Electric motor drive system and vehicle

Abstract

Provided in the present application are an electric motor drive system and a vehicle. The electric motor drive system comprises an electric motor controller system, an electric motor system and a reduction gearbox, wherein the electric motor controller system comprises controllers; the electric motor system comprises electric motors; oil spraying structures are mounted on the electric motors; the reduction gearbox is connected to both the electric motor controller system and the electric motor system; each oil spraying structure at least has oil spraying ports arranged in three different directions; an electric motor housing is provided with first oil slots; the first oil slots are close to an end face of a stator core; the direction of openings of the first oil slots is parallel to a first direction; some of the oil spraying ports face the first oil slots, so that a cooling liquid is sprayed into the first oil slots; and the first direction is the axial direction of the electric motors.

Description

Motor drive systems and automobiles

[0001] Related applications

[0002] This application claims priority to Chinese patent application No. 202311188452.2 filed on September 13, 2023, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of new energy vehicle technology, and in particular to a motor drive system and a vehicle. Background Art

[0004] With the rapid development of new energy vehicle technology, people are increasingly demanding the noise level of new energy vehicle drive motors. At the same time, as the power density of motors increases, the requirements for the heat dissipation capacity of motors are also greatly increased. Currently, water cooling is still the main heat dissipation method. Because it cannot directly cool the heat source, the heat at the end of the motor winding needs to be transferred to the inner wall of the motor housing through the stator core, and the heat is carried away by the water path in the motor housing. The transfer path is long and the heat dissipation efficiency is low. Using spraying to dissipate heat from the motor winding cannot meet the cooling requirements of the motor stator core and rotor. Using immersion to dissipate heat from the motor will cause rotor oil stirring loss. Therefore, the current heat dissipation method cannot meet the demand for rapid heat dissipation of the motor.

[0005] Summary of the Invention

[0006] The present application provides a motor drive system and a vehicle to solve the technical problem of low heat dissipation efficiency of the motor in the motor drive system.

[0007] An embodiment of the present application provides a motor drive system, which includes a motor controller system, a motor system and a reducer, the motor controller system includes a controller; the motor system includes a motor, an oil injection structure is installed on the motor; and a reducer, the reducer is respectively connected to the motor controller system and the motor system; wherein, the oil injection structure has at least oil injection ports arranged in three different directions, a first oil groove is provided in the motor housing, the first oil groove is close to the end face of the stator core, the opening direction of the first oil groove is parallel to the first direction, and some of the oil injection ports are facing the first oil groove so that the coolant is sprayed into the first oil groove, and the first direction is the axial direction of the motor.

[0008] In one embodiment, there are multiple first oil grooves, and the multiple first oil grooves are circumferentially arranged on the motor housing, and the first oil grooves are connected to each other.

[0009] In one embodiment, an opening is provided on a side of the first oil groove close to the stator core, and the first oil groove is connected to the wire slot of the stator core through the opening, so that part of the coolant flows into the wire slot.

[0010] In one embodiment, the oil injection structure includes an oil inlet device and an oil injection ring, the oil inlet device is connected to the two oil injection rings respectively, the two oil injection rings are respectively located at the two ends of the motor housing, the oil injection port is located on the oil injection ring, and the oil injection ring is fixed on the motor housing.

[0011] In one embodiment, the oil injection ring has two inlets, and an annular boss is provided at the inlet position of the oil injection ring, and the annular boss is cooperatively connected to the motor housing.

[0012] In one embodiment, the motor housing is further provided with a second oil groove, the opening direction of the second oil groove is perpendicular to the opening direction of the first oil groove, and part of the oil spray port is directed toward the second oil groove so that the coolant is sprayed into the second oil groove. When the motor housing and the motor stator are assembled, the second oil groove is connected to form a first oil circuit.

[0013] In one embodiment, the rear end cover of the motor has a second oil circuit, and the motor system also includes a connecting pipe, the connecting pipe includes a first connecting pipe and a second connecting pipe, the first connecting pipe connects the first oil circuit and the second oil circuit, and the second connecting pipe connects the second oil circuit and the rotor shaft of the motor rotor.

[0014] In one embodiment, the rotor shaft has an oil spray hole, a keyway is provided on the rotor shaft, the oil spray hole is communicated with the keyway, and the coolant inside the rotor shaft can flow into the keyway through the oil spray hole.

[0015] In one embodiment, the motor further includes an oil flinger plate, which is installed at intervals between the rotor iron core sheets. The oil flinger plate is provided with an oil guide groove, which is communicated with the keyway.

[0016] In one embodiment, the motor system includes two motors, which are respectively fixed on both sides of the reduction gearbox, and the motor and the reduction gearbox share an end cover; the motor controller system includes two controllers and a shunt box, and the two controllers are respectively located on both sides of the shunt box and connected to the shunt box, and the motor system is electrically connected to the motor controller system.

[0017] In one embodiment, the shunt box includes a power box housing, a connector and a DC component, and the connector and the DC component are located in the accommodating cavity of the power box housing; the input end of the copper busbar in the DC component is provided with a groove structure, and the input end cooperates with the connector, and the output end of the copper busbar is provided with a first copper busbar fixing hole, and the output end is connected to the electrical equipment.

[0018] In one embodiment, the copper bar includes a positive copper bar and a negative copper bar. The positive copper bar is adjacent to the negative copper bar and passes through the magnetic ring together. The negative copper bar is covered with insulating paper.

[0019] In one embodiment, a copper busbar seat is also installed in the accommodating cavity of the power box shell, and the copper busbar seat is provided with a copper busbar slot, a capacitor compartment and a magnetic ring compartment. The copper busbar slot is used to isolate the positive copper busbar from the negative copper busbar, and the copper busbar slot, the capacitor compartment and the magnetic ring compartment are integrally potted.

[0020] In one embodiment, two groups of DC components are arranged in the accommodating cavity of the power box shell. The DC components are symmetrically designed about the vertical plane where the geometric center point in the accommodating cavity is located. The vertical plane is parallel to the extension direction of the power box shell, and a thermal pad is arranged between the DC components and the power box shell.

[0021] In one embodiment, the power box housing has two DC interfaces, the mounting point of the power box housing and the DC interfaces are respectively designed to be symmetrical with respect to the vertical plane, and the controller is sealed and connected to the power box housing.

[0022] In one embodiment, the diverter box further includes an upper cover, which cooperates with the power box housing to close the accommodating cavity of the power box housing, and the upper cover has a breathing valve connected to the outside.

[0023] An embodiment of the present application also provides a car, which includes: the above-mentioned motor drive system, a transmission mechanism and wheels; the motor drive system provides power, and the transmission mechanism connects the wheels and the motor drive system to drive the wheels to rotate.

[0024] The present application provides a motor drive system and a vehicle, wherein the motor drive system includes: a motor controller system, a motor system and a reduction gearbox; the motor controller system includes a controller; the motor system includes a motor, and an oil injection structure is installed on the motor; the reduction gearbox is connected to the motor controller system and the motor system respectively; wherein the oil injection structure has at least oil injection ports arranged in three different directions, a first oil tank is provided in the motor housing, the first oil tank is close to the end face of the stator core, the opening direction of the first oil tank is parallel to the first direction, and some oil injection ports are facing the first oil tank so that coolant is sprayed into the first oil tank, and the first direction is the axial direction of the motor. By designing the oil injection structure, multi-directional oil injection ports are set to achieve multi-angle cooling and lubrication of the motor stator. At the same time, a first oil tank is set on the motor housing. The first oil tank can store part of the coolant, thereby increasing the heat exchange time between the coolant and the motor stator, avoiding the coolant from falling quickly under the action of gravity and being unable to achieve sufficient heat exchange with the motor stator. The opening direction of the first oil tank is further parallel to the first direction, and some oil injection ports are directed towards the first oil tank, so that the coolant in the first oil tank can effectively cool the axial end faces of the motor stator, increase the heat dissipation area of ​​the motor stator, and further accelerate the heat dissipation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] FIG1 is a schematic structural diagram of a motor drive system provided in an embodiment of the present application;

[0026] FIG2 is a schematic structural diagram of a motor housing provided in an embodiment of the present application;

[0027] FIG3 is a schematic structural diagram of an oil injection ring provided in an embodiment of the present application;

[0028] FIG4 is a cross-sectional view of a motor housing provided in an embodiment of the present application;

[0029] FIG5 is a schematic structural diagram of a motor housing from another perspective according to an embodiment of the present application;

[0030] FIG6 is a schematic diagram of the flow of coolant inside a motor housing according to an embodiment of the present application;

[0031] FIG7 is a schematic structural diagram of a connecting pipe provided in an embodiment of the present application;

[0032] FIG8 is a schematic structural diagram of a rotor shaft provided in an embodiment of the present application;

[0033] FIG9 is a schematic structural diagram of an oil-slinging plate provided in an embodiment of the present application;

[0034] FIG10 is a schematic structural diagram of a motor housing provided by an embodiment of the present application from another perspective;

[0035] FIG11 is a schematic structural diagram of a motor drive system according to an embodiment of the present application from another perspective;

[0036] FIG12 is a schematic structural diagram of a motor drive system according to an embodiment of the present application from another perspective;

[0037] FIG13 is a schematic structural diagram of a motor drive system according to an embodiment of the present application from another perspective;

[0038] FIG14 is a schematic structural diagram of a motor drive system according to an embodiment of the present application from another perspective;

[0039] FIG15 is a schematic structural diagram of a motor drive system according to an embodiment of the present application from another perspective;

[0040] FIG16 is a schematic structural diagram of a motor controller system provided in an embodiment of the present application;

[0041] FIG17 is a schematic structural diagram of a motor controller system according to an embodiment of the present application from another perspective;

[0042] FIG18 is a schematic structural diagram of a shunt box provided in an embodiment of the present application;

[0043] FIG19 is a schematic structural diagram of a positive copper busbar provided in an embodiment of the present application;

[0044] FIG20 is a schematic structural diagram of a negative electrode copper busbar provided in an embodiment of the present application;

[0045] FIG21 is a schematic structural diagram of a copper busbar assembly provided in an embodiment of the present application;

[0046] FIG22 is a schematic structural diagram of the copper busbar assembly and the copper busbar seat provided in an embodiment of the present application;

[0047] FIG23 is a schematic structural diagram of a copper busbar provided in an embodiment of the present application;

[0048] FIG24 is a schematic structural diagram of a copper busbar holder provided in an embodiment of the present application from another perspective;

[0049] FIG25 is a schematic diagram of the structure of a transfer copper busbar and a capacitor provided in an embodiment of the present application;

[0050] FIG26 is a schematic structural diagram of a transfer copper busbar provided in an embodiment of the present application;

[0051] FIG27 is a schematic structural diagram of a DC component coordination method provided in an embodiment of the present application;

[0052] FIG28 is a schematic structural diagram of a DC component coordination method provided in an embodiment of the present application;

[0053] FIG29 is a schematic structural diagram of a power box housing provided in an embodiment of the present application;

[0054] Figure 30 is a structural schematic diagram of a power box shell with an upper cover provided in an embodiment of the present application.

[0055] Explanation of reference numerals 10, motor drive system; 100, motor system; 110, motor; 110A, first motor; 110B, second motor; 111, motor housing; 1111, first oil tank; 1112, second oil tank; 1113, first oil circuit; 1114, oil pan; 112, motor stator; 1121, stator core; 113, motor rear end cover; 1131, second oil circuit; 114, rotor shaft; 1141, oil injection hole; 1142, keyway; 1143, rotor core; 115, connecting pipe; 1151, first connecting Through pipe; 1152, second connecting pipe; 1153, third connecting pipe; 116, oil slinger plate; 1161, oil guide groove; 120, oil injection structure; 121, oil injection port; 1211, first oil injection port; 1212, second oil injection port; 1213, third oil injection port; 122, oil inlet device; 123, oil injection ring; 123A, first oil injection ring; 123B, second oil injection ring; 1231, oil injection ring fixing point; 1232, annular boss; 200, motor controller system; 210, controller; 210A, first controller; 210B, second controller Controller; 220, shunt box; 221, power box housing; 2211, accommodating cavity; 222, connector; 223, DC component; 2231, copper busbar; 2231A, positive copper busbar; 2231B, negative copper busbar; 22311, groove structure; 22312, first dedicated boss; 22313, second dedicated boss; 22314, first fixing hole of copper busbar; 2232, insulating paper; 2233, magnetic ring; 2234, copper busbar seat; 22341, copper busbar slot; 22342, capacitor compartment; 22343, magnetic ring compartment; 22344, first A mounting hole; 22345, a second fixing hole; 22346, a fixing structure; 22347, a slot structure; 2235, a transfer copper sheet; 22351, a boss circular hole; 22352, a flanging structure; 22353, a conical structure; 2236, a capacitor; 22361, a pin; 224, an upper cover; 2241, a breathing valve; 230, a three-phase copper busbar; 300, a reduction gearbox; 400, a radiator; 410, a first radiator; 420, a second radiator; 500, an oil pipe; 510, a first oil pipe; 520, a second oil pipe; 600, an oil pump. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0057] The various specific technical features described in the specific embodiments may be combined in any suitable manner, unless they are inconsistent. For example, different embodiments and technical solutions may be formed by combining different specific technical features. To avoid unnecessary repetition, the various possible combinations of the specific technical features in this application will not be described separately.

[0058] In the following description, the terms "first, second, ..." are used solely to distinguish different objects and do not imply any similarities or connections between the objects. It should be understood that the directional descriptions "above," "below," "outside," and "inside" refer to directions during normal use. The directions "left" and "right" refer to the left-right directions shown in the corresponding schematic diagrams, which may or may not be the left-right directions during normal use.

[0059] It should be noted that the terms "include," "comprises," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising that element. The term "connected," unless otherwise specified, includes both direct and indirect connections.

[0060] In a specific embodiment, the motor drive system is applicable to any type of motor drive system. For example, the motor drive system can be applicable to a single-motor drive system; for example, the motor drive system can be applicable to a dual-motor drive system. For ease of description, the following description will focus on the motor drive system applicable to a dual-motor drive system as an example.

[0061] In some embodiments, as shown in FIG1 , the motor drive system 10 includes a motor system 100, a motor controller system 200, and a reduction gearbox 300. The motor system 100 includes a motor 110, on which an oil injection structure 120 is mounted. The reduction gearbox 300 is connected to the motor controller system 200 and the motor system 100, respectively.

[0062] In one embodiment, first, the motor drive system 10 is a device that converts the energy of the power battery into kinetic energy to provide power for new energy vehicles. The motor drive system 10 can be a single motor drive system or a dual motor drive system. It will not be elaborated in detail here, and a specific embodiment will be given later. Regardless of the single motor drive system or the dual motor drive system, it includes a motor system 100 and a motor controller system 200, and the motor system 100 and the motor controller system 200 are respectively connected to the reduction box 300. The motor system 100 includes a motor 110 and a cooling system. The motor 110 includes a motor housing 111, a motor stator 112 and a motor rotor. The motor stator 112 includes a stator core 1121 and a stator winding, etc. The cooling system includes a cooling oil circuit, an oil injection structure 120 and a radiator 400 and other related devices and structures. Coolant, cooled by radiator 400, is sprayed onto stator core 1121 and stator windings via oil spray structure 120, thereby dissipating heat and cooling motor 110. The coolant can be any liquid with a cooling effect, such as cooling water or cooling oil. Motor controller system 200 includes controller 210, which controls the energy transmission between the power supply and motor 110. Controller 210 includes a control signal interface circuit, a motor control circuit, and a drive circuit.

[0063] As shown in Figures 2 to 5, the oil injection structure 120 has at least oil injection ports 121 arranged in three different directions. The motor housing 111 is provided with a first oil groove 1111. The first oil groove 1111 is close to the end face of the stator core 1121. The opening direction of the first oil groove 1111 is parallel to the first direction. Some of the oil injection ports 121 are facing the first oil groove 1111 so that the coolant is sprayed into the first oil groove 1111. The first direction is the axial direction of the motor 110.

[0064] In one embodiment, the motor 110 generates a large amount of heat during operation, especially for high-speed motors with speeds of up to 25,000 to 35,000 revolutions per minute. This generates heat at a faster rate, necessitating a faster heat dissipation efficiency for the motor 110 to prevent high temperatures from affecting its performance. Therefore, the present application considers cooling the stator core 1121 of the motor 110 more comprehensively from multiple angles. The oil injection structure 120 includes at least three oil injection ports 121 disposed in three different directions. This means that the oil injection ports 121 open in at least three directions. For example, for ease of explanation, a coordinate system is established to assist in the description. The first direction is the X-axis, i.e., the axial direction of the motor 110. The vertical direction is the Z-axis. The direction perpendicular to the X- and Z-axes is the Y-axis. The oil injection ports 121 are divided into a first oil injection port 1211, a second oil injection port 1212, and a third oil injection port 1213. It should be emphasized that the first fuel injection port 1211 does not refer to a fuel injection port with only one number, but refers to a type of fuel injection port with the same opening direction. The number of the first fuel injection port 1211 can be multiple, and the number of the second fuel injection port 1212 and the third fuel injection port 1213 can also be multiple. The oil injection structure 120 can be a bent annular structure, such as an oil injection ring 123. The oil injection ring 123 includes a straight pipe and an annular pipe. The first oil injection port 1211 is located on the annular pipe, and the opening direction is toward the first direction, that is, the X-axis direction. At the same time, the motor housing 111 is provided with a first oil groove 1111, and the first oil groove 1111 extends along the axial direction. The size of the first oil groove 1111 is not limited here and can be determined according to actual needs. The opening direction of the first oil groove 1111 is the same as the first direction, so that the coolant sprayed from the first oil injection port 1211 directly enters the first oil groove 1111. At the same time, the first oil groove 1111 is close to the end face of the stator core 1121. The coolant in the first oil groove 1111 can fully exchange heat with the stator core 1121, thereby increasing the heat exchange time between the coolant and the stator core 1121, and avoiding the coolant falling quickly under the action of gravity, and failing to achieve sufficient heat exchange with the stator core 1121. Second oil jet 1212 is located on a linear pipe, with its opening direction parallel to the Z-axis. Coolant ejected through second oil jet 1212 can directly cool the axial side of stator core 1121. Third oil jet 1213 is also located on an annular pipe. Its opening direction can be parallel to the Y-axis or to the plane formed by the Y-axis and the Z-axis, so that its opening direction faces the geometric center of the annular pipe. This allows for radial oil spray cooling of the ends of the stator windings of motor stator 112. This achieves overall cooling of stator core 1121 and stator windings, resolving the problem of traditional oil cooling methods being unable to cool stator core 1121.

[0065] The present application provides a motor drive system and a vehicle, wherein the motor drive system includes: a motor controller system, a motor system and a reduction gearbox; the motor controller system includes a controller; the motor system includes a motor, and an oil injection structure is installed on the motor; the reduction gearbox is connected to the motor controller system and the motor system respectively; wherein the oil injection structure has at least oil injection ports arranged in three different directions, a first oil tank is provided in the motor housing, the first oil tank is close to the end face of the stator core, the opening direction of the first oil tank is parallel to the first direction, and some oil injection ports are facing the first oil tank so that coolant is sprayed into the first oil tank, and the first direction is the axial direction of the motor. By designing the oil injection structure, multi-directional oil injection ports are set to achieve multi-angle cooling and lubrication of the motor stator. At the same time, a first oil tank is set on the motor housing. The first oil tank can store part of the coolant, thereby increasing the heat exchange time between the coolant and the motor stator, avoiding the coolant from falling quickly under the action of gravity and being unable to achieve sufficient heat exchange with the motor stator. The opening direction of the first oil tank is further parallel to the first direction, and some oil injection ports are directed towards the first oil tank, so that the coolant in the first oil tank can effectively cool the axial end faces of the motor stator, increase the heat dissipation area of ​​the motor stator, and further accelerate the heat dissipation efficiency.

[0066] In some embodiments, as shown in FIG5 , there are multiple first oil grooves 1111 , each of which is circumferentially disposed on the motor housing 111 and interconnected. In one embodiment, to ensure uniform heat dissipation, multiple first oil grooves 1111 are circumferentially spaced apart on the axial end surface of the motor housing 111 . The specific number is not limited and can be determined based on actual needs. To increase the fluidity of the coolant, the first oil grooves 1111 can be interconnected, allowing the coolant ejected through the first oil injection port 1211 to circulate in the first oil grooves 1111, thereby improving the cooling efficiency of the end surface of the stator core 1121 . At the same time, in order to further improve the circulation of the coolant, for example, an opening is provided on one side of the first oil groove 1111 close to the stator core 1121. When the motor 110 is placed horizontally, the opening can be provided above the first oil groove 1111. It can be understood that after the coolant sprayed from the first oil nozzle 1211 flows into the first oil groove 1111, the coolant can gather in the first oil groove 1111 and will not flow out through the opening immediately. The time that the coolant stays and gathers in the first oil groove 1111 is utilized to achieve sufficient heat dissipation from the end face of the stator core 1121. When the coolant capacity exceeds the opening height, the coolant flows into the wire slots of the stator core 1121 through the opening, which can also achieve cooling of the stator windings in the wire slots, and can also drive the circulation of the coolant, thereby increasing the heat dissipation contact area.

[0067] In some embodiments, as shown in Figures 2 and 3, the oil injection structure 120 includes an oil inlet device 122 and an oil injection ring 123. The oil inlet device 122 is connected to two oil injection rings 123. The two oil injection rings 123 are located at opposite ends of the motor housing 111. The oil injection ports 121 are located on the oil injection rings 123. The oil injection rings 123 are fixed to the motor housing 111. In one embodiment, two oil injection rings 123 are provided to facilitate cooling of the stator windings at both ends of the motor stator 112 and heat dissipation at both ends of the stator core 1121. For ease of illustration, the two oil injection rings 123 are respectively a first oil injection ring 123A and a second oil injection ring 123B. Each oil injection ring 123 may be formed by bending a tubular material to form a loop structure. The first oil injection ring 123A and the second oil injection ring 123B are located at opposite ends of the motor housing 111 and fixed to the motor housing 111 via oil injection ring fixing points 1231, thereby ensuring the stability of the assembly of the oil injection rings 123. The oil injection ring 123 comprises a linear channel and an annular channel. The first and third oil injection ports 1211, 1213 are located on the annular channel, while the second oil injection port 1212 is located on the linear channel. The oil injection structure 120 also includes an oil inlet device 122. After passing through the radiator 400, the coolant enters the oil inlet device 122 and flows through the internal structure of the motor housing 111 into the first and second oil injection rings 123A, 123B, respectively. The coolant is then ejected through the first, second, and third oil injection ports 1211, 1212, and 1213 to cool the stator windings and stator core 1121.

[0068] In some embodiments, as shown in FIG. 2 and FIG. 3 , the oil injection ring 123 has two inlets. An annular boss 1232 is provided at the inlet of the oil injection ring 123 . The annular boss 1232 is cooperatively connected to the motor housing 111 . In one embodiment, in order to increase the injection pressure and improve the injection uniformity of each injection port 121, each injection ring 123 has two inlets, that is, both ends of each injection ring 123 are inlets, and both ends of each injection ring 123 cooperate with the motor housing 111. The coolant enters the oil inlet device 122 after passing through the radiator 400, and flows into the first injection ring 123A and the second injection ring 123B through the structure inside the motor housing 111 through four inlets. At the same time, considering that the coolant pressure in the injection ring 123 is too high and may cause the connection position between the injection ring 123 and the motor housing 111 to fall off, an annular boss 1232 is provided at the inlet position of each injection ring 123. By installing a sealing ring on the annular boss 1232, it cooperates with the motor housing 111 to realize oil circuit sealing, thereby ensuring the pressure inside the injection ring 123 and making each injection port 121 on the injection ring 123 spray evenly.

[0069] In some embodiments, as shown in Figure 4, considering the cooling and heat dissipation of the axial side of the stator core 1121, the motor housing 111 is also provided with a second oil groove 1112, and the opening direction of the second oil groove 1112 is perpendicular to the opening direction of the first oil groove 1111. The second oil nozzle 1212 in the oil nozzle 121 is facing the second oil groove 1112, and the coolant sprayed from the second oil nozzle 1212 is sprayed into the second oil groove 1112. When the motor housing 111 and the motor stator 112 are assembled, the second oil groove 1112 is connected to form the first oil path 1113.

[0070] In some embodiments, as shown in Figures 6 and 7 , the motor rear end cover 113 has a second oil passage 1131. The motor system 100 also includes a connecting pipe 115, which includes a first connecting pipe 1151 and a second connecting pipe 1152. The first connecting pipe 1151 connects the first oil passage 1113 with the second oil passage 1131, and the second connecting pipe 1152 connects the second oil passage 1131 with the rotor shaft 114 of the motor rotor. In one embodiment, to enhance the flow of coolant in the motor housing 111, the motor housing 111 includes the first oil passage 1113. Other oil passages may also be added, and the specific details are not limited thereto. Motor 110 includes a motor rear end cover 113, which has a second oil passage 1131. To ensure connectivity between the oil passages in motor housing 111 and motor rear end cover 113, motor system 100 further includes a connecting pipe 115. A first connecting pipe 1151 connects the first oil passage 1113 or other oil passages in motor housing 111, allowing coolant in the oil passages in motor housing 111 to flow into the second oil passage 1131 in motor rear end cover 113. To achieve complete coolant circulation, the rotor shaft 114 of the motor rotor is a hollow shaft. A second connecting pipe 1152 connects the second oil passage 1131 in motor rear end cover 113 to the rotor shaft 114 of the motor rotor, allowing coolant in the second oil passage 1131 in motor rear end cover 113 to flow into the rotor shaft 114 of the motor rotor. To connect the oil circuit in motor housing 111 with the oil circuit in reduction gearbox 300, connecting pipe 115 includes a third connecting pipe 1153. Third connecting pipe 1153 connects the oil circuits of motor housing 111 and reduction gearbox 300, allowing cooling oil to flow to reduction gearbox 300, achieving lubrication and cooling within reduction gearbox 300. The design of connecting pipe 115 enables flow cooling from motor housing 111 to motor rear end cover 113 and then to rotor shaft 114.

[0071] In some embodiments, as shown in conjunction with Figures 6 and 8 , the rotor shaft 114 has an oil injection hole 1141 and a keyway 1142. The oil injection hole 1141 communicates with the keyway 1142, allowing coolant within the rotor shaft 114 to flow through the oil injection hole 1141 and into the keyway 1142. In one embodiment, to achieve coolant circulation cooling, coolant flowing into the oil circuit of the motor rear end cover 113 is discharged. The rotor shaft 114 of the motor rotor is a hollow shaft. The rotor shaft 114 has the oil injection hole 1141 and a keyway 1142, extending axially along the rotor shaft 114. The keyway 1142 is assembled and mated with the rotor core to form a groove. During the rotation of the motor 110, coolant is ejected through the oil injection hole 1141 and then flows through the oil guide groove formed by the keyway 1142, achieving axial movement of the coolant oil within the motor 110. The specific size and number of oil injection holes 1141 are not limited. The number of oil injection holes 1141 can be one or multiple at intervals. Similarly, the size and number of key slots 1142 are also not limited. For example, four key slots 1142 are evenly spaced along the axial direction of rotor shaft 114, and the number of oil injection holes 1141 is also four. Each oil injection hole 1141 is connected to a key slot 1142, so that coolant inside rotor shaft 114 can flow through oil injection hole 1141 into key slot 1142, thereby cooling the internal and external surfaces of rotor shaft 114.

[0072] In some embodiments, as shown in conjunction with FIG6 and FIG9 , the motor 110 further includes oil flingers 116. The oil flingers 116 are installed at intervals between the rotor core sheets 1143. The oil flingers 116 are provided with oil guide grooves 1161, which are connected to the keyway 1142. In one embodiment, to better cool the rotor shaft 114, the rotor core sheets 1143, and the magnets, thereby improving the problem of increased rotor temperature, the motor 110 further includes oil flingers 116. The specific number and installation location of the oil flingers 116 are not limited. For example, there are three oil flingers 116, which are installed at both ends of the rotor core and in the middle of the rotor core sheets 1143. The oil flingers 116 are provided with oil guide grooves 1161. The oil flingers 116 are circular, sheet-like structures. The oil guide grooves 1161 extend radially and are connected to the keyway 1142. For example, four key slots 1142 are evenly arranged along the axial direction of the rotor shaft 114, and four oil guide slots 1161 are also evenly arranged along the circumferential direction of the oil flinger plate 116. Each key slot 1142 is connected to an oil guide slot 1161, and the oil guide slot 1161 is used to fling out the coolant in the key slot 1142, thereby increasing the contact area between the coolant and the relevant components of the motor 110, enhancing the fluidity of the coolant, and improving the heat dissipation efficiency.

[0073] In some embodiments, as shown in FIG10 , an oil pan 1114 is designed at the bottom of the motor housing 111. The oil pan 1114 is used to receive the coolant inside the motor 110. A contoured structure is also designed on the side cover of the reduction gearbox 300. Through a sealed installation, the coolant in the oil pan 1114 can enter the reduction gearbox 300 through a channel. Furthermore, a filter is provided within the oil pan 1114 of the reduction gearbox 300 to filter and recirculate the circulating coolant. The entire oil circuit is pumped out through the oil pump 600 designed within the oil pan 1114, along the oil circuit designed within the reduction gearbox 300, into the radiator 400 for cooling, and then into the main oil inlet of the motor for circulation.

[0074] In some embodiments, as shown in Figures 11 to 15, the motor system 100 includes two motors 110, which are respectively fixed on both sides of the reduction gearbox 300, and the motors 110 and the reduction gearbox 300 share an end cover; the motor controller system 200 includes two controllers 210 and a shunt box 220, and the two controllers 210 are respectively located on both sides of the shunt box 220 and connected to the shunt box 220, and the motor system 100 is electrically connected to the motor controller system 200.

[0075] In one embodiment, in order to reduce the system volume and increase the system power, the present application designs a dual-motor drive system. The dual-motor drive system is highly integrated. The higher-power electric drive system integrates coaxial dual motors and a reduction gearbox, which multiplies the output power. The motor drive system 10 includes a motor system 100, a motor controller system 200, a reduction gearbox 300, a radiator 400, and an oil pipe 500. The motor system 100 includes two motors 110, the two motors 110 are respectively a first motor 110A and a second motor 110B. The first motor 110A and the second motor 110B are respectively fixed to the two sides of the reduction gearbox 300. For example, both motors 110 are fixed to the end face of the reduction gearbox 300 by a long screw, and one end of the motor shaft is fixed to the end cover of the reduction gearbox 300. This allows the motor 110 and the reduction gearbox 300 to share a common end cover. Compared with the traditional dual-motor system, two motor end covers can be reduced, making the axial size more compact, for example, the volume is reduced by 10% year-on-year. The radiator 400 includes a first radiator 410 and a second radiator 420. Both are fixed to the reduction gearbox 300, with their oil inlets directly connected to the reduction gearbox 300. The oil pipe 500 includes a first oil pipe 510 and a second oil pipe 520. The oil outlets of the first and second radiators 410 and 420 connect to the oil inlets of the first and second motors 110A and 110B, respectively, through the first and second oil pipes 510 and 520. The two radiators 400 are connected to the vehicle's cooling circuit, and the entire oil circuit shares a common oil pan located at the bottom of the reduction gearbox 300. For example, two oil pumps 600 are designed at the bottom of the reduction gearbox 300. The coolant from one oil pump 600 flows through the first radiator 410 to the first motor 110A and the reduction gearbox 300, while the coolant from the other oil pump 600 flows through the second radiator 420 to the second motor 110B. Compared to a split cooling system, the integrated cooling system proposed in this application is more compact, with streamlined external piping, effectively reducing the number of components. Furthermore, this structure allows the use of a single oil-cooled motor by eliminating the second motor 110B and its accessories.

[0076] As shown in Figures 16 and 17, the motor controller system 200 includes two controllers 210 and a shunt box 220. The two controllers 210 are respectively a first controller 210A and a second controller 210B. The first controller 210A and the second controller 210B are respectively located on both sides of the shunt box 220 and are connected to the shunt box 220. The drive and control modules are normally installed inside the controller 210, and the DC end is connected to the shunt box 220. The AC three-phase end is connected to the motor 110. The motor controller system 200 is connected to the motor system 100 through a three-phase copper bus 230 and is installed in the outlet box of the motor 110. The motor controller system 200 is fixed to the motor system 100 by a number of bolts. The entire motor controller system 200 is connected to the motor system 100 to achieve high and low voltage connection and control.

[0077] In some embodiments, the motor drive system 10 of the present application provides sufficient cooling for the motor stator core 1121, winding ends, rotor shaft 114, rotor core, and magnets, thereby reducing the temperature rise of the motor 110. The two motors 110 and the reduction gearbox 300 are bolted together and installed, and the same coolant meets the cooling needs of both motors 110, completing the oil cooling of the dual-motor drive system with a compact structure.

[0078] In some embodiments, as shown in Figures 18 to 20, the shunt box 220 includes a power box housing 221, a connector 222, and a DC component 223. The power box housing 221 is designed separately to facilitate power supply maintenance. The connector 222 and the DC component 223 are located within the accommodating cavity 2211 of the power box housing 221. The input end of the copper busbar 2231 in the DC component 223 is provided with a groove structure 22311, which cooperates with the connector 222. The output end of the copper busbar 2231 is provided with a first copper busbar fixing hole 22314, and the output end is connected to the electrical device. In one embodiment, the shunt box 220 introduces DC power and provides it to the electrical device after filtering. It can be designed with one, two, or multiple channels. The filter structure here is a CLC filter structure, which consists of a capacitor C, an inductor L, and a resistor R. The CLC filter structure can suppress the absorption of power supply noise. The specific level is not limited, for example, it can pass the Class 4 level. Through the design of the filter component, the power supply waveform is improved, thereby improving the EMC (Electromagnetic Compatibility) effect of the entire electric drive. The connector 222 and the DC component 223 are both installed in the accommodating cavity 2211 of the power box housing 221. The DC component 223 includes a copper busbar 2231, which includes a positive copper busbar 2231A and a negative copper busbar 2231B. In order to position the connector 222 and prevent the connector 222 from loosening and exiting, ensuring reliable contact during use, the input ends of the positive copper busbar 2231A and the negative copper busbar 2231B are designed with a groove structure 22311 connected to the connector 222. The groove structure 22311 is used to ensure a stable connection between the copper busbar 2231 and the connector 222. The positive and negative copper bars 2231A and 2231B are each provided with first fixing holes 22314 at their other output ends, allowing them to be connected to electrical equipment. Furthermore, first and second dedicated bosses 22312 and 22313 are designed on the positive and negative copper bars 2231A and 2231B, respectively, for positioning, connecting, and welding the capacitor pins.

[0079] In some embodiments, as shown in FIG21 , in order to absorb and suppress differential-mode and common-mode noise, the positive copper busbar 2231A and the negative copper busbar 2231B are stacked adjacent to each other, and the negative copper busbar 2231B is coated with insulating paper 2232 , thereby effectively reducing ESL (Equivalent Series Inductance). The positive copper busbar 2231A and the negative copper busbar 2231B pass through the magnetic ring 2233 together. The magnetic ring 2233 and the copper busbar 2231 form an inductor to filter the common-mode signal, and form a multi-stage filtering structure with the front-end and rear-end capacitors 2236 to absorb and suppress differential-mode and common-mode noise.

[0080] In some embodiments, as shown in Figures 22 to 24, a copper busbar seat 2234 is also installed in the accommodating cavity 2211 of the power box shell 221. The copper busbar seat 2234 is provided with a copper busbar slot 22341, a capacitor compartment 22342 and a magnetic ring compartment 22343. The copper busbar slot 22341 is used to isolate the positive copper busbar 2231A from the negative copper busbar 2231B. The copper busbar slot 22341, the capacitor compartment 22342 and the magnetic ring compartment 22343 are integrally potted. In one embodiment, to ensure the overall connection stability of the components within the shunt box 220, a copper busbar seat 2234 is provided within the accommodating cavity 2211. To facilitate the installation of the copper busbar 2231 and the magnetic ring 2233 on the copper busbar seat 2234, the copper busbar seat 2234 is provided with a copper busbar slot 22341, a capacitor compartment 22342, and a magnetic ring compartment 22343. The copper busbar slot 22341 is used to isolate the positive copper busbar 2231A from the negative copper busbar 2231B and position the positive and negative copper busbars 2231A and 2231B, and can also be used for potting and solidifying the copper busbar 2231. The copper busbar seat 2234 is provided with capacitor compartments 22342. For example, each copper busbar seat 2234 is designed with five capacitor compartments 22342. The capacitor compartments 22342 are used to accommodate capacitors 2236 and can also be used for potting and solidifying the capacitors 2236. The capacitors 2236 include X capacitors and Y capacitors. The copper busbar holder 2234 is provided with a magnetic ring compartment 22343, which is used to accommodate the magnetic ring 2233 and can also be used for potting and solidifying the magnetic ring 2233. By potting the copper busbar slot 22341, capacitor compartment 22342, and magnetic ring compartment 22343, the capacitor 2236, magnetic ring 2233, and copper busbar holder magnetic ring 2233 are kept in an integrated structure, ensuring reliability. The copper busbar holder 2234 is also provided with a first mounting hole 22344 that mates with the copper busbar's first fixing hole 22314, allowing bolts to secure the positive copper busbar 2231A and the negative copper busbar 2231B to form a single assembly. At the same time, the copper busbar seat 2234 is designed with several second fixing holes 22345. The second fixing holes 22345 are inlaid with metal inserts that are higher than the two end surfaces of the plastic part, which can be used for grounding the capacitor 2236 and fixing the entire copper busbar 2231 assembly; the copper busbar seat 2234 is designed with multiple fixing structures 22346 that assist in positioning the transfer copper sheet 2235. The fixing structures 22346 are used to support and fix the copper sheet for subsequent welding.

[0081] In some embodiments, as shown in Figures 25 and 26, a boss circular hole 22351 is designed on the transfer copper sheet 2235. The pin 22361 of the capacitor 2236 is passed through the boss circular hole 22351 and then fixed and laser welded. At the same time, a flange structure 22352 is also designed on the transfer copper sheet 2235. The flange structure 22352 is used for positioning with the capacitor 2236; a conical structure 22353 is also designed on the transfer copper sheet 2235. The slot structure 22347 on the copper busbar seat 2234 is inserted into the slot structure 22347 on the copper busbar seat 2234. The conical structure 22353 can fix the transfer copper sheet 2235 and prevent the transfer copper sheet 2235 from falling off during use.

[0082] In some embodiments, as shown in Figures 27 and 28, two capacitors 2236 are provided at the front end of the magnetic ring 2233 and installed with the transfer copper sheet 2235. The capacitors 2236 are Y capacitors, and the front Y capacitors suppress the absorption of power supply common-mode noise. Three capacitors 2236 are provided at the rear end of the magnetic ring 2233 and installed with the transfer copper sheet 2235. The capacitors 2236 are two Y capacitors and one X capacitor, and the rear X and Y capacitors suppress the absorption of power supply differential-mode and common-mode noise. After the entire DC component 223 is installed, it can be potted as a whole to ensure reliability and durability in later use.

[0083] In some embodiments, as shown in FIG29 , two sets of DC components 223 are disposed within the accommodating cavity 2211 of the power supply box housing 221. The DC components 223 are symmetrically designed about a vertical plane where the geometric center point of the accommodating cavity 2211 is located. The vertical plane is parallel to the extension direction of the power supply box housing 221. To facilitate heat dissipation of the copper busbar 2231, a thermal pad is disposed between the DC component 223 and the power supply box housing 221. By adding a thermal pad below the DC component 223 and contacting and conducting heat with the power supply box housing 221, heat is dissipated from the copper busbar 2231.

[0084] In some embodiments, as shown in Figures 18 and 29, to improve compatibility, the DC input portion of the dual-motor controller is separated and independently formed into a current shunt structure. The power box housing 221 has two DC interfaces. The mounting point of the power box housing 221 and the DC interfaces are designed symmetrically about the vertical plane. The controller 210 is sealed and connected to the power box housing 221. The symmetrical design can achieve a change in the direction of the DC output line through different installation methods, meeting the layout of front and rear drive, and can simultaneously meet the use of single motors and dual motors, greatly improving compatibility, effectively achieving product universalization and platformization, and effectively reducing costs.

[0085] In some embodiments, as shown in Figure 30, in order to protect the entire part, the diverter box 220 also includes an upper cover 224, which cooperates with the power box shell 221 to close the accommodating cavity 2211 of the power box shell 221, thereby protecting the DC component 223 and other related components in the accommodating cavity 2211. At the same time, considering that the copper bus 2231 in the DC component 223 is the main heating device, in order to accelerate heat dissipation, the upper cover 224 has a breathing valve 2241 connected to the outside world, and the air in the accommodating cavity 2211 is convected through the breathing valve 2241.

[0086] An embodiment of the present application also provides a car, which includes a motor drive system. The motor drive system can be a single-motor drive system or a dual-motor drive system. The car is powered by the motor drive system, and the power is transmitted to the wheels through a transmission mechanism.

[0087] The above description is merely an optional embodiment of the present application and is not intended to limit the scope of protection of the present application.

Claims

1. A motor drive system, wherein: The motor drive system comprises: A motor controller system, including a controller; A motor system, comprising a motor, wherein an oil injection structure is installed on the motor; A reduction box, the reduction box being connected to the motor controller system and the motor system respectively; Among them, the oil injection structure has at least oil injection ports arranged in three different directions, and the motor housing is provided with a first oil groove, the first oil groove is close to the end face of the stator core, the opening direction of the first oil groove is parallel to the first direction, and some of the oil injection ports are facing the first oil groove so that the coolant is sprayed into the first oil groove, and the first direction is the axial direction of the motor.

2. The motor drive system according to claim 1, wherein: There are multiple first oil grooves, and the multiple first oil grooves are arranged on the motor housing along the circumferential direction. The first oil grooves are connected to each other.

3. The motor drive system according to claim 2, wherein: An opening is arranged on one side of the first oil groove close to the stator core, and the first oil groove is communicated with the wire groove of the stator core through the opening so that part of the coolant flows into the wire groove.

4. The motor drive system according to claim 1, wherein: The oil injection structure includes an oil inlet device and an oil injection ring. The oil inlet device is connected to the two oil injection rings respectively. The two oil injection rings are respectively located at the two ends of the motor housing. The oil injection port is located on the oil injection ring, and the oil injection ring is fixed on the motor housing.

5. The motor drive system according to claim 4, wherein: The oil injection ring has two inlets, and an annular boss is arranged at the inlet position of the oil injection ring, and the annular boss is matched and connected with the motor housing.

6. The motor drive system according to claim 4, wherein: The motor housing is also provided with a second oil groove, the opening direction of the second oil groove is perpendicular to the opening direction of the first oil groove, and part of the oil spray port is directed toward the second oil groove so that the coolant can be sprayed into the second oil groove. When the motor housing and the motor stator are assembled, the second oil groove is connected to form a first oil circuit.

7. The motor drive system according to claim 6, wherein: The rear end cover of the motor has a second oil circuit, and the motor system also includes a connecting pipe, which includes a first connecting pipe and a second connecting pipe. The first connecting pipe connects the first oil circuit and the second oil circuit, and the second connecting pipe connects the second oil circuit and the rotor shaft of the motor rotor.

8. The motor drive system according to claim 7, wherein: The rotor shaft is provided with an oil injection hole, and a keyway is arranged on the rotor shaft. The oil injection hole is communicated with the keyway, and the coolant inside the rotor shaft can flow into the keyway through the oil injection hole.

9. The motor drive system according to claim 8, wherein: The motor further comprises an oil flinging plate, wherein the oil flinging plate is installed at intervals between the rotor iron core sheets, and the oil flinging plate is provided with an oil guide groove, and the oil guide groove is communicated with the key groove.

10. The motor drive system according to any one of claims 1 to 9, wherein: The motor system comprises two motors, which are respectively fixed on two sides of the reduction box, and the motor and the reduction box share an end cover; The motor controller system includes two controllers and a shunt box. The two controllers are respectively located on both sides of the shunt box and connected to the shunt box. The motor system is electrically connected to the motor controller system.

11. The motor drive system according to claim 10, wherein: The shunt box includes a power box shell, a connector and a DC component, wherein the connector and the DC component are located in a receiving cavity of the power box shell; the input end of the copper busbar in the DC component is provided with a groove structure, the input end cooperates with the connector, the output end of the copper busbar is provided with a first copper busbar fixing hole, and the output end is connected to an electrical device.

12. The motor drive system according to claim 11, wherein: The copper bar comprises a positive copper bar and a negative copper bar. The positive copper bar is adjacent to the negative copper bar and passes through a magnetic ring together. The negative copper bar is covered with insulating paper.

13. The motor drive system according to claim 12, wherein: A copper busbar seat is also installed in the accommodating cavity of the power box shell. The copper busbar seat is provided with a copper busbar slot, a capacitor compartment and a magnetic ring compartment. The copper busbar slot is used to isolate the positive copper busbar from the negative copper busbar. The copper busbar slot, the capacitor compartment and the magnetic ring compartment are integrally potted.

14. The motor drive system according to claim 11, wherein: Two groups of DC components are arranged in the accommodating cavity of the power box shell. The DC components are symmetrically designed about a vertical plane where the geometric center point of the accommodating cavity is located. The vertical plane is parallel to the extension direction of the power box shell. A thermal pad is arranged between the DC components and the power box shell.

15. The motor drive system according to claim 14, wherein: The power box housing has two DC interfaces, the mounting point of the power box housing and the DC interfaces are respectively designed symmetrically with respect to the vertical plane, and the controller is sealed and connected to the power box housing.

16. The motor drive system according to claim 14, wherein: The diverter box also includes an upper cover, which cooperates with the power box shell and is used to close the accommodating cavity of the power box shell. The upper cover has a breathing valve connected to the outside.

17. A car, wherein: The automobile comprises: a motor drive system as described in any one of claims 1 to 16, a transmission mechanism and wheels; the motor drive system provides power, and the transmission mechanism connects the wheels and the motor drive system to drive the wheels to rotate.

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