Electric oil pump

Abstract

An electric oil pump (100), comprising: a pump housing (20); a pump cover (10) which is located at one axial end of the pump housing (20) and forms a first cavity (40) together with the pump housing (20); a motor assembly (80) located in the first cavity (40); and a control unit (ECU) located in the first cavity (40), the surface of the ECU being covered with an insulating layer. When the electric oil pump (100) is working, a cooling medium circulates within the first cavity (40), wherein the cooling medium performs full immersion cooling on both the motor assembly (80) and the ECU. The ECU is provided with the insulting layer and is located in the same cavity as the motor assembly (80), so that full immersion cooling of the ECU by the cooling medium is achieved, full contact is enabled, and the surface temperature of the ECU is effectively reduced, thereby improving cooling efficiency. In addition, the need for an isolation plate is eliminated, so that the ECU and the motor assembly (80) are located in the same cavity and are both cooled by the same cooling medium, thereby efficiently utilizing the cooling medium, and reducing the overall axial dimension of the electric oil pump (100).

Description

Electronic oil pump Technical Field

[0001] This invention relates to the field of automotive parts technology, and more particularly to an electronic oil pump. Background Technology

[0002] With the rapid development of the automotive industry, and as vehicle performance moves towards greater safety, reliability, stability, full automation, intelligence, and environmental protection and energy conservation, electronic oil pumps are widely used in automotive lubrication and cooling systems, and can well meet market demands.

[0003] When the electric oil pump cools its own motor assembly and electronic control unit (hereinafter referred to as ECU), the conductivity of the cooling medium (such as cooling oil) and the insulation level of the ECU are insufficient, causing the two to come into direct contact with each other. This may lead to ECU performance degradation or even failure.

[0004] Therefore, the commonly adopted solution is to physically isolate the chamber containing the ECU from the chamber containing the stator assembly to prevent accidental leakage of coolant into the ECU area and potential risks. While this separation effectively prevents problems such as short circuits, it also means that the coolant can only effectively cool the stator assembly inside the pump housing, while the ECU mostly relies on natural airflow outside the pump housing for heat dissipation. This method is inefficient and cannot meet the requirements for high-efficiency cooling. As a result, the ECU often operates at a high temperature due to poor heat dissipation, which not only limits its power density but also indirectly restricts the overall driving capability of the electric oil pump, reducing output power.

[0005] Meanwhile, in order to ensure that the ECU can work normally under such cooling conditions and to physically isolate it from the space where the stator assembly is located, the electronic oil pump has to add extra space for isolating the ECU, which undoubtedly increases the overall size and weight of the electronic oil pump, which is not conducive to the development trend of miniaturization and lightweighting.

[0006] Summary of the Invention

[0007] To overcome the problems existing in related technologies, this disclosure provides an electronic oil pump.

[0008] According to a first aspect of the present disclosure, an electronic oil pump is provided, comprising: a pump housing; a pump cover located at one axial end of the pump housing and forming a first cavity with the pump housing; a motor assembly located within the first cavity; and an electronic control unit (ECU) located within the first cavity, wherein the surface of the ECU is covered with an insulating layer, wherein when the electronic oil pump is in operation, a cooling medium circulates within the first cavity, and the cooling medium simultaneously provides full immersion cooling for both the motor assembly and the ECU.

[0009] In some embodiments, the cooling medium is insulating cooling oil.

[0010] In some embodiments, the insulating layer is formed by adhesive coating or injection molding.

[0011] In some embodiments, the motor assembly includes a stator assembly, the stator assembly includes a stator frame and a fastener, the fastener being fixedly disposed at one axial end of the stator frame; the electronic control unit (ECU) includes a busbar, the busbar having a locking hole corresponding to the position of the fastener, the fastener being engaged into the locking hole to fix the busbar at one axial end of the stator assembly.

[0012] In some embodiments, the fastener is fixed to the outer circumferential edge of the stator frame and protrudes axially from the end face of one axial end of the stator frame.

[0013] In some embodiments, multiple fasteners are provided, and the busbar is provided with multiple fastening holes. The multiple fasteners and the fastening holes are arranged at equal intervals along the circumference, wherein the number of fastening holes is greater than or equal to the number of fasteners.

[0014] In some embodiments, the axial end of the fastener is provided with a hook, the maximum radial dimension of which is greater than the inner diameter of the locking hole. The hook is used to undergo elastic deformation when engaging with the locking hole and to abut against and fit against the end face of the busbar away from the stator frame.

[0015] In some embodiments, the fastener further includes a locking platform, which is located axially between the end faces of the hook and one axial end of the stator frame, and the distance between the locking platform and the hook is less than or equal to the thickness of the manifold.

[0016] In some embodiments, the fastener includes two identical and symmetrical sub-fasteners, which are circumferentially spaced apart to allow the fastener to undergo elastic deformation.

[0017] In some embodiments, the fastener is integrally formed with the stator frame.

[0018] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: The electronic control unit (ECU) is provided with an insulating layer and is located in the same cavity as the motor assembly, achieving full immersion cooling of the ECU by the cooling medium. This allows for comprehensive contact and effective reduction of the temperature of all surfaces of the ECU, greatly improving cooling efficiency. Simultaneously, omitting the isolation plate structure allows the ECU and motor assembly to be located in the same cavity and cooled by the same cooling medium, eliminating the need for physical isolation. This not only makes efficient use of the cooling medium but also reduces the overall axial dimension of the electric oil pump. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0020] Figure 1 is a cross-sectional view of an electronic oil pump according to an exemplary embodiment;

[0021] Figure 2 is a three-dimensional structural diagram of the pump head of the electronic oil pump in Figure 1;

[0022] Figure 3 is a schematic diagram of the center hole at the other end of the pump shaft of the electronic oil pump in Figure 1.

[0023] Figure 4 is a three-dimensional structural diagram of the other end of the pump casing of the electronic oil pump in Figure 1.

[0024] Figure 5 is a side view of the ECU of the electronic oil pump in Figure 1;

[0025] Figure 6 is a schematic diagram of the assembly structure of the ECU and stator assembly in Figure 5;

[0026] Figure 7 is a schematic diagram of the stator assembly in Figure 1;

[0027] Figure 8 is a three-dimensional structural diagram of the stator assembly skeleton in Figure 7;

[0028] Figure 9 is an enlarged view of the buckle in Figure 8. Detailed Implementation

[0029] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0030] In this invention, unless otherwise stated, axial direction A, radial direction R, and circumferential direction W refer to the axial direction A, radial direction R, and circumferential direction W of the electronic oil pump 100, respectively; one side of the axial direction or the other end of the axial direction refers to the upper side in FIG1, and the other side of the axial direction or one end of the axial direction refers to the lower side in FIG1. ​​The term "torsional connection" refers to a connection between two components in a manner that does not rotate relative to each other, which can be achieved by integrally forming the two mentioned components. Those skilled in the art will understand the specific meaning of the above terms in this invention as appropriate.

[0031] To solve the above-mentioned technical problems, this disclosure provides an electronic oil pump 100.

[0032] As shown in Figure 1, the electronic oil pump 100 includes a pump cover 10, a pump housing 20, and a pump head 30. The pump cover 10 is located at one axial end of the pump housing 20, forming a first cavity 40 between the pump cover 10 and the pump housing 20. The pump head 30 is located at the other axial end of the pump housing 20, forming a second cavity 50 between the pump head 30 and the pump housing 20. The second cavity 50 and the first cavity 40 are physically separated by the internal structure of the pump housing 20.

[0033] It is understood that the terms "first," "second," etc., are used to describe various structures, but these structures should not be limited to these terms. These terms are only used to distinguish structures of the same type from one another and do not indicate a specific order or degree of importance. In fact, the expressions "first," "second," etc., are completely interchangeable. For example, without departing from the scope of this disclosure, the second cavity 50 can also be referred to as the first cavity 40, and similarly, the first cavity 40 can also be referred to as the second cavity 50.

[0034] As shown in Figure 1, the electronic oil pump 100 also includes a pump shaft 60, a gear pump 70, a motor assembly 80, and an electronic control unit (ECU). The pump shaft 60 is rotatable relative to the pump housing 20 via bearings. The pump shaft 60 axially extends through a first cavity 40 and a second cavity 50. The other axial end of the pump shaft 60 and the gear pump 70 are located within the second cavity 50. The gear pump 70 includes an inner rotor 71 and an outer rotor 72. The outer rotor 72 is torsionally connected to the inner wall of the pump housing 20. The inner rotor 71 is torsionally fitted onto the other axial end of the pump shaft 60. Rotation of the pump shaft 60 drives the inner rotor 71 to rotate relative to the outer rotor 72. One axial end of the pump shaft 60 and the motor assembly 80 are located within the first cavity 40. The motor assembly 80 includes a rotor 82 and a stator assembly 81. The rotor 82 is located at one axial end of the pump shaft 60 and is torsionally connected to it. Rotation of the rotor 82 drives the pump shaft 60 to rotate, thereby causing the inner rotor 71 located within the second cavity 50 to rotate relative to the outer rotor 72.

[0035] Furthermore, as shown in Figures 1 and 2, the pump head 30 is provided with an oil inlet channel 31 and an oil outlet channel 32. Both the oil inlet channel 31 and the oil outlet channel 32 are connected to the second cavity 50. The cooling medium, i.e., the cooling oil, can enter the second cavity 50 through the oil inlet channel 31, and under the action of the gear pump 70, the cooling oil is pressurized and pumped out through the oil outlet channel 32, thereby lubricating or cooling the motor or gearbox.

[0036] Specifically, the inner rotor 71 and outer rotor 72 located within the second cavity 50 have an eccentricity between their axes. The external gear of the inner rotor 71 and the internal gear of the outer rotor 72 mesh with each other. The second cavity 50 is a sealed cavity, and the meshing line of the inner rotor 71 and outer rotor 72 divides the second cavity 50 into a low-pressure cavity 51 and a high-pressure cavity 52. ​​Because the number of teeth on the external gear of the inner rotor 71 and the internal gear of the outer rotor 72 differs by one tooth, the rotational speed of the outer rotor 72 is one tooth slower per revolution than that of the inner rotor 71. Therefore, the volumes of the low-pressure cavity 51 and the high-pressure cavity 52 are constantly changing.

[0037] When the pump head 30 and the pump housing 20 are installed, the low-pressure chamber 51 and the high-pressure chamber 52 correspond to the positions of the oil inlet channel 31 and the oil outlet channel 32 on the pump head 30, respectively. When the pump shaft 60 rotates, it drives the inner rotor 71 to rotate (e.g., clockwise), which in turn drives the outer rotor 72 to rotate in the same direction at a different speed. At this time, at the oil inlet chamber, the gears of the inner rotor 71 and the outer rotor 72 gradually disengage from meshing, and the volume of the low-pressure chamber 51 increases from small to large, forming a partial vacuum. As a result, cooling oil is drawn into the second chamber 50 from the oil inlet channel 31. The inner rotor 71 continues to rotate, and the cooling oil is carried to the high-pressure chamber 52. At this time, the gears of the inner rotor 71 and the outer rotor 72 mesh again, causing the volume of the high-pressure chamber 52 to gradually decrease and the pressure in the high-pressure chamber 52 to gradually increase, so as to force the cooling oil out of the second chamber 50 through the oil outlet channel 32. In this way, as the rotor 82 continues to rotate, the cooling oil is continuously drawn in and forced out, so that the electronic oil pump 100 can lubricate or cool the motor or gearbox.

[0038] Further, as shown in Figures 1 and 3, the pump shaft 60 is a hollow shaft structure. The pump shaft 60 has an axially penetrating central hole 61, and the other axial end of the pump shaft 60 is located within the second cavity 50, allowing the central hole 61 to communicate with the second cavity 50. As shown in Figure 2, the pump head 30 also has a slot 33, which communicates with the oil outlet channel 32 of the pump head 30, and the oil outlet channel 32 communicates with the high-pressure chamber 52 of the second cavity 50. Therefore, as shown by the cooling oil flow arrow D1 in Figure 1, the cooling oil first enters the low-pressure chamber 51 of the second cavity 50 through the oil inlet channel. Under the driving action of the gear pump 70, the cooling oil is then forced into the high-pressure chamber 52 of the second cavity 50. Most of the high-pressure cooling oil accumulated in the high-pressure chamber 52 is pumped out through the oil outlet channel 32 to provide necessary lubrication or cooling for the motor or gearbox. A portion of the cooling oil in the high-pressure chamber 52 also enters the central hole 61 of the pump shaft 60 through the slot 33.

[0039] As shown in Figure 1, since one axial end of the pump shaft 60 is located inside the first cavity 40, the central hole 61 can also communicate with the first cavity 40. The cooling oil entering the central hole 61 from the high-pressure chamber 52 of the second cavity 50 can then enter the first cavity 40. As can be seen from the above, the stator and rotor 82 of the electronic components are both located inside the first cavity 40. The cooling oil can be sprayed out from the orifice of the central hole 61 located at one axial end of the pump shaft 60 into the first cavity 40 and cool the rotor 82 and stator inside the first cavity 40, thereby achieving self-cooling of the electronic oil pump 100.

[0040] Furthermore, as shown in Figure 4, the pump housing 20 is provided with a return hole 21. The return hole 21 is located at the other end of the pump housing 20 connected to the pump head 30 along the axial direction, and the return hole 21 corresponds to the position of the second cavity 50 and communicates with the second cavity 50. In this way, after the cooling oil completes the cooling task of the motor assembly 80 and the electronic control unit ECU in the first cavity 40, it can return to the second cavity 50 through the return hole 21, thereby completing the closed-loop process of self-cooling of the electronic oil pump 100.

[0041] Further, as shown in Figure 5, the electronic control unit (ECU) includes a manifold 91 and various control elements 92 fixed on the manifold 91. The ECU can be connected to an external system via a wiring harness. Therefore, when the electric oil pump 100 is working, the external system transmits control signals to the ECU through the wiring harness. The ECU controls the motor stator to generate a regularly changing magnetic field through the manifold 91. The motor rotor 82 rotates under the action of the alternating magnetic field, and drives the inner rotor 71 to rotate through the pump shaft 60, thereby pumping out cooling oil to achieve the functions of cooling and lubricating the automotive motor.

[0042] As shown in Figure 1, the Electronic Control Unit (ECU) is also fixedly installed inside the first cavity 40. It can be seen that when the electronic oil pump 100 is operating normally, the ECU located inside the first cavity 40 is also immersed in cooling oil. Therefore, in this embodiment, insulating oil with insulating properties is used to prevent the cooling medium from affecting the performance of the ECU. Furthermore, the entire outer wall of the ECU is provided with an insulating layer (not shown in the figure). This insulating layer provides electromagnetic isolation and waterproofing and oil resistance, preventing not only the electronic components in the electronic oil pump 100 from affecting the performance of the ECU, but also the cooling medium from affecting the electrical properties of the ECU.

[0043] In some embodiments, the insulating layer can be applied with adhesive or injection molded, thereby forming a protective layer of a certain thickness that covers the entire surface of the electronic control unit (ECU).

[0044] Thus, by using an insulating cooling medium and an insulating layer on the electronic control unit (ECU), the present invention enables the ECU to be completely immersed in the cooling medium, achieving full immersion cooling of the ECU. This allows the cooling oil to fully contact and effectively reduce the temperature of all surfaces of the ECU, greatly improving cooling efficiency.

[0045] In addition, the electronic control unit (ECU) and the motor assembly 80 are located in the same cavity, which allows the cooling oil to cool both the motor assembly 80 and the ECU simultaneously during the cooling cycle. This makes efficient use of the cooling oil, ensures the recycling of cooling resources, enhances the thermal management efficiency of the electronic oil pump 100, and maintains the ECU and the motor assembly 80 within a suitable operating temperature range, thereby ensuring the high-performance operation and long-term stability of the electronic oil pump 100 as a whole.

[0046] Furthermore, this invention eliminates the isolation plate structure found in related technologies, allowing the electronic control unit (ECU) and the motor assembly 80 to reside within the same cavity and be cooled by the same cooling medium, eliminating the need for physical isolation. This not only reduces the overall axial dimension of the electronic oil pump 100 and simplifies the assembly structure, but also effectively reduces the types and number of parts, significantly lowering manufacturing costs and bringing substantial optimization and economic benefits to the production of the electronic oil pump 100.

[0047] Furthermore, as shown in Figure 1, the manifold 91 is located on the other side of the pump shaft 60 along the axial direction. As shown in Figure 6, the electronic control unit (ECU) is connected to the stator assembly 81 through the manifold 91, thereby fixing the electronic control unit (ECU) inside the first cavity 40.

[0048] Specifically, as shown in Figure 7, the stator assembly 81 includes a stator frame 811 and a winding 812. The stator frame 811 is used to fix the winding 812, and the winding 812 is wound around the stator frame 811. As shown in Figure 8, multiple fasteners 813 are provided at the other end of the stator frame 811 along the axial direction. The busbar 91 of the electronic control unit (ECU) is provided with a locking hole 911 corresponding to the position of the locking hole 813. Through the cooperation of the locking hole 911 and the locking hole 813, the busbar 91 of the electronic control unit (ECU) is fixed to the stator frame 811 of the stator assembly 81.

[0049] The direct snap-fit ​​connection between the snap-fit ​​component 813 and the snap-fit ​​hole 911 simplifies the structure of both components, reducing unnecessary complexity. Furthermore, it greatly simplifies the assembly process, improves ease of assembly, and shortens the required time, thereby significantly enhancing the assembly efficiency of the electronic oil pump 100. This facilitates large-scale production and rapid response to market demands.

[0050] In some embodiments, the latching member 813 is located at the circumferential W edge of the stator frame 811, but can protrude radially R from the outer wall of the stator frame 811. At this time, the edge of the busbar 91 is provided with an annular retaining edge, so that the entire busbar 91 covers the outer wall of the stator frame 811 in a cover-like structure. At this time, the latching hole 911 is provided at the annular retaining edge, and the latching hole 911 and the latching member 813 are radially engaged.

[0051] In some embodiments, the snap fastener 813 is integrally formed with the stator frame 811. This integral forming ensures that there are no welded, glued, or other connection gaps between the snap fastener 813 and the stator frame 811, which greatly enhances the overall rigidity and stability of the structure and reduces the risk of breakage or loosening at the connection, especially in working environments with high vibration or large load variations.

[0052] In this embodiment, the latching member 813 is located at the outer edge of the stator frame 811 in the circumferential direction W, and protrudes along the axial direction A from the end face of one axial end of the stator frame 811. Thus, the engagement of the latching member 813 with the latching hole 911 fully utilizes the space in the axial direction A, effectively avoiding the additional radial dimension occupation of the pump housing 20 by the latching member 813. This reduces the overall circumference and size of the electronic oil pump 100, optimizing space utilization and promoting miniaturization and integration of the electronic oil pump 100, which is particularly advantageous for electronic oil pumps 100 that pursue a compact design.

[0053] Furthermore, the stator frame 811 can be provided with multiple fastening elements 813, and the multiple fastening elements 813 can be arranged at equal intervals along the circumferential direction W. Similarly, the busbar 91 is provided with multiple locking holes 911, fastening elements 813, and locking holes 911 arranged at equal intervals along the circumferential direction W. This ensures that the busbar 91 and the stator frame 811 are tightly fitted and maintain high stability during circumferential W installation, effectively avoiding possible swaying of the busbar 91. Furthermore, the number of locking holes 911 on the busbar 91 can be equal to or greater than the number of fastening elements 813 on the stator frame 811. This allows the busbar 91 with locking holes 911 to match stator frames 811 with different numbers of fastening elements 813, improving the adaptability of the busbar 91 and reducing costs.

[0054] This design flexibility not only allows the busbar 91 to adapt to various stator frames 811 of the snap-fit ​​components 813, greatly enhancing its universal adaptability, but also effectively simplifies component inventory management, reduces costs, and improves assembly flexibility and efficiency.

[0055] In other embodiments, the multiple latching members 813 and multiple locking holes 911 can also be adjusted according to the positions of the electronic components on the busbar 91, thereby forming a non-equally spaced arrangement. No specific limitations are made here.

[0056] As shown in Figures 8 and 9, the fastener 813 includes a hook 8131 and a platform 8132. The hook 8131 is located at the axial end of the fastener 813, that is, at the end of the fastener 813 away from the stator frame 811, while the platform 8132 is located between the end face of the axial end of the stator frame 811 and the hook 8131.

[0057] The maximum radial dimension of the hook 8131 is larger than the inner diameter of the locking hole 911. When the hook 8131 engages with the locking hole 911, the insertion of the hook 8131 causes the inner wall of the locking hole 911 to compress the hook 8131, allowing the hook 8131 to undergo elastic deformation. After the hook 8131 penetrates the locking hole 911, the hook 8131 protrudes axially (A) from the end face of the busbar 91 away from the stator frame 811. The hook 8131, with its rebound force, ensures a tight fit between the fastener 813 and the inner wall of the locking hole 911, thus achieving a stable assembly effect. Furthermore, the hook 8131 abuts against the end face of the busbar 91, preventing the busbar 91 from detaching axially from the stator frame 811.

[0058] The assembly process of the electronic control unit (ECU) and stator assembly 81 is simplified by using the hook 8131 and the locking hole 911. Assembly can be completed simply by aligning the hook 8131 and the locking hole 911 and pressing gently. The natural elastic deformation of the hook 8131 ensures accurate positioning and automatic locking, reducing the reliance on precision tools or additional fixing measures. This improves assembly efficiency and convenience.

[0059] Furthermore, by setting the locking platform 8132, the radial distance between the locking hook 8131 and the locking platform 8132 is ensured. Preferably, the radial distance between the locking platform 8132 and the locking hook 8131 is designed to be less than or equal to the thickness of the busbar 91. Therefore, when the busbar 91 is assembled with the stator frame 811, the locking hook 8131 and the locking platform 8132 can respectively lock the two end faces of the busbar 91 and produce an interference fit with the surface of the busbar 91, effectively constraining the axial movement of the busbar 91 and enhancing the overall stability and assembly reliability of the busbar 91.

[0060] In some embodiments, the fastener 813 comprises two identical and symmetrically arranged sub-fasteners, spaced apart circumferentially. Each sub-fastener includes a hook 8131 and a base 8132. This not only ensures balance during assembly, but the relative arrangement of the two sub-fasteners also allows for flexible elastic adjustment with minimal deformation when the fastener 813 is inserted into the locking hole 911. Thus, the slight deformation of each sub-fastener during insertion into the locking hole 911 disperses the force at a single point, preventing elastic fatigue or damage to the hook 8131 due to excessive deformation, effectively improving the durability and damage resistance of the fastener 813. This not only ensures simple and precise assembly but also extends the service life of the fastener 813.

[0061] At the same time, when combined with the snap-fit ​​hole 911, this symmetrically spaced sub-snap fastener layout can evenly distribute stress and promote the elastic deformation of the snap-fit ​​part 813, thereby ensuring a more stable and reliable connection, while simplifying the assembly steps and improving the overall structural stability and adaptability.

[0062] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following scope of claims.

[0063] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. An electric oil pump (100), characterized in that, The electronic oil pump (100) comprises: a pump shell (20); a pump cover (10) located at one axial end of the pump shell (20) and forming a first cavity (40) with the pump shell (20); a motor assembly (80) located in the first cavity (40); and an electronic control unit (ECU) located in the first cavity (40), and a surface of the electronic control unit (ECU) is covered with an insulating layer, wherein when the electronic oil pump (100) is in operation, a cooling medium circulates in the first cavity (40), and the cooling medium simultaneously performs full-immersion cooling on the motor assembly (80) and the electronic control unit (ECU).

2. The electronic oil pump (100) according to claim 1, wherein the cooling medium is cooling oil with insulation.

3. The electronic oil pump (100) according to claim 1, wherein the insulating layer is formed by means of glue coating or injection molding.

4. The electronic oil pump (100) according to claim 1, wherein the motor assembly (80) comprises a stator assembly (81), and the stator assembly (81) comprises a stator skeleton (811) and a buckle (813) fixedly arranged at one axial end of the stator skeleton (811); the electronic control unit (ECU) comprises a busbar (91), and the busbar (91) is provided with a clamping hole (911) corresponding to the position of the buckle (813), and the busbar (91) is fixed at one axial end of the stator assembly (81) by clamping the buckle (813) into the clamping hole (911).

5. The electronic oil pump (100) according to claim 4, wherein the buckle (813) is fixed at a circumferential outer edge of the stator skeleton (811) and protrudes axially from an end face of one axial end of the stator skeleton (811).

6. The electronic oil pump (100) according to claim 4, wherein a plurality of buckles (813) are arranged, and the busbar (91) is provided with a plurality of clamping holes (911), and the plurality of buckles (813) and the plurality of clamping holes (911) are arranged equidistantly in the circumferential direction, wherein the number of the clamping holes (911) is greater than or equal to the number of the buckles (813).

7. The electronic oil pump (100) according to claim 5, wherein an axial end of the buckle (813) is provided with a clamping hook (8131), and a maximum radial dimension of the clamping hook (8131) is greater than an inner diameter of the clamping hole (911), and the clamping hook (8131) is used to elastically deform when clamped with the clamping hole (911) and abut against the end face of the busbar (91) away from the stator skeleton (811).

8. The electronic oil pump (100) according to claim 7, wherein ​ The buckle member (813) further comprises a clamping base (8132) located axially between the clamping hook (8131) and the end surface of the axial end of the stator skeleton (811), and the distance between the clamping base (8132) and the clamping hook (8131) is less than or equal to the thickness of the busbar (91).

9. The electronic oil pump (100) according to claim 7, characterized in that, The buckle member (813) comprises two identical and symmetrical sub-buckle members, and the two sub-buckle members are spaced apart in the circumferential direction, so that the buckle member (813) can be elastically deformed.

10. The electronic oil pump (100) according to claim 4, characterized in that, The buckle member (813) is integrally formed with the stator skeleton (811).

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