Rotor core, rotor, electric motor, powertrain and vehicle

Abstract

A rotor core, a rotor, an electric motor, a powertrain and a vehicle. The rotor core comprises a plurality of rotor laminations, wherein the plurality of rotor laminations are stacked in the axial direction of the rotor core; each rotor lamination comprises M layers of second amorphous alloy sheets, where M≥1; the ratio of the dimension of each rotor lamination in the axial direction of the rotor core to the maximum dimension of each rotor lamination in the radial direction of the rotor core is a rotor stacking-to-diameter coefficient; and the rotor stacking-to-diameter coefficient is any value within the range of 0.35‰ to 2.46‰.

Description

Rotor core, rotor, motor, powertrain, and vehicle

[0001] This application claims priority to Chinese patent application No. 202411720306.4, filed on November 26, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle technology, and more particularly to a rotor core, rotor, motor, powertrain, and vehicle. Background Technology

[0003] Thin strips (such as amorphous alloy strips) have characteristics such as low loss, high permeability, high strength and corrosion resistance. Rotor cores formed by processing thin strips can effectively reduce the eddy current flow area and increase resistance, thereby reducing the high-frequency eddy current loss of the motor. Summary of the Invention

[0004] This disclosure provides a rotor core, a rotor, a motor, a powertrain, and a vehicle.

[0005] In a first aspect, a rotor core is provided, comprising: a plurality of rotor laminations, the plurality of rotor laminations being stacked along the axial direction of the rotor core, and each of the plurality of rotor laminations comprising M layers of second amorphous alloy sheets, M≥1; the ratio of the dimension of the rotor lamination along the axial direction of the rotor core to the maximum dimension of the rotor lamination along the radial direction of the rotor core is a rotor lamination diameter coefficient, the rotor lamination diameter coefficient being any value from 0.35‰ to 2.46‰.

[0006] Secondly, a rotor is provided, the rotor comprising the rotor core described above.

[0007] Thirdly, an electric motor is provided, the motor comprising: a housing, a stator, and the aforementioned rotor. The stator is disposed within the housing; the rotor is disposed within the housing and passes through the stator.

[0008] Fourthly, a powertrain is provided, including the aforementioned electric motor.

[0009] Fifthly, a vehicle is provided, including the aforementioned electric motor or powertrain. Attached Figure Description

[0010] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0011] Figure 1 is a structural diagram of a stator lamination according to some embodiments;

[0012] Figure 2 is a graph showing the relationship between the stator lamination diameter coefficient and the stator lamination yield according to some embodiments;

[0013] Figure 3 is a comparison diagram of the hysteresis loops of amorphous alloy materials and silicon steel materials according to some embodiments;

[0014] Figure 4 is a comparison of the magnetic permeability curves of amorphous alloy materials and silicon steel materials according to some embodiments;

[0015] Figure 5 is a schematic diagram of torque and current before the turning speed of an amorphous motor and a silicon steel motor according to some embodiments.

[0016] Figure 6 is a schematic diagram of torque and current after the speed change of an amorphous motor and a silicon steel motor according to some embodiments;

[0017] Figure 7 is a cloud map of the magnetic flux density distribution of an amorphous motor under medium to high load conditions according to some embodiments;

[0018] Figure 8 is a schematic diagram of the magnetic circuit of the stator in an amorphous motor according to some embodiments;

[0019] Figure 9 is a schematic diagram of the division of the hysteresis loop of an amorphous motor according to some embodiments;

[0020] Figure 10 is a structural diagram of a stator core according to some embodiments;

[0021] Figure 11 is a partial structural diagram of a stator core according to some embodiments;

[0022] Figure 12 is a magnified view of a portion of circle A in Figure 11;

[0023] Figure 13 is a comparison of the ratio of yoke width to tooth length of stator core and motor efficiency according to some embodiments.

[0024] Figure 14 is a graph of the yoke tooth ratio versus output torque of the stator core according to some embodiments;

[0025] Figure 15 is a diagram showing the iron loss distribution of the stator core outside the protection range according to some embodiments;

[0026] Figure 16 is a diagram showing the iron loss distribution within the protection range of the stator core yoke ratio according to some embodiments;

[0027] Figure 17 is a structural diagram of a rotor lamination according to some embodiments;

[0028] Figure 18 is a graph showing the relationship between the rotor lamination diameter coefficient and the rotor lamination yield according to some embodiments;

[0029] Figure 19 is a schematic diagram of the atomic arrangement of silicon steel materials in related technologies;

[0030] Figure 20 is a schematic diagram of the atomic arrangement of the amorphous alloy material according to some embodiments;

[0031] Figure 21 is a schematic diagram of stator core damage according to some embodiments;

[0032] Figure 22 is a structural diagram of a rotor core according to some embodiments;

[0033] Figure 23 is a partial structural diagram of the rotor core according to some embodiments;

[0034] Figure 24 is a graph showing the number of magnetic poles versus stress in a rotor core according to some embodiments;

[0035] Figure 25 is a graph showing the number of magnetic poles of the rotor core versus peak torque and operating efficiency according to some embodiments.

[0036] Figure 26 is a graph showing the relationship between the magnetic bridge width and peak torque and operating efficiency of the rotor core according to some embodiments.

[0037] Figure 27 is a graph showing the slotting factor of the rotor core versus the motor performance according to some embodiments;

[0038] Figure 28 is a model diagram of the partial equivalent magnetic circuit analysis of an amorphous motor according to some embodiments;

[0039] Figure 29 is a graph of the direct-pitch ratio of the rotor core versus the output torque according to some embodiments;

[0040] Figure 30 is a graph of magnetic flux density versus output torque at the point where the distance between the first and second magnetic slots is minimum, according to some embodiments.

[0041] Figure 31 is a graph showing the distance between two adjacent second magnetic slots that are close to each other according to some embodiments, and the output torque.

[0042] Figure 32 is a graph showing the angle ratio versus stress of the rotor core according to some embodiments;

[0043] Figure 33 is a block diagram of a rotor according to some embodiments;

[0044] Figure 34 is a block diagram of a motor according to some embodiments;

[0045] Figure 35 is a block diagram of a powertrain according to some embodiments;

[0046] Figure 36 is a block diagram of a vehicle according to some embodiments;

[0047] Figure 37 is another block diagram of a vehicle according to some embodiments.

[0048] Reference numerals: 1. Stator core; 11. Yoke; 111. Through hole; 12. Tooth; 121. Side wall; 122. Arc-shaped slot; 13. Slot; 14. Stator lamination; 141. First amorphous alloy sheet; 2. Rotor core; 21. Magnetic slot unit; 211. First magnetic slot; 212. Second magnetic slot; 22. Outer peripheral wall; 221. Arc-shaped peripheral wall segment; 23. Rotor lamination; 231. Second amorphous alloy sheet; 3. Metal cover plate; 100. Rotor; 200. Motor; 300. Housing; 400. Stator; 500. Powertrain; 600. Vehicle. Detailed Implementation

[0049] Embodiments of this disclosure will now be described in detail, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this disclosure, and should not be construed as limiting this disclosure. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without inventive effort are within the scope of protection of this disclosure.

[0050] The terms "first" and "second" in this disclosure may explicitly or implicitly include one or more of the features. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0051] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure.

[0052] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linkage" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific circumstances.

[0053] In related technologies, the rotor core is generally a laminated structure, that is, formed by stacking multiple rotor laminations, and the rotor laminations are usually obtained by stamping. However, during the stamping process, the stator laminations are prone to edge warping or even breakage, which affects the yield of the rotor laminations.

[0054] To address the aforementioned problems, some embodiments of this disclosure provide a rotor core, a rotor, a motor, a powertrain, and a vehicle.

[0055] This disclosure provides a rotor core according to some embodiments. The rotor cores of some embodiments of this disclosure will be described in detail below with reference to the accompanying drawings.

[0056] In related technologies, the yield rate of amorphous rotor laminations is generally between 50% and 90%. In-depth research has revealed that the yield rate of rotor laminations is related to the lamination stacking coefficient.

[0057] As shown in Figures 17 and 22, some embodiments of this disclosure provide a rotor core 2, which includes a plurality of rotor laminations 23. The plurality of rotor laminations 23 are stacked along the axial direction of the rotor core 2, and each rotor lamination 23 includes M layers of second amorphous alloy sheets 231, where M ≥ 1. The ratio of the axial dimension of the rotor lamination 23 to the maximum radial dimension of the rotor lamination 23 along the rotor core 2 is the rotor lamination diameter coefficient, which is any value from 0.35‰ to 2.46‰ (e.g., 0.35‰, 0.5‰, 1‰, 2‰, or 2.46‰).

[0058] When the rotor lamination coefficient is too large, the axial thickness (i.e., the axial dimension Lr of the rotor lamination 23 along the rotor core 2) of the rotor lamination 23 under the same outer diameter (i.e., the maximum radial dimension Dr of the rotor lamination 23 along the rotor core 2) exceeds the limit. That is, the number of second amorphous alloy sheets 231 composited with a single rotor lamination 23 is too large. Since the amorphous alloy material is stamped after being bonded and composited with multiple sheets, and its material hardness is greater than that of silicon steel laminations, too many composite layers will increase the stamping difficulty and cause problems such as burrs and damage at the edges of the rotor lamination 23. In addition, too many composite adhesive layers are prone to adhesive layer peeling.

[0059] When the rotor lamination coefficient is too small, it indicates that the axial thickness (i.e., the axial dimension Lr of the rotor lamination 23 along the rotor core 2) of the rotor lamination 23 under the same outer diameter (i.e., the maximum radial dimension Dr of the rotor lamination 23 along the rotor core 2) is below the limit. In other words, the number of second amorphous alloy sheets 231 of a single rotor lamination 23 is too small. Since the thickness of amorphous alloy material is much smaller than that of silicon steel sheet, in order to ensure stamping reliability, a reasonable die clearance needs to be designed to match the thickness of the rotor lamination 23. Generally, the die clearance design value is 5% of the thickness of the rotor lamination 23. Thinner rotor laminations 23 require smaller die clearances. When the die clearance is too small, its wear degree increases, which makes the rotor lamination 23 prone to edge warping, burrs and other problems during the stamping process.

[0060] In some embodiments of this disclosure, since the rotor core 2 includes multiple rotor laminations 23, and each rotor lamination includes an M-layer of second amorphous alloy sheet, the rotor core can possess both good mechanical and magnetic properties. More importantly, by controlling the ratio of the axial dimension of the rotor lamination 23 along the rotor core 2 to the maximum radial dimension of the rotor lamination 23 along the rotor core 2, i.e., the rotor lamination diameter factor, within a suitable range, the problem of edge warping or even breakage of the rotor laminations during the stamping process can be effectively reduced, which is beneficial to improving the yield of the rotor laminations.

[0061] It should be noted that this disclosure does not limit the number of second amorphous alloy sheets 231 in each rotor lamination 23, and those skilled in the art can adjust it according to actual needs. Generally, the thickness of the second amorphous alloy sheet 231 formed by processing amorphous alloy strip is any value from about 0.02 mm to 0.1 mm (e.g., 0.02 mm, 0.05 mm, 0.08 mm, 0.09 mm or 0.1 mm), and the Vickers hardness is about 900.

[0062] In some embodiments, the number M of the second amorphous alloy sheet 231 satisfies: 2≤M≤10, and the M layers of the second amorphous alloy sheet 231 are stacked along the axial direction of the rotor core 2. This allows, on the one hand, the overall hardness of the rotor lamination 23 to be controlled within a suitable range, which is beneficial for extending the service life of the die; on the other hand, in the process of stamping the rotor lamination 23 using amorphous alloy strip as the stamping base material, by stacking at least two layers of amorphous alloy strip, the thickness of the stamping base material can be increased, thereby greatly reducing the stamping difficulty, shortening the processing time of the rotor lamination 23, and improving the production efficiency of the rotor lamination 23.

[0063] For example, the number of layers M of the second amorphous alloy sheet 231 in a rotor lamination 23 satisfies: 4 ≤ M ≤ 6. Furthermore, the manufacturing process of the rotor lamination 23 is the same as that of the stator lamination 14, and will not be described in detail here.

[0064] In some embodiments, the rotor core 2 further includes a third adhesive layer and a fourth adhesive layer; the third adhesive layer is fixedly connected between two adjacent rotor laminations 23; the fourth adhesive layer is fixedly connected between two adjacent layers of second amorphous alloy sheets 231 of the same rotor lamination 23. Thus, by providing the third adhesive layer, two adjacent rotor laminations 23 can be reliably bonded together; by providing the fourth adhesive layer, two adjacent layers of second amorphous alloy sheets 231 in one rotor lamination 23 can be reliably bonded together, thereby improving the overall structural strength of the rotor core 2.

[0065] It should be noted that when the axial dimension of the rotor core 2 (i.e., the thickness of the rotor core 2) is constant, as at least one of the axial dimensions of the third adhesive layer (i.e., the thickness of the third adhesive layer) and the axial dimensions of the fourth adhesive layer (i.e., the thickness of the fourth adhesive layer) of the rotor core 2 increases, the volume of the non-magnetic part of the rotor core 2 increases, which will affect the overall magnetic permeability of the rotor core 2 and thus affect the working performance of the motor.

[0066] Based on this, in some embodiments, the third and fourth adhesive layers satisfy at least one of the following: the ratio of the axial dimension of the third adhesive layer to the axial dimension of the second amorphous alloy sheet 231 of the rotor core 2 is between 0 and 0.12; and the ratio of the axial dimension of the fourth adhesive layer to the axial dimension of the second amorphous alloy sheet 231 of the rotor core 2 is between 0 and 0.12. Thus, by controlling the thickness of the third and fourth adhesive layers within a suitable range, the magnetic permeability of the rotor core 2 can be improved, which is beneficial to enhancing the operating performance of the motor.

[0067] In some embodiments, the second amorphous alloy sheet 231 includes a second annular main body sheet and a second bent ring, the second bent ring being disposed at the edge of the second annular main body sheet; at least a portion of the second bent ring protrudes from the second annular main body sheet along the axial direction of the rotor core 2 to form a second protrusion, the dimension of the second protrusion in the axial direction of the rotor core 2 being less than or equal to the dimension of the second annular main body sheet in the axial direction of the rotor core 2. Thus, by controlling the dimension of the second protrusion in the axial direction of the rotor core 2 to be less than or equal to the dimension of the second annular main body sheet in the axial direction of the rotor core 2 (i.e., the thickness of the second amorphous alloy sheet 231), the edge warping of the rotor lamination 23 can be controlled within a suitable range, thereby further reducing the possibility of breakage of the rotor lamination 23 and further improving the yield of the rotor lamination 23.

[0068] It is understandable that in the same rotor lamination 23, the second protrusions of the second amorphous alloy sheet 231 of the M layer have the same protrusion direction. In this way, the second amorphous alloy sheet 231 of the M layer can be tightly bonded together, which not only improves the structural strength of the rotor lamination 23, but also reduces the thickness of the fourth adhesive layer, which is beneficial to improving the magnetic permeability of the rotor lamination 23.

[0069] In practical applications, on the one hand, the stamping base material bonded with at least two layers of amorphous alloy strips has a certain degree of brittleness, making it prone to breakage during the stamping process. On the other hand, the stamping base material bonded with at least two layers of amorphous alloy strips is also prone to edge warping and adhesive layer peeling during the stamping process, resulting in a low yield of rotor laminations 23. Therefore, in some embodiments, the rotor lamination coefficient can be any value between 0.6‰ and 1.0‰ (e.g., 0.6‰, 0.7‰, 0.8‰, 0.9‰, or 1.0‰). As shown in Figure 18, tests have shown that when the rotor lamination coefficient is between 0.6‰ and 1.0‰, the yield of rotor laminations 23 can be further improved.

[0070] It should be noted that in practical applications, the cross-section of the rotor lamination 23 perpendicular to the axial direction of the rotor core 2 is usually annular. Therefore, the maximum radial dimension of the rotor lamination 23 along the rotor core 2 is the outer diameter of the rotor lamination 23.

[0071] In some embodiments, the rotor lamination 23 satisfies at least one of the following: the dimension Lr of the rotor lamination 23 along the axial direction of the rotor core 2 (i.e., the thickness of the rotor lamination 23) is between 0.1 mm and 0.15 mm, and the maximum dimension Dr of the rotor lamination 23 along the radial direction of the rotor core 2 (i.e., the outer diameter of the rotor lamination 23) is between 140 mm and 160 mm.

[0072] In some embodiments, the dimension of the rotor lamination 23 along the axial direction of the rotor core 2 (hereinafter referred to as the thickness of the rotor lamination 23) directly affects the difficulty of stamping. For example, when the thickness of the rotor lamination 23 is small, the precision requirements of the stamping die are high, which leads to an increase in the manufacturing cost of the rotor lamination 23. When the thickness of the rotor lamination 23 is large, it is difficult for the rotor lamination 23 to break during the stamping process. That is, both too small and too large a thickness of the rotor lamination 23 will increase the difficulty of stamping to varying degrees.

[0073] Tests showed that controlling the thickness Lr of the rotor lamination 23 within the range of 0.1mm to 0.15mm effectively reduced the difficulty of stamping. The maximum radial dimension of the rotor lamination 23 along the rotor core 2 (hereinafter referred to as the outer diameter of the rotor lamination 23) directly affects the degree of edge warping of the rotor lamination 23. For example, when the outer diameter of the rotor lamination 23 is too small, the warping is less severe, and the integrity of the rotor lamination 23 is better, but it will limit the overall dimensions of the rotor and affect the versatility of the rotor. When the outer diameter of the rotor lamination 23 is too large, the warping is more severe, and it may even lead to delamination of adjacent second amorphous alloy sheets 231 and peeling of the adhesive layer. An excessively large outer diameter leads to an increase in the amount of adhesive layer used between the sheets, which can easily cause uneven adhesive layering and make it easy for the adhesive layer to peel off during the stamping process. Tests have shown that when the outer diameter Dr of the rotor lamination 23 is controlled between 140mm and 160mm, the warping of the rotor lamination 23 edges and the peeling of the adhesive layer can be effectively reduced, which is beneficial to improving the versatility and yield of the rotor lamination 23.

[0074] Figures 19 and 20 are schematic diagrams of the atomic arrangement of silicon steel and amorphous alloys, respectively. As shown in Figures 19 and 20, compared to the ordered atomic arrangement of silicon steel, amorphous alloys exhibit disordered atomic arrangement, lacking lattices or grain boundaries, resulting in higher tensile strength compared to silicon steel. Generally, metallic materials undergo an amorphous process during the transition from a molten state to a crystalline state. The free energy of the amorphous state is higher than that of the crystalline state, indicating its unstable material properties. Under certain temperature and pressure conditions, there is a possibility of transformation from an amorphous state to a crystalline state, which could lead to a decrease in mechanical properties such as tensile strength.

[0075] Considering that the iron core (including stator core 1 and rotor core 2) may be subjected to stamping, cutting, and heating during the manufacturing and operation processes, the mechanical properties of amorphous alloy materials may deteriorate. During the stamping and cutting of strip materials, amorphous alloy materials have high tensile strength, which is much greater than that of silicon steel materials.

[0076] Furthermore, since the stator lamination 14 is formed by bonding N layers of first amorphous alloy sheets 141, and the rotor lamination 23 is formed by bonding M layers of second amorphous alloy sheets 231, and the second adhesive layer between two adjacent layers of first amorphous alloy sheets 141 and the fourth adhesive layer between two adjacent layers of second amorphous alloy sheets 231 are relatively thin, there is a risk of peeling during processing, transportation and transfer. When the outermost amorphous alloy sheet (including the first amorphous alloy sheet 141 and the second amorphous alloy sheet 231) peels off, it will cause the inner amorphous alloy sheets (including the first amorphous alloy sheet 141 and the second amorphous alloy sheet 231) to continue to lift and peel off, resulting in the phenomenon of core delamination.

[0077] As can be seen from the above, the mechanical properties of amorphous alloy materials do not deteriorate during the stamping and shearing processes. However, as shown in Figure 21, taking rotor core 2 as an example, on the one hand, the stamping process inevitably creates stress zones at the edges of the material; on the other hand, stamping and shearing will create uneven defects at the edges of the amorphous alloy strip. Thus, if stress concentration occurs when the peeled second amorphous alloy sheet 231 is subjected to external force, it will tear the second amorphous alloy sheet 231 at the defect, leading to localized damage to rotor core 2. When this localized damage extends into the interior of rotor core 2, it will cause further breakage, and in severe cases, rotor rubbing, thus affecting the reliability of the motor.

[0078] In practical applications, to improve motor reliability, increasing at least one of the following can be considered: the width of the magnetic bridge or the number of magnetic bridges. This can better overcome the centrifugal force generated during motor operation, thereby reducing stress concentration. However, increasing at least one of the following will increase leakage flux, reducing the effective magnetic flux of the motor.

[0079] Based on this, in some embodiments, as shown in FIG22, the rotor core 2 includes: A magnetic slot units 21, which are spaced apart circumferentially along the rotor core 2, where A is greater than or equal to 2; the magnetic slot units 21 include: B magnetic slots, which are configured to accommodate magnetic elements; here, A and B satisfy: A / B is between 0.66 and 7. For example, A / B is between 1 and 2.

[0080] It should be noted that magnetic poles can be formed by installing magnetic components in the magnetic slots. The number of magnetic poles is consistent with the number of magnetic slot units 21, and two adjacent magnetic poles form a magnetic pole pair. In addition, the magnetic components include, but are not limited to, ferrite permanent magnets, AlNiCo permanent magnets, NdFeB permanent magnets, Samarium Cobalt permanent magnets, or Iron Nitride permanent magnets.

[0081] In some embodiments, by providing multiple magnetic slot units 21 spaced circumferentially along the rotor core 2, the magnetic components can be more evenly distributed, effectively reducing vibration and noise during motor operation. Furthermore, by adjusting the ratio of A to B (A / B), the number and width of the magnetic bridges in the rotor core 2 can be controlled within a suitable range. This not only reduces stress concentration during motor operation but also effectively controls magnetic leakage, thereby increasing the effective magnetic flux of the motor and improving its output performance.

[0082] As shown in Figure 27, testing revealed that when A / B is between 0.66 and 7, the motor exhibits both a high limiting speed ratio and a high output torque ratio, thus improving both motor reliability and output performance. Furthermore, a ratio of A / B between 1 and 2 further enhances the motor's output performance.

[0083] It should be noted that A / B corresponds to the slot factor in Figure 27.

[0084] Taking the adjustment of the number of magnetic bridges as an example, as shown in Figure 24, with the increase of the number of magnetic pole pairs, that is, the increase of magnetic slot units 21, the number of magnetic bridges in the rotor core 2 increases accordingly, and the stress value at each magnetic bridge decreases, thereby enhancing the ability of the magnetic bridge to overcome centrifugal force. However, as shown in Figure 25, the increase of the number of magnetic pole pairs, that is, the increase of magnetic slot units 21, will lead to an increase in motor frequency, resulting in an increase in iron loss, which in turn reduces the peak torque and operating efficiency of the motor.

[0085] Taking adjusting the magnetic bridge width as an example, as shown in Figure 26, with the motor speed remaining constant, the peak power of the motor gradually decreases as the magnetic bridge width increases, while the motor's operating efficiency improves. Tests have shown that when A / B meets the range of 0.66 to 7, the number and width of the magnetic bridges can be controlled within a suitable range, thereby improving the motor's output performance and efficiency.

[0086] It should be noted that, in some embodiments of this disclosure, the magnetic bridge refers to a structure within a magnetic slot unit 21, which satisfies at least one of the following: the structure is formed between two adjacent first magnetic slots 211; the structure is formed between two adjacent second magnetic slots 212; and the structure is formed between a first magnetic slot 211 and the outer peripheral wall 22 of the rotor. Furthermore, to avoid locally exceeding the tensile strength limit of the amorphous alloy material, the magnetic bridge stress value in some embodiments of this disclosure should be less than or equal to 2000 MPa, thereby avoiding the risk of magnetic bridge deformation or even breakage during motor operation and improving the reliability of motor operation.

[0087] In some embodiments, the magnetic slot unit 21 includes: a first magnetic slot group and a second magnetic slot group, the first magnetic slot group and the second magnetic slot group are distributed radially at intervals along the rotor core 2, and the second magnetic slot group is close to the center of the rotor core 2; the magnetic slots disposed in the first magnetic slot group are first magnetic slots 211, and at least two first magnetic slots 211 are disposed; the magnetic slots disposed in the second magnetic slot group are second magnetic slots 212, and at least two second magnetic slots 212 are disposed.

[0088] In some embodiments, since a first magnetic slot group and a second magnetic slot group are provided, and the first magnetic slot group and the second magnetic slot group are arranged radially spaced along the rotor core 2, the magnetic circuit can be optimized, which is beneficial to improving the output performance and efficiency of the motor.

[0089] It should be noted that, in some embodiments of this disclosure, at least one of the first magnetic slot group and the second magnetic slot group can be in the shape of a line, a V, a U, or other shapes, and is not limited herein. Those skilled in the art can adjust it according to actual needs. In addition, this disclosure does not limit the number of first magnetic slots 211 in the first magnetic slot group and the number of second magnetic slots 212 in the second magnetic slot group, and those skilled in the art can adjust it according to actual needs.

[0090] In some embodiments, as shown in FIG22, the first magnetic slot group is V-shaped and the second magnetic slot group is U-shaped. For example, the first magnetic slot group includes two first magnetic slots 211 and the second magnetic slot group includes four second magnetic slots 212.

[0091] As shown in Figure 7, magnetic saturation occurs in the narrow region between the first and second slot groups of the rotor core 2. Referring to the partial equivalent magnetic circuit diagram of the motor in Figure 28, for the rotor, the focal point of the direct-axis (d-axis) magnetic field and the quadrature-axis (q-axis) magnetic field is located in the narrow region between the first and second slot groups, i.e., the black dot in the figure. This location is where the armature magnetic field and the permanent magnet magnetic field superimpose, resulting in the highest rotor magnetic flux density. This leads to local saturation of the rotor during motor operation, affecting the motor's output performance.

[0092] To address the issue of localized saturation in the rotor, in some embodiments, as shown in Figures 22 and 23, the rotor core 2 has an outer peripheral wall 22. The outer peripheral wall 22 includes multiple arc-shaped peripheral wall segments 221 distributed sequentially along the circumference of the rotor core 2, and each arc-shaped peripheral wall segment 221 corresponds to one magnetic slot unit 21. The ratio of the minimum distance 'a' between the first magnetic slot 211 and the second magnetic slot 212 that are close to each other in the first magnetic slot group and the second magnetic slot group to the arc length 'b' of the arc-shaped peripheral wall segment 221 in the circumference of the rotor core 2 is the orthogonal distance ratio, which is any value from 0.05 to 0.08 (e.g., 0.05, 0.06, 0.07, or 0.08).

[0093] In some embodiments, the minimum distance 'a' between the first magnetic slot 211 and the second magnetic slot 212 that are close to each other in the first magnetic slot group and the second magnetic slot group is defined as the direct axis distance, and the arc length 'b' of the arc-shaped peripheral wall segment 221 in the circumferential direction of the rotor core 2 is defined as the quadrature axis distance. By controlling the ratio of the direct axis distance to the quadrature axis distance, i.e., the direct-quadrature distance ratio, the magnetic circuit saturation position can be changed, effectively improving the suppression problem of magnetic circuit saturation on motor output performance. As shown in Figure 29, when the direct-quadrature distance ratio is 0.05 to 0.08, the output torque ratio of the motor is relatively high, which is beneficial to improving the output performance of the motor.

[0094] In the actual optimization process, moving the second magnetic slot group towards the center of the rotor core 2 can increase the current-carrying width of the quadrature-axis magnetic field, thereby reducing the quadrature-axis magnetic reluctance and its saturation degree. However, after the second magnetic slot group moves towards the center of the rotor core 2, the current-carrying length of the magnetic field will increase, that is, the current-carrying length of the direct-axis magnetic field will increase, thereby increasing the direct-axis magnetic reluctance. This leads to an increase in the motor salient pole ratio (Ld / Lq) or the latter half of formula (2) (see below), resulting in increased magnetic reluctance, which in turn leads to a decrease in effective magnetic flux and ultimately reduces the output torque. Through the above analysis, local magnetic circuit saturation is caused by the interaction of the armature magnetic field and the permanent magnet magnetic field. Both magnetic fields generate a large magnetic pressure drop in the air gap. Within a certain range of electromagnetic air gap length (e.g., 0.5mm to 3.0mm), it can be seen from formula (3) (see below) that the magnetic reluctance of the air gap is inversely proportional to the cross-sectional area of ​​the air gap, that is, the magnetic reluctance is inversely proportional to the rotor radius. In summary, the direct-axis distance and quadrature-axis distance of the rotor will directly affect the saturation position and saturation degree of the rotor. Tests have shown that controlling the orthogonal pitch ratio within the range of 0.05 to 0.08 can effectively improve the output performance of the motor.

[0095] As shown in Figures 30 and 31, the distance between the first magnetic slot 211 and the second magnetic slot 212 that are close to each other in the first magnetic slot group and the second magnetic slot group, as well as the distance between the two second magnetic slots 212 that are close to each other in two adjacent second magnetic slot groups, will affect the output torque of the motor to varying degrees. It should be noted that Figure 30 is characterized by the magnetic flux density at this position.

[0096] In some embodiments, the minimum distance between the first magnetic slot 211 and the second magnetic slot 212 that are close to each other in the first magnetic slot group and the second magnetic slot group is any value from 1.5mm to 15mm (e.g., 1.5mm, 5mm, 8mm, 10mm or 15mm). It should be noted that the above-mentioned direct axis distance is also the narrowest position of the magnetic bridge between the first magnetic slot 211 and the second magnetic slot 212 that are close to each other in the first magnetic slot group and the second magnetic slot group.

[0097] In some embodiments, by limiting the minimum distance between the first magnetic slot 211 and the second magnetic slot 212 that are close to each other in the first magnetic slot group and the second magnetic slot group, that is, the narrowest position of the magnetic bridge between the first magnetic slot 211 and the second magnetic slot 212 that are close to each other in the first magnetic slot group and the second magnetic slot group, not only can the motor have good output performance, but the risk of deformation or even breakage of the magnetic bridge during motor operation can also be effectively avoided, which is beneficial to improving the operational reliability of the motor.

[0098] Because the spacing between the second magnetic slots closer to the center of the rotor core 2 in two adjacent magnetic slot units 21 is smaller than the spacing between the first magnetic slots away from the center of the rotor core 2, in some embodiments, the minimum spacing (hereinafter referred to as inter-pole width) between two adjacent second magnetic slots 212 in two adjacent second magnetic slot units arranged circumferentially around the rotor core 2 is any value between 1.5mm and 15mm. That is, the width of the narrowest position of the magnetic bridge between two adjacent second magnetic slots 212 in two adjacent second magnetic slot units arranged circumferentially around the rotor core 2 is any value between 1.5mm and 15mm. In this way, not only can the motor have good output performance, but the risk of deformation or even breakage of the magnetic bridge during motor operation can also be avoided, which is beneficial to improving the operational reliability of the motor.

[0099] Tests have shown that when the orthogonal distance ratio is between 0.05 and 0.08, and the minimum distance between two adjacent second magnetic slots 212 in two adjacent second magnetic slot groups arranged along the two circumferences of the rotor core is between 1.5 mm and 15 mm, the local magnetic flux density of the rotor can be kept below 1.8 T when the motor is running under rated or full load conditions. This not only prevents the motor from being affected by local magnetic circuit saturation, but also reduces motor losses and improves motor efficiency.

[0100] Furthermore, amorphous alloys are produced through rapid, extremely cold processing. On one hand, their atomic structure is randomly arranged and lacks lattice characteristics, resulting in high tensile strength; they are linear elastic bodies and do not undergo plastic deformation. On the other hand, amorphous alloys exist in a high free energy state, leading to unstable material properties. Under certain temperature and pressure conditions, they are susceptible to structural relaxation or crystallization, which can significantly deteriorate their mechanical properties.

[0101] Generally speaking, amorphous alloy materials have very high tensile strength, but when deformation occurs, their stress increases rapidly, which may exceed the ultimate stress and lead to fracture.

[0102] Based on the above, in some embodiments, the minimum distance between the first magnetic slot 211 and the outer peripheral wall 22 of the rotor core 2, the minimum distance between two adjacent first magnetic slots 211 in the first magnetic slot group, the minimum distance between two adjacent second magnetic slots 212 in the second magnetic slot group, the minimum distance between adjacent first magnetic slots 211 and second magnetic slots 212 in the first and second magnetic slot groups, and the minimum distance between adjacent second magnetic slots 212 in two adjacent second magnetic slot groups arranged circumferentially along the rotor core 2, are any value from 5mm to 15mm (e.g., 5mm, 8mm, 10mm, 12mm, or 15mm). That is, the narrowest point of all magnetic bridges in the rotor core 2 satisfies 5mm to 15mm. In this way, when the designed linear velocity of the rotor is greater than or equal to 160m / s, the strain at the magnetic bridge can be kept within the bearing limit of the amorphous alloy material, and the stress value can be greater than or equal to 500MPa, thereby avoiding the risk of magnetic bridge deformation or even breakage. In addition, the rotor strain value can be less than or equal to 1.15%, and the stress value at the magnetic bridge should be less than or equal to 2000 MPa, which can overcome the large centrifugal force and help improve the reliability of motor operation.

[0103] To address the issue of localized saturation in the rotor, in some embodiments, two first magnetic slots 211 in the first magnetic slot group are spaced apart circumferentially on the rotor core 2. Each first magnetic slot 211 has a first center line extending radially along the rotor core 2, and the first center lines of the two first magnetic slots 211 form a first angle. Similarly, two second magnetic slots 212 in the second magnetic slot group are spaced apart circumferentially on the rotor core 2. Each second magnetic slot 212 has a second center line extending radially along the rotor core 2, and the second center lines of the two second magnetic slots 212 form a second angle. Here, the ratio of the first angle to the second angle is called the angle ratio, which is any value from 0.75 to 1.9 (e.g., 0.75, 0.8, 1.2, 1.5, or 1.9). For example, the angle ratio is from 1.03 to 1.89 (e.g., 1.03, 1.1, 1.2, 1.5, or 1.9).

[0104] In some embodiments, by controlling the included angle ratio between 0.75 and 1.9, the distance between the first and second magnetic slot groups can be effectively avoided. On the one hand, this avoids the problem of excessive saturation of the local magnetic circuit of the rotor, which is beneficial to improving the output performance of the motor. On the other hand, as shown in Figure 32, it can reduce the stress value at the magnetic bridge to a certain extent, avoiding the risk of magnetic bridge deformation or even breakage during motor operation, which is beneficial to improving the operational reliability of the motor. When the included angle ratio is between 1.03 and 1.89, the output performance and operational reliability of the motor can be further improved.

[0105] It should be noted that this disclosure does not limit the values ​​of the first included angle and the second included angle, and those skilled in the art can adjust them according to actual needs. In some embodiments, the value of the first included angle ranges from 100° to 180°, and the value of the second included angle ranges from 103° to 180°. Furthermore, as shown in FIG23, for the V-shaped first magnetic slot group, the first included angle refers to the included angle formed between the center lines of the two first magnetic slots 211; for the U-shaped second magnetic slot group, the second included angle refers to the smaller of the included angle formed between the center lines of the two inner second magnetic slots 212 and the included angle formed between the center lines of the two outer second magnetic slots 212.

[0106] During actual operation of the motor, local saturation may occur in the rotor. To reduce the magnetic reluctance of the permanent magnet magnetic field in the saturation region of the rotor, the magnetic components, i.e., the slot units 21, are generally moved away from the center of the rotor core 2. If the first and second slot groups move away from the center of the rotor core 2 simultaneously, the distance between the first and second slot groups may become too small, leading to local magnetic circuit saturation and a decrease in motor torque. Considering the characteristics of the hysteresis loop of amorphous alloy materials, adjusting the ratio of the first and second included angles can reduce the area of ​​the local magnetic circuit saturation region. In particular, when the included angle ratio is any value between 1.03 and 1.89, the first and second slot groups are roughly triangularly distributed, which can effectively improve the phenomenon of local magnetic circuit saturation.

[0107] In summary, the rotor core provided by some embodiments of this disclosure has at least the following advantages:

[0108] In some embodiments, since the rotor core comprises multiple rotor laminations, and each rotor lamination comprises an M-layer of second amorphous alloy sheets, the rotor core can possess both excellent mechanical and magnetic properties. More importantly, by controlling the ratio of the rotor lamination's axial dimension to its maximum radial dimension (i.e., the rotor lamination diameter factor) within a suitable range, the problem of edge warping or even breakage of the rotor laminations during the stamping process can be effectively reduced, thus improving the yield rate of the rotor laminations.

[0109] As shown in Figure 33, some embodiments of this disclosure also provide a rotor 100, including the rotor core 2 described above. Since the rotor laminations 23 forming the rotor core 2 include an M-layer of second amorphous alloy sheets 231, and the second amorphous alloy sheets 231 have good mechanical and magnetic properties, the motor equipped with this rotor can have both good output performance and motor efficiency.

[0110] It should be noted that the structure of rotor core 2 is the same as that of rotor core 2 described above, and its beneficial effects are similar, so it will not be elaborated here.

[0111] As shown in Figure 34, some embodiments of this disclosure also provide a motor 200, including: a housing 300, a stator 400, and the aforementioned rotor 100. The stator is disposed within the housing; the rotor is disposed within the housing and passes through the stator. Since the rotor laminations 23 forming the rotor core 2 include M layers of second amorphous alloy sheets 231, and the second amorphous alloy sheets 231 have good mechanical and magnetic properties, the output performance and efficiency of the motor can be improved.

[0112] It should be noted that in some embodiments of this disclosure, the rotor structure is the same as that of the rotor described above, and its beneficial effects are similar, so they will not be described in detail here.

[0113] In some embodiments, as shown in FIG1, the stator includes: a plurality of stator cores 1; the plurality of stator cores 1 are stacked along the axial direction, and each stator core 1 includes: a plurality of stator laminations 14 stacked along the axial direction of the stator core 1, each stator lamination 14 including N layers of first amorphous alloy sheets 141, where N≥1. Thus, since the stator core 1 includes a plurality of stator laminations 14, and the stator laminations 14 include N layers of first amorphous alloy sheets 141, the stator core 1 can possess both good mechanical and magnetic properties.

[0114] It should be noted that, taking amorphous alloy strip as an example, it is a thin strip with a thickness of less than 0.1 mm obtained by rapidly cooling molten metal by spraying it onto rollers. The cooling rate is as high as 106°C / s, making it difficult for the metal to crystallize and forming irregularly arranged atoms as shown in Figure 20. This gives the amorphous alloy strip good mechanical properties (such as high tensile strength and compressive strength) and magnetic properties (such as low loss). Generally, the thickness of the first amorphous alloy sheet 141 formed from the amorphous alloy strip is any value between approximately 0.02 mm and 0.1 mm (e.g., 0.02 mm, 0.03 mm, 0.05 mm, 0.08 mm, or 0.1 mm), and the Vickers hardness is approximately 900. Furthermore, this disclosure does not limit the number of first amorphous alloy sheets 141 in each stator lamination 14; those skilled in the art can adjust this according to actual needs.

[0115] In some embodiments, the number N of the first amorphous alloy sheet 141 satisfies: 2 ≤ N ≤ 10, and N layers of the first amorphous alloy sheet 141 are stacked along the axial direction of the stator core 1. This allows, on the one hand, the overall hardness of the stator lamination 14 to be controlled within a suitable range, which is beneficial for extending the service life of the mold; on the other hand, in the process of stamping the stator lamination 14 using amorphous alloy strip as the stamping base material, by stacking at least two layers of amorphous alloy strip, the thickness of the stamping base material can be increased, thereby greatly reducing the stamping difficulty, shortening the processing time of the stator lamination 14, and improving the production efficiency of the stator lamination 14. For example, the number N of the first amorphous alloy sheet 141 in a stator lamination 14 satisfies: 4 ≤ N ≤ 6.

[0116] In some embodiments, the stator lamination 14 includes N layers of first amorphous alloy sheets 141, that is, the stator lamination 14 is obtained by stamping a stamping master material formed by N layers of amorphous alloy strip composite. Two preparation processes for forming a stamping master material from amorphous alloy strip composite are provided below. In the first preparation process, firstly, molten metal is rapidly cooled by releasing it through a nozzle onto rollers to form an amorphous alloy strip; secondly, the N layers of amorphous alloy strip are rolled and treated with anti-adhesion agents (such as release agents, polytetrafluoroethylene films, etc.); thirdly, the rolled amorphous alloy strip is placed in an adhesive containing a polymer and subjected to vacuum negative pressure impregnation, allowing the adhesive to penetrate between adjacent layers of amorphous alloy strip; finally, curing is performed to form a composite stamping master material. It should be noted that, during the rolling process, taking a 5-layer amorphous alloy strip as an example, only the outermost amorphous alloy strip needs to be treated with anti-adhesion, so that the composite stamping master material is bonded between layers but not between sheets. That is, the 5 layers of amorphous alloy strip in each stamping master material are reliably bonded together, while the adjacent stamping master materials do not affect each other, so as to facilitate subsequent cutting and stamping.

[0117] In the second preparation process, firstly, molten metal is rapidly cooled onto rollers through a nozzle to form an amorphous alloy strip; secondly, adjacent layers of amorphous alloy strips are bonded together (e.g., by applying adhesive, spraying adhesive, etc.), and pressure is applied using rollers to bond at least two layers of amorphous alloy strips together; finally, curing is performed to form a composite stamping master material. Compared to directly stamping a single layer of amorphous alloy strip as the stamping master material, the thickness of the stamping master material formed by combining at least two layers of amorphous alloy strips is increased, thereby significantly reducing the difficulty of stamping.

[0118] In some embodiments, the stator core 1 further includes: a first adhesive layer and a second adhesive layer; the first adhesive layer is fixedly connected between two adjacent stator laminations 14; the second adhesive layer is fixedly connected between two adjacent layers of first amorphous alloy sheets 141 of the same stator lamination 14. Thus, by providing the first adhesive layer, two adjacent stator laminations 14 can be reliably bonded together; by providing the second adhesive layer, two adjacent layers of first amorphous alloy sheets 141 within a single stator lamination 14 can be reliably bonded together, thereby improving the overall structural strength of the stator core 1.

[0119] It should be noted that when the axial dimension of the stator core 1 (i.e., the thickness of the stator core 1) is constant, as at least one of the axial dimensions of the first adhesive layer (i.e., the thickness of the first adhesive layer) and the axial dimensions of the second adhesive layer (i.e., the thickness of the second adhesive layer) of the stator core 1 increases, the volume of the non-magnetic part of the stator core 1 increases, which will affect the overall magnetic permeability of the stator core 1 and thus affect the working performance of the motor.

[0120] Based on this, in some embodiments, the first adhesive layer satisfies at least one of the following: the ratio of the axial dimension of the first adhesive layer to the axial dimension of the first amorphous alloy sheet 141 of the stator core 1 is between 0 and 0.12; and the ratio of the axial dimension of the second adhesive layer to the axial dimension of the first amorphous alloy sheet 141 of the stator core 1 is between 0 and 0.12. Thus, by controlling the thicknesses of the first and second adhesive layers within a suitable range, the magnetic permeability of the stator core 1 can be improved, which is beneficial for enhancing the operating performance of the motor.

[0121] In some embodiments, the first amorphous alloy sheet 141 includes: a first annular main body sheet and a first bending ring, the first bending ring being disposed at the edge of the first annular main body sheet; at least a portion of the first bending ring protrudes from the first annular main body sheet along the axial direction of the stator core 1 to form a first protrusion, the dimension of the first protrusion in the axial direction of the stator core 1 being less than or equal to the dimension of the first annular main body sheet in the axial direction of the stator core 1. Thus, by controlling the dimension of the first protrusion in the axial direction of the stator core 1 to be less than or equal to the dimension of the first annular main body sheet in the axial direction of the stator core 1 (i.e., the thickness of the first amorphous alloy sheet 141), the edge warping degree of the stator lamination 14 can be controlled within a suitable range, thereby further reducing the possibility of breakage of the stator lamination 14 and further improving the yield of the stator lamination 14.

[0122] It is understandable that in the same stator lamination 14, the first protrusions of the N-layer first amorphous alloy sheets 141 have the same protrusion direction. In this way, the N-layer first amorphous alloy sheets 141 can be tightly bonded together, which not only improves the structural strength of the stator lamination 14, but also reduces the thickness of the second adhesive layer, which is beneficial to improving the magnetic permeability of the stator lamination 14.

[0123] In practical applications, on the one hand, the stamping base material bonded with at least two layers of amorphous alloy strips has a certain degree of brittleness, making it prone to breakage during the stamping process. On the other hand, the stamping base material bonded with at least two layers of amorphous alloy strips is prone to edge warping and adhesive layer peeling during the stamping process, resulting in a low yield of stator laminations 14. Therefore, in some embodiments, the ratio of the thickness of the stator lamination 14 along the axial direction of the stator core 1 to the maximum radial dimension of the stator lamination 14 along the stator core 1 is the stator stacking diameter coefficient, which is any value from 0.19‰ to 1.68‰ (e.g., 0.19‰, 0.3‰, 0.4‰, 1‰, or 1.68‰). For example, the stator stacking diameter coefficient is any value from 0.5‰ to 0.7‰ (e.g., 0.5‰, 0.6‰, or 0.7‰).

[0124] When the stator stacking diameter coefficient is too large, it indicates that the axial thickness (i.e., the axial dimension Ls of the stator lamination 14 along the stator core 1) of the stator lamination 14 under the same outer diameter (i.e., the maximum dimension Ds of the stator lamination 14 along the radial direction of the stator core 1) is higher than the limit. In other words, the number of first amorphous alloy sheets 141 composited with a single stator lamination 14 is too large. Since the amorphous alloy material is stamped after being bonded and composited with multiple sheets, and its material hardness is greater than that of silicon steel laminations, too many composite layers will increase the stamping difficulty and cause problems such as burrs and damage at the edges of the stator lamination 14. In addition, too many composite adhesive layers can easily cause the risk of adhesive layer peeling off.

[0125] When the stator stacking coefficient is too small, it indicates that the axial thickness (i.e., the axial dimension Ls of the stator lamination 14 along the stator core 1) of the stator lamination 14 under the same outer diameter (i.e., the maximum radial dimension Ds of the stator lamination 14 along the stator core 1) is below the limit. In other words, the number of first amorphous alloy sheets 141 of a single stator lamination 14 is too small. Since the thickness of amorphous alloy material is much smaller than that of silicon steel sheet, in order to ensure stamping reliability, a reasonable die clearance needs to be designed to match the thickness of the stator lamination 14. Generally, the die clearance design value is 5% of the thickness of the stator lamination 14. Thinner stator laminations 14 require smaller die clearances. When the die clearance is too small, its wear degree increases, which makes the stator lamination 14 prone to edge warping, burrs and other problems during the stamping process.

[0126] In some embodiments, by controlling the stator stack diameter factor to be between 0.19‰ and 1.68‰, problems such as edge warping, adhesive layer peeling, and breakage of the stator laminations 14 during the stamping process can be effectively reduced, which is beneficial to improving the yield of the stator laminations 14. As shown in Figure 2, tests have shown that when the stator stack diameter factor is between 0.5‰ and 0.7‰, the yield of the stator laminations 14 can be further improved.

[0127] It should be noted that in practical applications, the cross-section of the stator lamination 14 perpendicular to the axial direction of the stator core 1 is usually annular. Therefore, the maximum radial dimension of the stator lamination 14 along the stator core 1 is the outer diameter of the stator lamination 14.

[0128] In some embodiments, the stator lamination 14 satisfies at least one of the following: the dimension Ls (i.e., the thickness of the stator lamination 14) of the stator lamination 14 along the axial direction of the stator core 1 is between 0.1 mm and 0.15 mm, and the maximum dimension Ds (i.e., the outer diameter of the stator lamination 14) of the stator lamination 14 along the radial direction of the stator core 1 is between 160 mm and 240 mm.

[0129] In some embodiments, the axial dimension of the stator lamination 14 along the stator core 1 (hereinafter referred to as the thickness of the stator lamination 14) directly affects the difficulty of stamping. For example, when the thickness of the stator lamination 14 is small, the precision requirements of the stamping die are high, leading to an increase in the manufacturing cost of the stator lamination 14. Conversely, when the thickness of the stator lamination 14 is large, it becomes difficult for the stator lamination 14 to break during the stamping process. In other words, both small and large thicknesses of the stator lamination 14 increase the difficulty of stamping to varying degrees. Tests have shown that controlling the thickness Ls of the stator lamination 14 between 0.1 mm and 0.15 mm can effectively reduce the difficulty of stamping. The maximum radial dimension of the stator lamination 14 along the stator core 1 (hereinafter referred to as the outer diameter of the stator lamination 14) directly affects the degree of edge warping of the stator lamination 14, etc.

[0130] For example, when the outer diameter of the stator lamination 14 is small, the warping is less severe, and the overall integrity of the stator lamination 14 is better, but it will limit the overall dimensions of the stator and affect its versatility. When the outer diameter of the stator lamination 14 is large, the warping is more severe, and it may even lead to delamination of adjacent first amorphous alloy sheets 141 and adhesive layer peeling. An excessively large outer diameter leads to an increase in the amount of adhesive layer between the sheets, which can easily cause uneven adhesive layering and adhesive layer peeling during the stamping process. Tests have shown that when the outer diameter Ds of the stator lamination 14 is controlled between 160mm and 240mm, the edge warping and adhesive layer peeling of the stator lamination 14 can be effectively reduced, which is beneficial to improving the versatility and yield of the stator lamination 14.

[0131] In practical applications, amorphous alloy strips include, but are not limited to, iron-based amorphous alloy strips and iron-nickel-based amorphous alloy strips. The difficulty in preparing these amorphous alloy strips lies in controlling the uniformity of the forming process. Generally, as the width of the amorphous alloy strip increases, the uniformity of the forming decreases, thus affecting the yield rate. Currently, the width of amorphous alloy strips with high yield rates is generally below 200 mm; however, the outer diameter of the stator core 1 may be greater than 200 mm. Therefore, to improve the yield rate of large-size amorphous alloy strips, the iron content can be appropriately reduced during the preparation process. This not only improves the uniformity of the forming process but also increases the resistivity of the amorphous alloy strip, reducing eddy current losses (i.e., reducing iron losses).

[0132] The expression for eddy current loss is as follows:

[0133] Where u is the induced electromotive force generated by the alternating magnetic field, s is the cross-sectional area of ​​the conductor (i.e., the thickness of the amorphous alloy), l is the path length of the induced current, and ρ is the resistivity of the eddy current path (i.e., the resistivity of the amorphous material). As shown in the above equation, increasing the resistivity ρ can reduce eddy current losses. In some embodiments, the resistivity ρ can be increased by reducing the iron content. Since iron is a good conductor, reducing the iron content increases the resistivity ρ, thereby reducing eddy current losses and improving the efficiency of the amorphous motor. However, iron is also a magnetically conductive element; reducing the iron content will lead to a decrease in the saturation magnetic flux density B, resulting in insufficient output torque of the amorphous motor.

[0134] Taking amorphous motors and silicon steel motors as examples, as shown in Figures 3 and 4, reducing the iron content has two main effects. First, compared to silicon steel, the magnetic flux density (B) of amorphous alloy materials decreases, leading to insufficient output torque under heavy loads. Second, as the load increases, the permeability (μ) of amorphous motors decreases rapidly, even falling below that of silicon steel motors. This causes magnetic circuit saturation during operation, requiring a larger armature current to ensure output torque. However, increased armature current leads to increased copper losses, resulting in decreased motor efficiency. For instance, as shown in Figure 3, when the magnetic flux density of amorphous alloy materials is around 1.5T to 1.6T, the permeability is close to that of air, and the saturation magnetic flux density is low, decreasing by approximately 20% compared to silicon steel.

[0135] In summary, due to the low saturation magnetic flux density of amorphous alloy materials, the magnetic circuit of amorphous alloy materials is prone to saturation, making it difficult to balance the output torque and efficiency of the motor.

[0136] During motor operation, the expression for the output torque is as follows: T∝pΨi q +(L d -L q)i d i q (2)

[0137] In equation (2), T is the output torque of the motor, p is the number of pole pairs of the motor, ψ is the permanent magnet flux linkage, and L is the output torque of the motor. d For a direct-axis inductor, L q For quadrature axis inductance, i d i is the direct-axis current of the armature winding. q Let L be the cross-axis current of the armature winding. In equation (3), L is the inductance, μ is the permeability, A is the cross-sectional area of ​​the core, N is the number of turns of the coil, and l is the magnetic path length of the core. As can be seen from the above equation, when the saturation degree of the motor is low, the permeability μ is high, while when the saturation degree is high, the permeability μ is low.

[0138] In equation (2), the first half represents the permanent magnet torque, and the second half represents the reluctance torque. When the motor operates under heavy load, the motor saturation increases, and the permeability μ decreases, resulting in insufficient output torque. As shown in Figure 6, compared to silicon steel motors, when the permeability of the amorphous alloy material in amorphous motors is greater than 0.8T, the permeability begins to deteriorate significantly, and the saturation magnetic flux density decreases sharply. That is, amorphous motors require a larger current to compensate for the torque loss caused by the decrease in inductance under medium to high loads.

[0139] Taking amorphous motors and silicon steel motors as examples, as shown in Figures 5 and 6, the torque of amorphous motors and silicon steel motors under different speeds and load conditions is compared. Figures 5 and 6 show that before the turning speed (e.g., 3000 rpm) and after the turning speed (e.g., 5000 rpm), the reluctance torque of the amorphous motor is significantly inferior to that of the silicon steel motor. This is due to the deterioration of the magnetic permeability of the amorphous motor, which limits the motor's output torque.

[0140] In some embodiments, as shown in Figures 7, 8, and 11, based on the local magnetic flux density distribution cloud map and the local magnetic circuit distribution map of the stator core 1 under high load conditions in an amorphous motor, it can be seen that magnetic circuit saturation is mainly concentrated in three regions: the yoke 11 of the stator core 1, the teeth 12 of the stator core 1, and the narrow region between the first and second magnetic slot groups of the rotor core 2 (M in Figure 7). It should be noted that medium-high load motors typically refer to motors with a load rate of 30% to 100%. As shown in Figure 9, to solve the problem of magnetic circuit saturation at the above three locations, the hysteresis loop of the amorphous motor is divided into linear and nonlinear magnetic circuit regions. The yoke 11 of the stator core 1 belongs to the linear magnetic circuit region, and its local magnetic flux density is generally less than 1.4T, while the teeth 12 of the stator core 1 and the narrow region between the first and second magnetic slot groups of the rotor core 2 belong to the nonlinear magnetic circuit region, and its local magnetic flux density is generally greater than 1.4T.

[0141] In some embodiments, as shown in Figures 10 to 12, the stator core 1 includes: a yoke 11 and a plurality of teeth 12; the yoke 11 extends circumferentially along the stator core 1; the plurality of teeth 12 are disposed on the side of the yoke 11 near the center of the stator core 1, and the plurality of teeth 12 are spaced apart circumferentially along the stator core 1; the radial dimension of the yoke 11 along the stator core 1 (h in Figure 12) e ), and the dimension of the toothed portion 12 along the radial direction of the stator core 1 (h in Figure 12). c The ratio of the yoke teeth is the yoke tooth ratio, which is between 0.95 and 1.52 (e.g., 0.95, 1.2, 1.3, 1.4, or 1.52). For example, the yoke tooth ratio is between 1.1 and 1.4 (e.g., 1.1, 1.2, 1.3, or 1.4).

[0142] In some embodiments, as shown in Figures 13 and 14, by controlling the yoke tooth ratio of the stator core 1 between 0.95 and 1.52, the amorphous motor can achieve both high output torque and high motor efficiency, which helps to improve the saturation suppression problem of the amorphous motor. In some embodiments, when the yoke tooth ratio is between 1.1 and 1.4, the output torque and motor efficiency of the amorphous motor can be improved.

[0143] In practical applications, due to limitations such as the stator size and number of pole pairs of the motor, it is difficult to further adjust the same flow direction of the magnetic field. Therefore, for the yoke 11 of the stator core 1, some embodiments of this disclosure improve the saturation suppression problem of amorphous motors by increasing the current-passing width of the yoke 11, that is, the width of the yoke 11 along the radial direction of the stator core 1 (hereinafter referred to as the width of the yoke 11).

[0144] For example, when the width of the yoke 11 increases, the magnetic flux density decreases linearly, and the magnetic reluctance decreases rapidly, which can effectively improve the problem of magnetic circuit saturation and is beneficial to improving the output torque and efficiency of the motor. Two adjacent teeth 12 of the stator core 1 form a slot 13, which is used to install the armature winding. When the current-carrying width of the tooth 12 is increased, that is, the width of the tooth 12 along the circumference of the stator core 1, it will occupy the installation space of the armature winding, resulting in an increase in resistance. Therefore, for the tooth 12 of the stator core 1, some embodiments of this disclosure improve the saturation suppression problem of the amorphous motor by reducing the current-carrying length, that is, the length of the tooth 12 along the radial direction of the stator core 1 (hereinafter referred to as the length of the tooth 12).

[0145] For example, when the length of the tooth 12 decreases, the magnetic flux density decreases linearly, and the magnetic reluctance decreases rapidly, effectively improving the problem of magnetic circuit saturation and thus increasing the motor's output torque and efficiency. However, excessively increasing the width of the yoke 11 and decreasing the length of the tooth 12 will result in insufficient mounting space for the armature winding, leading to increased copper losses and a decrease in both output torque and efficiency. Therefore, the yoke tooth 12 needs to be controlled within a suitable range to ensure that the motor achieves both high output torque and high efficiency.

[0146] As shown in Figures 15 and 16, when the yoke-to-tooth ratio is outside the range of 0.95 to 1.52, the iron loss is more severe. When the yoke-to-tooth ratio is within the range of 0.95 to 1.52, the iron loss is less severe, which can effectively improve the suppression of the motor output torque and motor efficiency caused by magnetic circuit saturation.

[0147] In some embodiments, based on a yoke-to-tooth ratio of 0.95 to 1.52, tests show that when the amorphous motor operates at its rated operating point, the maximum magnetic flux density of the yoke 11 is less than or equal to 1.5T, and the maximum magnetic flux density of the tooth 12 is less than or equal to 1.7T; when the amorphous motor operates at its maximum torque operating point, the maximum magnetic flux density of the yoke 11 is less than or equal to 1.7T, and the maximum magnetic flux density of the tooth 12 is less than or equal to 1.8T. This effectively avoids excessive saturation of the local magnetic circuit and maximizes the efficiency advantage of the amorphous motor.

[0148] In some alternative embodiments, the tooth 12 includes two sidewalls 121 spaced apart circumferentially along the stator core 1; at least a portion of the tooth 12 has an arcuate structure at one end of the sidewall 121 away from the yoke 11.

[0149] Compared to silicon steel, amorphous alloys have lower saturation magnetic flux density and permeability, making them more prone to magnetic circuit saturation, which affects the motor's output torque and efficiency. By incorporating an arc-shaped structure, the location of magnetic circuit saturation can be altered, thereby changing the magnetic field torque pulsation and radial electromagnetic force, and mitigating the impact of magnetic circuit saturation on motor output torque and efficiency. It should be noted that the arc-shaped structure is either an arc-shaped groove 122 or an arc-shaped protrusion, at least one of these.

[0150] In some embodiments, as shown in Figures 11 and 12, the arc-shaped structure is an arc-shaped groove 122, which extends along the axial direction of the stator core 1.

[0151] In some embodiments, by providing the arc-shaped groove 122, the distance between two adjacent teeth 12 along the circumference of the stator core 1 can be increased, thereby increasing the magnetic reluctance of the two adjacent teeth 12 along the circumference of the stator core 1. This effectively reduces the magnetic field flowing between the two adjacent teeth 12, reduces magnetic leakage, and thus changes the magnetic circuit saturation position. Consequently, it changes the magnetic field torque pulsation and radial electromagnetic force, improving the suppression of motor output torque and motor efficiency caused by magnetic circuit saturation. By extending the arc-shaped groove 122 along the axial direction of the stator core 1, the magnetic leakage phenomenon along the entire axial direction of the stator core 1 can be improved.

[0152] It should be noted that the arc-shaped grooves 122 can be provided on all teeth 12 or only on some teeth 12; this is not limited here, and those skilled in the art can adjust it according to actual needs. It is understood that, in the case where the arc-shaped grooves 122 are provided only on some teeth 12, when the teeth 12 with the arc-shaped grooves 122 are spaced apart along the circumference of the stator core 1, the leakage flux of the stator core 1 along its entire circumference can be reduced. The teeth 12 with the arc-shaped grooves 122 can be uniformly arranged at the same interval or non-uniformly arranged at different intervals.

[0153] In some embodiments, the arc-shaped structure is an arc-shaped groove 122, and the ratio of the maximum radial dimension of the arc-shaped groove 122 to the radial dimension of the tooth 12 in the stator core 1 is between 5% and 20%. In some embodiments, a tooth shoulder is provided at the end of the tooth 12 away from the yoke 11, and the arc-shaped groove 122 is provided on the tooth shoulder. When the motor is running, especially after the operating frequency exceeds 500Hz, the AC copper loss of the first two layers of windings near the air gap slot opening of the armature winding gradually increases. This loss can be reduced by increasing the radial dimension of the tooth shoulder in the stator core 1, but this will lead to increased leakage flux and a reduction in the motor output torque.

[0154] To improve motor efficiency and mitigate efficiency issues caused by increased AC copper losses, an arc-shaped groove 122 can be incorporated at the tooth shoulder. For example, when the ratio of the maximum radial dimension of the arc-shaped groove 122 to the radial dimension of the tooth 12 is large, it means the radial dimension of the tooth shoulder is too large, leading to excessive leakage flux and excessive output torque loss. Conversely, when the ratio of the maximum radial dimension of the arc-shaped groove 122 to the radial dimension of the tooth 12 is small, it means the radial dimension of the tooth shoulder is too small, leading to increased AC copper losses and reduced motor efficiency.

[0155] In some embodiments, the arc-shaped slot 122 can reduce leakage flux and improve the output performance and efficiency of the motor. However, it also occupies some of the mounting space of the armature winding, increasing copper losses and thus reducing the output performance and efficiency of the motor. Therefore, the size of the arc-shaped slot 122 needs to be controlled within a suitable range. Tests have shown that when the ratio of the maximum radial dimension of the arc-shaped slot 122 to the radial dimension of the tooth 12 is between 5% and 20%, the radial dimension of the tooth shoulder along the stator core 1 can be controlled within a suitable range. This not only reduces leakage flux but also reduces AC copper losses, thereby enabling the amorphous motor to achieve both high output performance and high efficiency. For example, the ratio of the maximum radial dimension of the arc-shaped slot 122 to the radial dimension of the tooth 12 can be 5%, 7%, 10%, 12%, 16%, 20%, or other values.

[0156] In some embodiments, the curvature of the arcuate slot 122 is 0.2 to 0.8. Excessive curvature leads to increased magnetic leakage, while insufficient curvature results in local saturation. By controlling the curvature of the arcuate slot 122, the magnetic flux path can be further optimized, significantly reducing the copper loss of the amorphous motor and improving its output performance and efficiency. For example, the curvature of the arcuate slot 122 can be 0.2, 0.35, 0.5, 0.65, 0.7, 0.8, or other values.

[0157] In some embodiments, the stator core 1 further includes a plurality of slots 13, with one slot 13 formed between two adjacent teeth 12. The radial length of the slot 13 along the stator core 1 is the same as the radial length of the teeth 12 along the stator core 1, and both satisfy 15mm to 20mm (e.g., 15mm, 16mm, 18mm, 19mm, or 20mm). This allows copper losses to be controlled within a suitable range, which is beneficial for improving the output performance and efficiency of the amorphous motor. Furthermore, it increases the contact area between the seal and the slot 13, thus improving the sealing effect of the slot 13.

[0158] In practical applications, the stator is formed by bonding multiple stator cores 1 together. Each stator core 1 is formed by bonding multiple stator laminations 14 together, and each stator lamination 14 is formed by bonding N layers of first amorphous alloy sheets 141 together. This may cause the stator to be prone to warping at both ends along the axial direction. Based on this, in some embodiments, as shown in FIG10, the stator also includes two metal cover plates 3, which are respectively disposed at both ends of the stator along the axial direction and are respectively bonded and fixed to the stator laminations 14 located at both ends of the stator by adhesive.

[0159] This approach avoids stator lamination warping and mitigates the damage to the insulating varnish film on the hairpins caused by the high hardness of the amorphous alloy material during stator assembly. For example, the metal cover plate 3 can be made of materials including, but not limited to, silicon steel, stainless steel, or other materials, and its manufacturing process includes, but is not limited to, stamping. Furthermore, the shape and dimensions of the metal cover plate 3 must match those of the stator laminations 14 to facilitate subsequent armature winding installation. Additionally, as shown in Figures 10 and 11, corresponding positions on the metal cover plate 3 and stator laminations 14 are provided with through holes 111 extending axially along the stator. Axial heat dissipation of the amorphous motor can be achieved by introducing coolant (such as cooling oil) into the through holes 111.

[0160] It should be noted that this disclosure does not limit the number of stator cores 1 in a single stator, nor the number of stator laminations 14 in a single stator core 1. Those skilled in the art can adjust these quantities according to actual needs. In some embodiments, the number of stator cores 1 in a single stator is 4 to 16 layers, and the number of stator laminations 14 in a single stator core 1 is 100 to 300.

[0161] As shown in Figure 35, some embodiments of this disclosure also provide a powertrain 500, including the motor 200 described above.

[0162] It should be noted that in some embodiments of this disclosure, the structure of the motor is the same as that of the motor described above, and its beneficial effects are also similar, so they will not be described in detail here.

[0163] As shown in Figures 36 and 37, some embodiments of this disclosure also provide a vehicle 600, including the motor 200 or the motor or powertrain 500 described above.

[0164] It should be noted that in some embodiments of this disclosure, the structure of the motor or powertrain is the same as that of the motor or powertrain described above, and its beneficial effects are also similar, so it will not be described in detail here.

[0165] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0166] Although embodiments of this disclosure have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this disclosure, the scope of which is defined by the claims and their equivalents.

Claims

1. A rotor core (2), comprising: Multiple rotor laminations (23) are stacked along the axial direction of the rotor core (2), and each rotor lamination (23) includes M layers of second amorphous alloy sheets (231), where M≥1; The ratio of the axial dimension of the rotor lamination (23) along the rotor core (2) to the maximum radial dimension of the rotor lamination (23) along the rotor core (2) is the rotor stacking coefficient, which is any value from 0.35‰ to 2.46‰.

2. The rotor core (2) according to claim 1, wherein, The number of layers M of the second amorphous alloy sheet satisfies: 2≤M≤10, and the M layers of the second amorphous alloy sheet (231) are stacked along the axial direction of the rotor core (2).

3. The rotor core (2) according to claim 2 further includes: The third adhesive layer is connected between two adjacent rotor laminations (23) among the plurality of rotor laminations (23); and The fourth adhesive layer is connected between two adjacent layers of second amorphous alloy sheets (231) of the same rotor lamination (23) among the plurality of rotor laminations (23).

4. The rotor core (2) according to claim 3, wherein, The third adhesive layer and the fourth adhesive layer satisfy at least one of the following: The dimension of the third adhesive layer in the axial direction of the rotor core (2) is in a ratio of 0 to 0.12 to the dimension of each second amorphous alloy sheet (231) in the M-layer second amorphous alloy sheet in the axial direction of the rotor core (2); and The ratio of the dimension of the fourth adhesive layer in the axial direction of the rotor core (2) to the dimension of each second amorphous alloy sheet (231) in the axial direction of the rotor core (2) is between 0 and 0.

12.

5. The rotor core (2) according to any one of claims 1 to 4, wherein, Each layer of the second amorphous alloy sheet (231) in the M-layer second amorphous alloy sheet includes a second annular main body sheet and a second bent ring, wherein the second bent ring is disposed at the edge of the second annular main body sheet; At least a portion of the second bent ring protrudes from the second annular body piece along the axial direction of the rotor core (2) to form a second protrusion, the size of the second protrusion in the axial direction of the rotor core (2) being less than or equal to the size of the second annular body piece in the axial direction of the rotor core (2).

6. The rotor core (2) according to claim 5, wherein, In the same rotor lamination (23), the second protrusion of the second protrusion of the second amorphous alloy sheet (231) of the M layer has the same protrusion direction.

7. The rotor core (2) according to any one of claims 1 to 6, wherein, The rotor stacking coefficient is any value between 0.6‰ and 1.0‰.

8. The rotor core (2) according to claim 7, wherein, The rotor lamination (23) satisfies at least one of the following: The rotor lamination (23) has a dimension between 0.1 mm and 0.15 mm along the axial direction of the rotor core (2). The maximum dimension of the rotor lamination (23) along the radial direction of the rotor core (2) is between 140 mm and 160 mm.

9. The rotor core (2) according to any one of claims 1 to 8, further comprising: A magnetic slot units (21) are arranged at circumferential intervals along the rotor core (2), and each magnetic slot unit (21) in the A magnetic slot units (21) includes: B magnetic slots, which are configured to accommodate magnetic elements; Wherein, A and B satisfy the condition that A / B is between 0.66 and 7.

10. The rotor core (2) according to claim 9, wherein, The magnetic slot unit (21) includes: a first magnetic slot group and a second magnetic slot group, the first magnetic slot group and the second magnetic slot group are distributed radially at intervals along the rotor core (2), and the second magnetic slot group is close to the center of the rotor core (2). The first magnetic slot group includes at least two first magnetic slots (211), the second magnetic slot group includes at least two second magnetic slots (212), and the B magnetic slots include the at least two first magnetic slots (211) and the at least two second magnetic slots (212).

11. The rotor core (2) according to claim 10, wherein, The rotor core (2) has an outer peripheral wall (22), which includes a plurality of arc segments distributed sequentially along the circumference of the rotor core (2), and one of the arc segments corresponds to one of the magnetic slot units (21) of the A magnetic slot units (21). The minimum distance between the first magnetic slot (211) and the second magnetic slot (212) that are close to each other in the first magnetic slot group and the second magnetic slot group is any value between 0.05 and 0.08, and the arc length of the arc segment in the circumferential direction of the rotor core (2).

12. The rotor core (2) according to claim 11, wherein, The minimum spacing is any value between 1.5mm and 15mm.

13. The rotor core (2) according to any one of claims 10 to 12, wherein, The at least two first magnetic slots (211) in the first magnetic slot group are spaced apart in the circumferential direction of the rotor core (2), each of the at least two first magnetic slots (211) has a first center line extending radially along the rotor core (2), and a first included angle is formed between the first center lines of the at least two first magnetic slots (211). The at least two second magnetic slots (212) in the second magnetic slot group are spaced apart in the circumferential direction of the rotor core (2), each of the at least two second magnetic slots (212) has a second center line extending radially along the rotor core (2), and a second included angle is formed between the second center lines of the at least two second magnetic slots (212); Wherein, the ratio of the first included angle to the second included angle is called the included angle ratio, and the included angle ratio is any value from 0.75 to 1.

9.

14. The rotor core (2) according to claim 13, wherein, The included angle ratio is any value between 1.03 and 1.

89.

15. A rotor (100) comprising a rotor core (2) according to any one of claims 1 to 14.

16. An electric motor (200), comprising: Casing (300); The stator (400) is disposed within the housing; as well as The rotor (100) according to claim 15 is disposed within the housing (300) and passes through the stator (400).

17. The motor (200) according to claim 16, wherein, The stator (400) includes: A plurality of stator cores (1) are stacked axially, and each stator core (1) comprises: A plurality of stator laminations (14) are stacked along the axial direction of the stator core (1), each of the plurality of stator laminations (14) comprising N layers of first amorphous alloy sheets (141), where N≥1.

18. The motor (200) according to claim 17, wherein, The number of layers N of the first amorphous alloy sheet satisfies: 2≤N≤10, and the N layers of the first amorphous alloy sheet (141) are stacked along the axial direction of the stator core (1).

19. The motor (200) according to claim 18, wherein, The stator core (1) also includes: The first adhesive layer is connected between two adjacent stator laminations (14) of the plurality of stator laminations (14); and The second adhesive layer is connected between two adjacent layers of first amorphous alloy sheets (141) of the same stator lamination (14) among a plurality of stator laminations (14).

20. The motor (200) according to claim 19, wherein, The first adhesive layer and the second adhesive layer satisfy at least one of the following: The ratio of the dimension of the first adhesive layer in the axial direction of the stator core (1) to the dimension of each of the N layers of first amorphous alloy sheets (141) in the axial direction of the stator core (1) is between 0 and 0.12; and The ratio of the dimension of the second adhesive layer in the axial direction of the stator core (1) to the dimension of each layer of the first amorphous alloy sheet (141) in the axial direction of the stator core (1) is between 0 and 0.

12.

21. The motor (200) according to any one of claims 17 to 20, wherein, Each of the N layers of the first amorphous alloy sheet (141) includes: a first annular main body sheet and a first bending ring, wherein the first bending ring is disposed at the edge of the first annular main body sheet; At least a portion of the first bend ring protrudes from the first annular body piece along the axial direction of the stator core (1) to form a first protrusion. The size of the first protrusion in the axial direction of the stator core (1) is less than or equal to the size of the first annular body piece in the axial direction of the stator core (1).

22. The motor (200) according to claim 21, wherein, In the same stator lamination (14), the first protrusion of the N-layer first amorphous alloy sheet (141) has the same protrusion direction.

23. The motor (200) according to any one of claims 17 to 22, wherein, The ratio of the dimension of the stator lamination (14) along the axial direction of the stator core (1) to the maximum dimension of the stator lamination (14) along the radial direction of the stator core (1) is the stator stacking coefficient, which is any value from 0.19‰ to 1.68‰.

24. The motor (200) according to claim 23, wherein, The stator stacking diameter coefficient is any value between 0.5‰ and 0.7‰.

25. The motor (200) according to claim 23 or 24, wherein, The stator lamination (14) satisfies at least one of the following: The stator lamination (14) has a dimension between 0.1 mm and 0.15 mm along the axial direction of the stator core (1). The maximum dimension of the stator lamination (14) along the radial direction of the stator core (1) is between 160 mm and 240 mm.

26. The motor (200) according to any one of claims 17 to 25, wherein, The stator core (1) includes: The yoke (11) extends circumferentially along the stator core (1); and Multiple teeth (12) are provided on the side of the yoke (11) near the center of the stator core (1), and the multiple teeth (12) are spaced apart along the circumference of the stator core (1); The ratio of the dimension of the yoke (11) along the radial direction of the stator core (1) to the dimension of any one of the plurality of teeth (12) along the radial direction of the stator core (1) is called the yoke-tooth ratio, which is between 0.95 and 1.

52.

27. The motor (200) according to claim 26, wherein, The yoke ratio is between 1.1 and 1.

4.

28. The motor (200) according to claim 26 or 27, wherein, The tooth (12) includes two sidewalls (121) spaced apart circumferentially along the stator core (1); At least some of the teeth (12) have an arc-shaped structure at one end of the two sidewalls (121) away from the yoke (11).

29. The motor (200) according to claim 28, wherein, The arc-shaped structure includes at least one of an arc-shaped groove (122) and an arc-shaped protrusion.

30. The motor (200) according to claim 28 or 29, wherein, The arc-shaped structure is an arc-shaped groove (122), which extends along the axial direction of the stator core (1).

31. The motor (200) according to any one of claims 28 to 30, wherein, The arc-shaped structure is an arc-shaped groove (122). The maximum size of the arc-shaped groove (122) in the radial direction of the stator core (1) is in the ratio of 5% to 20% to the size of the tooth (12) in the radial direction of the stator core (1).

32. The motor (200) according to claim 30 or 31, wherein, The radius of curvature of the arc groove (122) is any value between 0.2 and 0.

8.

33. A powertrain (500) comprising an electric motor (200) according to any one of claims 17 to 32.

34. A vehicle (600), comprising: The motor (200) according to any one of claims 17 to 32; or The powertrain (500) according to claim 33.

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