-frequency operating conditions, this application, through the use of a segmented stator core design composed of amorphous alloy and silicon steel composite materials, effectively reduces core losses and significantly improves the overall energy efficiency of the motor.

[0041] Please see Figure 16 , Figure 16 This is a trend graph showing the changes in compressor energy efficiency and compressor noise as a2 / (a1+a2) of the present application.

[0042] The compressor energy efficiency of this application shows a continuous upward trend with the increase of the proportion of amorphous alloy material in the axial thickness of the stator core, a2 / (a1+a2), fully verifying the key role of amorphous alloy material in improving motor energy efficiency. When a2 / (a1+a2) increases from 0.1 to 1.0, the compressor energy efficiency gradually improves. Especially after a2 / (a1+a2) reaches 0.5, the rate of energy efficiency improvement tends to level off but remains stable, indicating that above this proportion, amorphous alloy material has become dominant, and the energy efficiency optimization effect is significant. By limiting 0.5≤a2 / (a1+a2)≤0.9, the compressor energy efficiency is ensured to be at a high level, fully meeting the performance requirements of high-efficiency compressors. At the same time, by setting a2 / (a1+a2)≤0.9, the excessive use of expensive and difficult-to-process amorphous alloy material is avoided. While ensuring high-performance output, material costs and manufacturing complexity are effectively controlled, achieving a balance between energy efficiency improvement and cost control.

[0043] Furthermore, as the proportion of amorphous alloy material (a2 / (a1+a2)) gradually increases from a low value to 0.9, the compressor noise shows a significant decreasing trend. The excellent magnetic properties of amorphous alloy materials (lower iron loss and higher permeability) help reduce vibrations caused by magnetostriction during motor operation and reduce electromagnetic noise caused by harmonic magnetic field excitation. Moreover, as the proportion of amorphous alloy material increases, thermal deformation inside the motor decreases, further suppressing mechanical resonance and potential noise sources. Therefore, increasing the proportion of amorphous alloy in the range of 0.5 to 0.9 not only improves motor energy efficiency but also effectively reduces compressor operating noise, while also contributing to improved overall equipment reliability and service life.

[0044] Furthermore, the rotor includes a rotor core 20 and permanent magnets 30. The rotor core 20 is provided with multiple permanent magnet slots 30 spaced apart along its circumference. The permanent magnets 30 are embedded in the permanent magnet slots. The thickness of the permanent magnets 30 along the magnetization direction is hm, the coercivity is Hcj, and the number of pole pairs of the rotor is p, satisfying: 3.2≤((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p)≤ 10.5.

[0045] ((a1*u1+a2*u2) / (a1+a2))^2 is the square of the equivalent maximum relative permeability of the stator core in the axial direction. (a1*u1+a2*u2) / (a1+a2) is the thickness-weighted average permeability, reflecting the "magnetic permeability" of the entire stator core in the magnetic circuit. The higher the ratio, the stronger the stator's response to the magnetic field, the lower the magnetic reluctance, which is beneficial for improving motor efficiency and reducing excitation current. (hm*Hcj*p) reflects the comprehensive index of the "magnetic stability intensity" or "anti-demagnetization capability" of the rotor permanent magnet system. Among them, the larger hm is, the more magnetic flux provided by the permanent magnet 30; Hcj is the coercivity of the permanent magnet 30 (unit: kA / m), which characterizes its anti-demagnetization capability. The higher Hcj is, the more difficult it is for the material to be demagnetized by the external magnetic field; the more p there is, the more complex the harmonic magnetic field, and the higher the risk of demagnetization of the permanent magnet 30. Therefore, (hm*Hcj*p) is a measure of the rotor's ability to resist demagnetization interference, and ((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p) is a dimensionless ratio that characterizes the matching relationship between the stator's magnetic permeability and the stability of the rotor's permanent magnet system. The range of this ratio affects the motor's demagnetization rate.

[0046] Please see Figure 17The demagnetization rate of the motor first decreases and then increases with the increase of the value of ((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p). Specifically, if this ratio is too small (e.g., less than 3.2), it indicates that the stator's magnetic permeability is insufficient (e.g., the proportion of silicon steel first stator lamination 100 is too high, and the proportion of amorphous alloy second stator lamination 200 is too low), resulting in low air gap magnetic flux density, reduced motor output torque, and poor energy efficiency; or the rotor's permanent magnet 30 is too strong (hm is too large, Hcj is too high, or the number of pole pairs is too many), but the stator cannot effectively utilize these magnetic fluxes, causing magnetic circuit mismatch. If the ratio is too large (e.g., greater than 10.5), it indicates that the stator permeability is extremely high (e.g., the proportion of amorphous alloy second stator lamination 200 is high and the value of μ2 is very large), while the permanent magnet 30 of the rotor is relatively weak (e.g., hm is too small, Hcj is too low or the number of pole pairs is too few). In this case, the stator may over-respond to the magnetic field, and under sudden load changes or high temperature conditions, it is easy to generate a strong armature reaction magnetic field, which increases the risk of local demagnetization of the permanent magnet 30. Especially in high pole pair motors, the superposition of harmonic magnetic fields is more likely to cause irreversible demagnetization.

[0047] By limiting 3.2 ≤ ((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p) ≤ 10.5, the stator core is ensured to have a high equivalent permeability for efficient magnetic flux conduction, effectively reducing magnetic reluctance and core loss, and improving the overall energy efficiency of the motor. Simultaneously, it avoids low flux utilization and increased copper loss due to insufficient stator magnetic permeability. Secondly, the introduction of high-permeability amorphous alloy materials prevents excessive armature reaction magnetic fields caused by overly strong stator response to magnetic fields, suppressing the risk of localized irreversible demagnetization of the permanent magnet 30 under high-frequency, high-temperature, or high-load conditions. This is particularly suitable for the complex harmonic magnetic field environment in high-pole-log compressor motors. Furthermore, this formula couples the stator material parameters (the combined thickness and permeability of silicon steel and amorphous alloy) with the key parameters of the rotor permanent magnet (thickness, coercivity, and number of pole pairs) to achieve synergistic optimization of electromagnetic performance. This avoids the problem of reduced system reliability caused by simply pursuing high energy efficiency. Thus, while fully leveraging the advantages of low iron loss and high permeability of amorphous alloy, it also takes into account the long-term operational stability and structural safety of the permanent magnet motor, enabling the compressor to meet high energy efficiency standards while also possessing high reliability and good manufacturing adaptability.

[0048] The technical solution of this utility model designs the stator core as a split structure composed of multiple circumferentially spliced ​​core blocks 10, and uses a first stator lamination 100 made of silicon steel and a second stator lamination 200 made of amorphous alloy material stacked in the axial direction of each core block 10. This achieves the goal of controlling the manufacturing cost of the compressor while improving its energy efficiency. Specifically, by introducing amorphous alloy material as the second stator lamination 200, the low iron loss and high magnetic permeability of amorphous alloy material are utilized to significantly reduce the core loss during motor operation, thereby improving the overall energy efficiency. At the same time, the split splicing design of the core blocks 10 optimizes the material layout, greatly improves the utilization rate of expensive and non-recyclable amorphous alloy material, and reduces the scrap material in the stamping process. In addition, by reasonably controlling the axial thickness ratio of amorphous alloy laminations to silicon steel laminations (0.5≤a2 / (a1+a2)≤0.9), material costs are effectively balanced while ensuring energy efficiency improvement. The first stator lamination 100 is made of silicon steel, which has high mechanical strength, low cost and is recyclable. This not only helps to reduce costs, but also plays a role in connecting and stabilizing each core block 10 in terms of structure, ensuring that the overall structure of the assembled stator core is solid and the operation is reliable.

[0049] Meanwhile, by limiting the stator material parameters (the combined thickness and permeability of the first stator lamination 100 made of silicon steel and the second stator lamination 200 made of amorphous alloy) and the key parameters of the rotor permanent magnet 30 (thickness, coercivity, number of pole pairs), the following condition is met: 3.2≤((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p)≤ 10.5. This ensures that the demagnetization resistance of the rotor permanent magnet 30 is maintained at a reasonable level, thereby ensuring that the stator core has a high equivalent permeability to efficiently conduct magnetic flux, effectively reducing magnetic reluctance and core loss, and improving the overall energy efficiency of the motor.

[0050] In other words, the technical solution of this utility model, by limiting 0.5≤a2 / (a1+a2)≤0.9, utilizes the low iron loss and high permeability characteristics of the second stator lamination 200 amorphous alloy material to improve the energy efficiency of the compressor while controlling the manufacturing cost. Simultaneously, by limiting 3.2≤((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p)≤ 10.5, a good match is achieved between the equivalent permeability of the stator core and the anti-demagnetization capability of the rotor permanent magnet 30. This not only effectively suppresses the demagnetization risk of the permanent magnet 30 under complex operating conditions but also further optimizes the electromagnetic performance of the motor, thereby synergistically improving the overall energy efficiency of the motor.

[0051] In one implementation, please refer to Figure 13 and Figure 14The first stator lamination 100 includes a first stator yoke 110 and a first stator tooth 120 extending from the first stator yoke 110 toward the stator core axis. At least one first stator tooth 120 and / or first stator yoke 110 of the first stator lamination 100 is embedded with a third stator lamination 300. The maximum relative permeability of the third stator lamination 300 is u3, which satisfies u3>u1.

[0052] Embedding refers to embedding a material with higher magnetic permeability (such as a high-permeability amorphous alloy, nanocrystalline alloy, or other soft magnetic composite material) into a local area of ​​the first stator lamination 100 made of silicon steel, forming a composite lamination structure. The third stator lamination 300 does not cover the entire first stator lamination 100, but is selectively arranged in key areas with high magnetic flux density or sensitive magnetic reluctance (such as the key magnetic flux paths of the first stator teeth 120 and / or the first stator yoke 110) to locally enhance magnetic circuit performance. By limiting μ3 to μ1, the magnetic reluctance of the area where the third stator lamination 300 is embedded is significantly reduced, which helps optimize the local magnetic field distribution, reduce the risk of magnetic saturation, and optimize the overall magnetic field distribution. While maintaining the structural strength and cost advantages provided by the silicon steel first stator lamination 100, high-performance materials are introduced only at the bottleneck areas of electromagnetic performance. This avoids the high cost and processing difficulties associated with an all-amorphous alloy structure and effectively improves the magnetic permeability efficiency of the motor. Therefore, it not only further reduces core losses and improves energy efficiency, but also improves torque output smoothness and suppresses vibration noise.

[0053] In one embodiment, the outer radius of the first stator lamination 100 is r, the cross-sectional area of ​​the third stator lamination 300 within a single first stator lamination 100 in a plane perpendicular to the stacking direction of the stator core is S1, stator slots are formed between two adjacent core blocks 10, the number of stator slots is c, the remanence of the permanent magnet 30 is Br, and the cross-sectional area of ​​the permanent magnet 30 under a single magnetic pole in a plane perpendicular to the stacking direction of the rotor core 20 is S2, satisfying 10≤(Br*S2) / (S1*p / (π*r^2 / c))≤ 22.

[0054] (Br*S2) / (S1*p / (π*r^2 / c)) is a dimensionless ratio. Br reflects the strength of the magnetic flux provided by the permanent magnet 30; S2 represents the effective magnetic source area of ​​each pole permanent magnet 30; S1 characterizes the scale of the magnetic flux channel in the stator using high permeability material; r is used to calculate the overall cross-sectional area of ​​the stator core; c determines the electromagnetic structure parameters such as the number of stator teeth and the number of slots per pole and per phase; (π*r^2 / c) is the average stator cross-sectional area share corresponding to each stator slot, i.e., the stator circular area occupied by a unit stator slot; (S1*p / (π*r^2 / c)) represents the normalized measure of the total area of ​​the third stator lamination 300 relative to the area of ​​a unit stator slot after considering the influence of the number of pole pairs, reflecting the relative configuration density of the high permeability region on the stator side. (Br*S2) represents the magnetic flux source intensity of the magnetomotive force of the unipolar permanent magnet 30. (Br*S2) / (S1*p / (π*r^2 / c)) measures the degree of matching between the magnetic flux generated by the permanent magnet 30 and the stator's high permeability channel's reception and conduction capabilities.

[0055] Please see Figure 18 The compressor efficiency initially increases and then decreases with the increase of the value of (Br*S2) / (S1*p / (π*r^2 / c)). Specifically, if the ratio is too small (e.g., <10), it indicates that there is too much high-permeability material embedded on the stator side (S1 is too large) or insufficient magnetic flux of the permanent magnet 30 (Br or S2 is too small). This not only wastes materials but may also prevent the full utilization of the advantages of amorphous or high-permeability materials due to excessively low local magnetic density. If the ratio is too large (e.g., >22), it indicates that the magnetic flux of the permanent magnet 30 is strong, but there is insufficient high-permeability channel in the stator (S1 is too small). This may lead to magnetic saturation in the third lamination area, which may increase iron loss, cause local overheating, and even weaken the efficiency of high-permeability materials. It may also exacerbate tooth leakage and torque pulsation.

[0056] By limiting 10 ≤ (Br*S2) / (S1*p / (π*r^2 / c)) ≤ 22, a precise match is achieved between the magnetic flux supply capacity of the rotor permanent magnet 30 and the carrying capacity of the high permeability channel of the stator. This ensures that the cross-sectional area S1 of the third stator lamination 300 (high permeability material) embedded in the first stator lamination 100 is sufficient to effectively conduct the magnetic flux determined by the remanence Br of the permanent magnet 30 and the cross-sectional area S2, without causing material waste or increased costs due to over-configuration. Under this matching, magnetic saturation can be avoided in key areas of the stator, reducing core losses and local temperature rise, while improving the overall magnetic conductivity of the magnetic circuit and enhancing the utilization rate of the air gap magnetic flux density, thereby improving the motor output torque and energy efficiency.

[0057] In one implementation, please refer to Figures 1 to 4The first stator lamination 100 includes a first stator yoke 110 and a first stator tooth 120 extending from the first stator yoke 110 toward the stator core axis. The first stator yoke 110 has a first side edge 111 and a second side edge 112 opposite to each other in the circumferential direction of the stator core. The first side edge 111 is provided with a positioning notch 1111, and the second side edge 112 is provided with a protrusion 1121 adapted to the positioning notch 1111. The protrusion 1121 of a core block 10 is inserted into the positioning notch 1111 of an adjacent core block 10.

[0058] By providing mutually cooperating positioning notches 1111 and protrusions 1121 on the first stator lamination 100, precise positioning and stable connection between two adjacent core blocks 10 are achieved. The first stator lamination 100 includes a first stator yoke 110 and a first stator tooth 120 extending therefrom, constituting the basic unit for motor magnetic conduction and winding. On both circumferential sides of the first stator yoke 110, positioning notches 1111 and matching protrusions 1121 are respectively provided. When multiple core blocks 10 are spliced ​​along the circumferential direction of the stator core, adjacent core blocks 10 are engaged by inserting the protrusion 1121 of one core block 10 into the positioning notch 1111 of another core block 10. This structural design not only ensures the positional accuracy of each core block 10 during assembly, effectively guaranteeing the uniformity of stator tooth distribution and the consistency of air gap, thereby improving the smoothness of motor operation and electromagnetic performance; at the same time, this mechanically interlocked connection method significantly enhances the overall integrity and mechanical strength of the spliced ​​structure, preventing the core blocks 10 from shifting or loosening due to vibration or centrifugal force during motor operation. Combined with the excellent mechanical properties of silicon steel, the first stator lamination 100, while fulfilling its electromagnetic function, also undertakes the crucial structural connection function, further improving the assembly efficiency and structural reliability of the stator core.

[0059] In one implementation, please refer to Figure 2 The protrusion 1121 and the positioning notch 1111 are arc-shaped.

[0060] The protrusions 1121 and positioning notches 1111 on both sides of the first stator yoke 110 are designed in an arc shape. This arc structure not only facilitates the alignment and sliding of adjacent core blocks 10 during the splicing process, improving assembly efficiency and ease of operation, but also enables a more uniform stress distribution on the arc-shaped contact surface after the core blocks 10 are spliced, effectively avoiding stress concentration problems that may occur at sharp corners or right angles, thereby improving the mechanical strength and structural durability of the splice. In addition, the arc design also reduces the wear of the stamping die when processing silicon steel sheets, extending the die life and facilitating mass production.

[0061] In another implementation, please refer to Figure 3The protrusion 1121 and the positioning notch 1111 are polygonal.

[0062] The protrusion 1121 and the positioning notch 1111 adopt a polygonal structure design. Polygonal structures (such as trapezoids, rectangles, or other regular or irregular polygons) can form a tight constraint after splicing, effectively limiting the relative sliding of the core block 10 in the circumferential and radial directions, significantly enhancing the overall structural rigidity and stability of the stator core, especially suitable for motor operating environments under high speed or high vibration conditions. The connection points between adjacent sides of the polygon can also be rounded to avoid stress concentration problems that may occur at the connection points.

[0063] In yet another implementation, please refer to Figures 4 to 5 The protrusion 1121 includes a first sub-part 11211 and two second sub-parts 11212. The first sub-part 11211 is connected to the second side edge 112. The two second sub-parts 11212 are connected to the end of the first sub-part 11211 away from the second side edge 112 and extend radially away from the first sub-part 11211 along the stator core. Both second sub-parts 11212 form a gap with the second side edge 112. The positioning notch 1111 includes a first notch 11111 that is adapted to the first sub-part 11211 and a second notch 11112 that is adapted to the second sub-part 11212.

[0064] The protrusion 1121 includes a first sub-part 11211 connected to the second side edge 112 of the core block 10, and two second sub-parts 11212 disposed at the end of the first sub-part 11211 away from the side edge and extending radially outward (away from the direction of the stator core axis). The two second sub-parts 11212 are symmetrically distributed on both sides of the first sub-part 11211, and each has a gap between it and the second side edge 112. Correspondingly, the positioning notch 1111 includes a first notch 11111 for accommodating the first sub-part 11211 of the adjacent core block 10, and two second notches 11112 that match the second sub-parts 11212 and are located radially outward of the first notch 11111. When adjacent iron core blocks 10 are circumferentially spliced, and the protrusion 1121 of one iron core block 10 is inserted into the positioning notch 1111 of another iron core block 10, the first sub-part 11211 is embedded in the first notch 11111, and at the same time, the two second sub-parts 11212 are respectively inserted into the corresponding second notches 11112, forming a multi-point, multi-directional mechanical interlocking structure.

[0065] The fit between the second sub-parts 11212 on both sides and the second notch 11112 effectively enhances the shear and torsional resistance of the core block 10 in the circumferential direction, preventing the core block 10 from misaligning or rotating during motor operation after splicing, and significantly improving the overall structural stability of the stator core. Secondly, the gap design between the second sub-parts 11212 and the second side edge 112 provides a buffer space for the small dimensional tolerances or stress deformations that may occur during the stamping and lamination process, avoiding assembly difficulties or structural damage caused by interference fit, and improving assembly yield and structural reliability. Furthermore, this composite interlocking structure of the first sub-parts 11211 and the second sub-parts 11212 increases the contact area, which is conducive to the uniform transmission of stress, reduces local stress concentration, and extends the service life of the core.

[0066] In one implementation, please refer to Figures 7 to 10 The second stator lamination 200 includes a second stator yoke 210 and a second stator tooth 220 extending from the second stator yoke 210 toward the stator core axis. The second stator yoke 210 has opposing third side edges 211a and fourth side edges 211b in the circumferential direction of the stator core. The shapes of the third side edges 211a and the fourth side edges 211b are complementary.

[0067] The second stator yoke 210 has opposing third side edges 211a and fourth side edges 211b in the circumferential direction of the stator core, and their shapes are complementary. This allows the third side edge 211a of the second stator laminations 200 in adjacent core blocks 10 to fit tightly and interlock with the fourth side edge 211b of the adjacent block when they are spliced ​​circumferentially, forming a continuous and smooth magnetic conduction path. Since amorphous alloy materials are mainly used to reduce core losses, the continuity of their splicing interface is crucial for the smooth flow of magnetic flux. The complementary side edge design effectively reduces magnetic reluctance and local magnetic flux density distortion, thereby suppressing the generation of eddy currents and stray losses, and further improving the energy efficiency of the motor.

[0068] Meanwhile, this complementary structure also serves as an auxiliary positioning and limiting element between the amorphous alloy laminates, helping to improve the overall alignment accuracy of the core block 10 during circumferential splicing, ensuring uniform distribution of stator teeth and good air gap consistency, which is beneficial for reducing electromagnetic noise and vibration. Furthermore, by designing the splicing surfaces of the amorphous alloy laminations as complementary shapes, the structural stability of the amorphous alloy portion itself can be improved without adding additional insulation or fixing structures, avoiding a decrease in magnetic properties due to poor splicing.

[0069] It is worth mentioning that, compared with the design of the protrusion 1121 and the positioning notch 1111 on the first stator lamination 100 working together, the design of the second stator lamination 200 with complementary shapes has a simpler structure and is easier to process. This can avoid the formation of stress concentration structure on the brittle amorphous alloy material, reduce the risk of cracking, and thus improve the production yield.

[0070] In one implementation, please refer to Figure 8 The third side edge 211a and the fourth side edge 211b include the straight line segment 2111.

[0071] The third side edge 211a and the fourth side edge 211b of the second stator lamination 200 include straight line segments 2111. Taking the third side edge 211a as an example, it includes two straight line segments 2111. One straight line segment 2111 connects to the outer edge of the second stator yoke 210, and the other straight line segment 2111 connects to the inner edge of the second stator yoke 210. An angle is formed between the two straight line segments 2111. The introduction of the straight line segments 2111 makes the shapes of the third side edge 211a and the fourth side edge 211b complementary, thereby improving the structural stability of the amorphous alloy portion itself. The structure of the straight line segments 2111 is beneficial for achieving higher dimensional accuracy and edge flatness when stamping or cutting amorphous alloy strips, thereby improving the overall geometric consistency of the core block 10 after lamination, ensuring the roundness of the stator inner circle and the uniform distribution of each stator tooth, and helping to reduce electromagnetic noise and vibration during motor operation.

[0072] In another implementation, please refer to Figure 9 The third side edge 211a and the fourth side edge 211b include the arc segment 2112.

[0073] The third side edge 211a and the fourth side edge 211b of the second stator lamination 200 include arc segments 2112. Each of the third side edge 211a and the fourth side edge 211b may include one arc segment 2112. One arc segment 2112 is concave towards the geometric center line of the second stator tooth 220, while the other arc segment 2112 protrudes away from the geometric center line. The two arc segments 2112 have complementary shapes. In this way, when adjacent core blocks 10 are circumferentially spliced, the splicing interface of the amorphous alloy second stator yoke 210 has an arc-shaped transition, which is conducive to the smooth flow of magnetic flux along the natural curvature path. At the same time, the arc segment 2112 design has better stress dispersion characteristics in structure, which can effectively alleviate the stress concentration phenomenon at the splicing edge and improve the mechanical stability and fatigue resistance of the amorphous alloy core block 10 during operation. Because amorphous alloys are hard and brittle, they are more sensitive to local stress. Curved transitions, compared to right-angle or sharp-angle structures, are better able to prevent the generation and propagation of microcracks, thus enhancing the durability of the core. Furthermore, the complementary fit of the curved segments 2112 can also provide a degree of self-guiding, facilitating alignment of the core block 10 during assembly and improving assembly accuracy and efficiency.

[0074] In yet another implementation, please refer to Figure 10 The third side edge 211a and the fourth side edge 211b include a straight line segment 2111 and an arc segment 2112.

[0075] Taking the third side edge 211a as an example, the third side edge 211a includes two straight segments 2111 and one arc segment 2112. One straight segment 2111 connects to the outer edge of the second stator yoke 210, and the other straight segment 2111 connects to the inner edge of the second stator yoke 210. The two straight segments 2111 form an included angle and are connected by the arc segment 2112. The combination of straight lines and arcs creates a more complex complementary interlocking interface, enhancing the connection stability and anti-dislocation capability between the amorphous alloy core blocks 10 without adding additional fixing structures. The flexible transition provided by the arc segment 2112 effectively alleviates stress concentration in the amorphous alloy material at the connection point of the two straight segments 2111, improving its resistance to brittle fracture and extending the service life of the core; while the straight segment 2111 ensures dimensional controllability and process feasibility during manufacturing and assembly. Thus, this composite profile design of straight segment 2111 and arc segment 2112 retains the advantages of straight segment 2111 being easy to process and precise in positioning, while also incorporating the advantages of arc segment 2112 being smooth in magnetic circuit and uniform in stress distribution, achieving a synergistic improvement in performance and process.

[0076] In one implementation, please refer to Figure 11The stator core includes two first lamination sections and one second lamination section in its axial direction. The two first lamination sections are respectively located at both ends of the second lamination section in the axial direction. One of the first lamination section and the second lamination section is formed by stacking multiple first stator laminations 100, and the other is formed by stacking multiple second stator laminations 200.

[0077] Multiple first stator laminations 100 can be stacked to form two first lamination sections, and multiple second stator laminations 200 can be stacked to form one second lamination section. That is, the two ends of the stator core along the axial direction are the first stator laminations 100, and the middle area is the second stator laminations 200. Alternatively, multiple second stator laminations 200 can be stacked to form two first lamination sections, and multiple first stator laminations 100 can be stacked to form one second lamination section. That is, the two ends of the stator core along the axial direction are the second stator laminations 200, and the middle area is the first stator laminations 100. In this way, by arranging stator laminations of different materials in segments along the axial direction, clear functional zoning is formed. Specifically, concentrating amorphous alloy materials in the core areas of the motor where magnetic flux density is high or iron loss is significant (such as the middle second lamination section) maximizes their advantages of low iron loss and high permeability, significantly reducing eddy current and hysteresis losses in this critical area, thereby effectively improving the overall energy efficiency of the motor. Conversely, using low-cost, high-mechanical-strength silicon steel in the first lamination sections at both ends of the axial direction not only reduces material costs but also enhances the overall structural rigidity of the stator core through its excellent mechanical properties, improving its stability during assembly and operation. Furthermore, the first lamination section of the silicon steel first stator lamination 100 at the ends can also serve as a pressure plate or support structure, facilitating fixation to the motor housing or end cover and improving assembly convenience.

[0078] In one embodiment, two axially adjacent first stator laminations 100 of the stator core are connected by rivets or adhesives, and two axially adjacent second stator laminations 200 of the stator core are connected by adhesives. The first stator laminations 100 and the second stator laminations 200 are also connected by adhesives.

[0079] Silicon steel has good ductility and mechanical strength, making it suitable for stamping. Therefore, by setting a riveting structure (such as bosses and recesses) on the first stator lamination 100, automatic riveting can be achieved through pressure during the lamination process, forming a strong whole. This method does not require additional fasteners or adhesives, and is simple, low-cost, and reliable in connection. Of course, the first stator lamination 100 can also be bonded with adhesives.

[0080] Amorphous alloys are hard, brittle, and have poor ductility, making them unsuitable for mechanical deformation processes such as riveting. Forced riveting can easily lead to material cracking or performance degradation. Adhesive bonding avoids mechanical damage to the amorphous alloy and forms a uniform insulating layer during the bonding process, effectively blocking eddy current paths between laminations and further reducing core eddy current losses. Furthermore, adhesives can fill tiny gaps, improving the fit between laminations, enhancing the overall structural rigidity and seismic resistance, and helping to reduce vibration and noise during motor operation. Therefore, adhesive bonding can be used for connections between two axially adjacent second stator laminations 200, as well as between the first stator lamination 100 and the second stator lamination 200.

[0081] This differentiated connection strategy, which allows for both riveting and bonding of silicon steel and bonding only for amorphous alloys, retains the advantages of the mature and reliable riveting process of traditional silicon steel laminations while fully considering the physical limitations of amorphous alloy materials. This ensures the integrity and high performance of the composite core during manufacturing. Simultaneously, the use of adhesives at the interfaces between different materials enhances the bonding force between dissimilar stator laminations, preventing delamination or loosening due to differences in thermal expansion coefficients, and improving the long-term operational reliability of the stator core under complex conditions.

[0082] In another implementation, please refer to Figure 12 The first stator lamination 100 and the second stator lamination 200 are alternately arranged along the axial direction of the stator core.

[0083] The first stator lamination 100 and the second stator lamination 200 are alternately stacked along the axial direction of the stator core, forming a uniformly distributed composite lamination structure. The alternating arrangement of the first stator lamination 100 and the second stator lamination 200 can be achieved by sandwiching one second stator lamination 200 between two first stator laminations 100, or by sandwiching multiple second stator laminations 200 between two first stator laminations 100. This alternating stacking design ensures that the two stator laminations of different materials are evenly distributed along the entire axial length of the stator core. This facilitates a more uniform axial flow of magnetic flux throughout the core, avoiding localized magnetic concentrations or discontinuous magnetic circuits caused by abrupt material changes. This improves the symmetry and stability of the magnetic circuit, further optimizing the electromagnetic performance of the motor.

[0084] The alternating arrangement of stator laminations effectively balances the differences in thermal expansion between different materials. Due to the difference in thermal expansion coefficients between silicon steel and amorphous alloys, thermal stress is easily generated at the interface during motor operation and temperature rise. By alternating the stator laminations of the two materials, thermal stress can be dispersed and alleviated axially, reducing structural deformation or insulation damage caused by stress concentration, and improving the thermal stability and long-term operational reliability of the core.

[0085] In one embodiment, adjacent first stator laminations 100 and second stator laminations 200 are bonded together by an adhesive.

[0086] Amorphous alloys are characterized by high hardness, brittleness, and poor ductility, making them unsuitable for joining processes such as riveting and welding that may cause mechanical stress or thermal damage. Otherwise, they are prone to cracking, edge breakage, or magnetic degradation. While silicon steel can be joined mechanically using riveting, forcibly applying it when bonded to amorphous alloy sheets can also cause impact damage to adjacent amorphous alloy sheets. Therefore, using adhesives at the interface of dissimilar materials effectively avoids mechanical deformation and thermal effects, protects the integrity of the amorphous alloy, and ensures that its excellent low-iron-loss characteristics are fully utilized.

[0087] In one embodiment, the adhesive is an epoxy adhesive.

[0088] Epoxy adhesives possess extremely strong bonding strength and excellent adhesion, firmly bonding the surfaces of silicon steel and amorphous alloys. This ensures that the laminated structure does not slip or delaminate under complex operating conditions such as vibration, centrifugal force, and thermal cycling during motor operation, effectively maintaining the overall structural stability of the stator core. Furthermore, epoxy adhesives are not easily soluble in the refrigerant and lubricating oil inside the compressor, and will not interfere with the normal operation of the compressor. Examples of epoxy adhesives include bisphenol A type epoxy resin adhesives, bisphenol F type epoxy resin adhesives, phenolic epoxy resin adhesives, and modified epoxy adhesives.

[0089] This utility model also proposes a compressor, which includes a motor. The specific structure of the motor is as described in the above embodiments. Since this compressor adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0090] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. An electric motor, characterized in that, include: The rotor includes a rotor core and permanent magnets. The rotor core has multiple permanent magnet slots spaced apart along its circumference. The permanent magnets are embedded in the permanent magnet slots. The thickness of the permanent magnets along the magnetization direction is hm, the coercivity is Hcj, and the number of pole pairs of the rotor is p. A stator is fitted around the outer periphery of the rotor. The stator includes a stator core, which includes a plurality of core blocks spliced ​​together along its circumference. Each core block includes a plurality of stator laminations stacked along the axial direction of the stator core. The stator laminations include a first stator lamination and a second stator lamination. The first stator lamination is made of silicon steel, and the second stator lamination is made of amorphous alloy. Wherein, the first stator lamination has an axial thickness of a1 along the stator core and a maximum relative permeability of u1, the second stator lamination has an axial thickness of a2 along the stator core and a maximum relative permeability of u2, satisfying: 0.5≤a2 / (a1+a2)≤0.9, 3.2≤((a1*u1+a2*u2) / (a1+a2))^2 / (hm*Hcj*p)≤ 10.

5.

2. The motor as described in claim 1, characterized in that, The first stator lamination includes a first stator yoke and a first stator tooth extending from the first stator yoke toward the stator core axis. At least one of the first stator laminations has a third stator lamination embedded in the first stator tooth and / or the first stator yoke. The maximum relative permeability of the third stator lamination is u3, which satisfies u3 > u1.

3. The motor as described in claim 2, characterized in that, The outer radius of the first stator lamination is r. The cross-sectional area of ​​the third stator lamination within a single first stator lamination in a plane perpendicular to the stacking direction of the stator core is S1. A stator slot is formed between two adjacent core blocks, and the number of stator slots is c. The remanence of the permanent magnet is Br. The cross-sectional area of ​​the permanent magnet under a single magnetic pole in a plane perpendicular to the stacking direction of the rotor core is S2, satisfying 10≤(Br*S2) / (S1*p / (π*r^2 / c))≤ 22.

4. The motor as described in claim 1, characterized in that, The first stator lamination includes a first stator yoke and a first stator tooth extending from the first stator yoke toward the axis of the stator core. The first stator yoke has a first side edge and a second side edge opposite each other in the circumferential direction of the stator core. The first side edge is provided with a positioning notch, and the second side edge is provided with a protrusion adapted to the positioning notch. The protrusion of one core block is inserted into the positioning notch of an adjacent core block.

5. The motor as described in claim 4, characterized in that, The protrusion and the positioning notch are arc-shaped or polygonal; or The protrusion includes a first sub-part and two second sub-parts. The first sub-part is connected to the second side edge, and the two second sub-parts are connected to the end of the first sub-part away from the second side edge and extend radially away from the first sub-part along the stator core. Both second sub-parts form a gap with the second side edge. The positioning notch includes a first notch adapted to the first sub-part and a second notch adapted to the second sub-part.

6. The motor as described in claim 1, characterized in that, The second stator lamination includes a second stator yoke and a second stator tooth extending from the second stator yoke toward the axis of the stator core. The second stator yoke has opposing third and fourth side edges in the circumferential direction of the stator core, the shapes of the third and fourth side edges being complementary.

7. The motor as described in claim 6, characterized in that, The third side edge and the fourth side edge include at least one of a straight line segment and an arc segment.

8. The motor as described in claim 1, characterized in that, The stator core includes two first lamination sections and one second lamination section in its axial direction. The two first lamination sections are respectively disposed at both ends of the second lamination section in the axial direction. One of the first lamination section and the second lamination section is formed by stacking multiple first stator laminations, and the other is formed by stacking multiple second stator laminations.

9. The motor as described in claim 8, characterized in that, The first stator laminations that are axially adjacent to each other in the stator core are connected by rivets or adhesives, the second stator laminations that are axially adjacent to each other in the stator core are connected by adhesives, and the first stator laminations and the second stator laminations are connected by adhesives.

10. The motor as described in claim 1, characterized in that, The first stator lamination and the second stator lamination are alternately arranged along the axial direction of the stator core.

11. The motor as described in claim 10, characterized in that, The adjacent first stator lamination and the second stator lamination are bonded together with adhesive.

12. The motor as described in claim 9 or 11, characterized in that, The adhesive is an epoxy adhesive.

13. A compressor, characterized in that, Including the motor as described in any one of claims 1 to 12.

Images