CN221767793U - Motor controller, motor, electric drive assembly and electric vehicle - Google Patents

Abstract

The utility model provides a motor controller, a motor, an electric drive assembly and an electric vehicle, and relates to the field of motor technology. The motor controller includes a first housing, an electric control heat sink and an electric control component. One end of the first housing is provided with a pipe inlet joint, and the other end of the first housing is provided with a confluence groove, and is used to be connected to the motor end cover to form a confluence cavity, and the confluence cavity is used to communicate with a cooling channel opened on the end cover and extending toward the inside of the motor. The electric control heat sink is arranged in the first housing and has a heat dissipation channel, one end of the heat dissipation channel is connected with the pipe inlet joint, and the other end is connected with the confluence cavity, and the electric control component is arranged in the first housing and surrounded by the electric control heat sink. Compared with the prior art, the motor controller provided by the utility model can simplify the cooling system, and realize the integrated water cooling design between the motor controller and the motor, and the motor controller is arranged at the end of the motor, which has a compact structure and good applicability.

Description

Motor controller, motor, electric drive assembly and electric vehicle

Technical Field

The utility model relates to the technical field of motors, and in particular to a motor controller, a motor, an electric drive assembly and an electric vehicle.

Background Art

The motor controller is a key component in new energy electric vehicles that converts direct current from the power battery into the alternating current required to drive the motor. It is a device belonging to the electric drive system of electric vehicles.

The motor controller in the prior art is generally integrated with the motor and reducer to form a three-in-one electric drive system; further, the box where the motor controller is located also integrates OBC (on-board charger), DCDC (direct current converter), PDU (power distribution unit), and BCU (battery control unit) to form an all-in-one electric drive system, such as DriveONE. The above two motor controller structures are generally square flat boxes, installed on the top of the entire electric drive system.

This solution of setting the motor controller on top of the electric drive system has the disadvantage of complex cooling pipes, that is, the cooling pipes of the conventional motor controller and the motor are set separately, and the cooling of the motor controller and the motor requires multiple connecting pipes and interfaces to build a cooling system, which is complicated to design and install.

Utility Model Content

The objectives of the present invention include, for example, providing a motor controller, a motor, an electric drive assembly and an electric vehicle, which can simplify the cooling system and realize an integrated water cooling design between the motor controller and the motor with a compact structure.

The embodiments of the present invention can be implemented as follows:

In a first aspect, the utility model provides a motor controller, which is used to be set at the end of the motor and connected to the end cover of the motor. The motor controller includes a first shell, an electrically controlled heat sink and an electrically controlled component. A pipe inlet joint is provided at one end of the first shell, and a confluence groove is provided at the other end of the first shell, and is used to be connected to the end cover to form a confluence cavity. The confluence cavity is used to communicate with a cooling channel opened on the end cover and extending toward the inside of the motor. The electrically controlled heat sink is arranged in the first shell and has a heat dissipation channel. One end of the heat dissipation channel is connected to the pipe inlet joint, and the other end is connected to the confluence cavity. The electrically controlled component is arranged in the first shell and surrounded by the electrically controlled heat sink.

In the second aspect, the utility model provides a motor, which is used to be set at the end of a motor controller, the motor controller includes a first shell, and a confluence groove is provided at one end of the first shell close to the motor; the motor includes a motor assembly and a second shell, the motor assembly is arranged in the second shell, an end cover is provided at the end of the second shell, and a cooling channel extending inward is provided on the end cover, and the cooling channel is used to form a confluence cavity with the confluence groove opened in the first shell.

In the third aspect, the utility model provides an electric drive assembly, including a motor and a motor controller as described above, wherein an end cover is provided at the end of the motor, and a cooling channel is also provided on the end cover, and the cooling channel extends toward the interior of the motor, and the motor controller includes a first shell, an electrically controlled heat sink and an electrically controlled component, wherein a pipe inlet joint is provided at one end of the first shell, a confluence groove is provided at the other end of the first shell, and is connected to the end cover to form a confluence cavity, and the confluence cavity is connected to the cooling channel; the electrically controlled heat sink is arranged in the first shell, and has a heat dissipation channel, one end of the heat dissipation channel is connected to the pipe inlet joint, and the other end is connected to the confluence cavity; the electrically controlled component is arranged in the first shell, and is surrounded by the electrically controlled heat sink.

In a fourth aspect, the utility model provides an electric vehicle, comprising a vehicle body and the aforementioned electric drive assembly, wherein the electric drive assembly is arranged in the vehicle body, the electric drive assembly comprises a motor and a motor controller, an end cover is arranged at the end of the motor, and the motor controller comprises a first shell, an electric control heat sink and an electric control component, one end of the first shell is provided with a pipe inlet joint, the other end of the first shell is provided with a confluence groove, and is engaged with the end cover to form a confluence cavity, the confluence cavity is used to communicate with a cooling channel opened on the end cover and extending toward the inside of the motor; the electric control heat sink is arranged in the first shell and has a heat dissipation channel, one end of the heat dissipation channel is connected to the pipe inlet joint, and the other end is connected to the confluence cavity; the electric control component is arranged in the first shell and surrounded by the electric control heat sink; a cooling channel is also opened on the end cover, and the cooling channel extends toward the inside of the motor, and the confluence cavity is simultaneously connected to the cooling channel and the heat dissipation channel.

The beneficial effects of the embodiments of the present utility model include, for example:

The motor controller provided by the embodiment of the utility model has an inlet pipe joint at one end of the first shell, and the other end is connected to the end cover, and a confluence cavity is formed by the confluence groove set at the end and the end cover, and the confluence cavity is connected to the cooling channel inside the motor. At the same time, the electric control heat sink is set in the first shell, and one end of the heat dissipation channel of the electric control heat sink is connected to the inlet pipe joint, and the other end is connected to the confluence cavity. During actual heat dissipation, the coolant can enter from the inlet pipe joint, flow through the heat dissipation channel to cool the electric control component, and then enter the confluence cavity, and then cool the end wall of the first shell, and finally flow into the cooling channel of the motor, realizing the cooling integration of the motor controller and the motor, avoiding the additional separate setting of cooling pipes, simplifying the cooling system, and making the design and installation easier. At the same time, the motor controller is set at the end of the motor, so that the integration is higher, the structure is compact, and the applicability is better. Compared with the prior art, the motor controller provided by the utility model can simplify the cooling system and realize the integrated water cooling design between the motor controller and the motor, with a compact structure and good applicability.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the utility model and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying creative work.

FIG1 is a schematic diagram of an assembled state of a motor controller provided by a first embodiment of the utility model;

FIG2 is a schematic diagram of the assembly structure of the motor controller provided in the first embodiment of the utility model;

FIG3 is an exploded view of the motor controller provided in the first embodiment of the present invention;

FIG4 is a schematic diagram of the coolant flow of the motor controller provided by the first embodiment of the utility model;

FIG5 is a cross-sectional view of the motor controller in the first embodiment of the present invention in an assembled state;

FIG6 is a schematic diagram of a partial assembly structure of a motor controller provided in the first embodiment of the utility model;

FIG7 is a schematic structural diagram of the first housing in FIG6 ;

FIG8 is a schematic diagram of the assembly structure of the electronically controlled heat sink and the pipe inlet connector in FIG6 ;

FIG9 is a schematic diagram of the exploded structure of the motor controller in FIG1 ;

FIG10 is a partial enlarged schematic diagram of X in FIG5 ;

FIG11 is a partial enlarged schematic diagram of XI in FIG5;

FIG12 is a schematic diagram of the assembly structure of the electric control heat sink and the power module in FIG9;

FIG13 is a schematic diagram of the assembly structure of the power module and the busbar capacitor ring in FIG9;

FIG14 is a schematic diagram of the connection structure of the busbar capacitor ring in FIG9;

FIG. 15 is a schematic structural diagram of an electric drive assembly provided in a second embodiment of the present utility model.

Icons: 10-electric drive assembly; 100-motor controller; 110-first housing; 111-enclosure; 1111-DC connector; 113-end plate; 1131-flow guide opening; 1133-AC output pipe; 115-cover plate; 1151-cover plate fin; 117-flange ring; 119-housing fin; 120-electric control heat sink; 121-heat dissipation channel; 123-heat exchange cylinder; 125-second diverter cone; 127-support baffle; 129-heat exchange fin; 130-electric control assembly; 140-convergence chamber; 141-convergence groove; 150-inlet pipe joint; 151-mounting plate; 153-liquid inlet pipe ;160-power module;161-module bus terminal;163-module AC terminal;170-bus capacitor ring;171-capacitor DC output terminal;173-capacitor DC input terminal;175-capacitor grounding plate;180-control board;181-AC output bus;183-shielding plate;184-AC power sensor;185-AC common mode magnetic ring;186-AC copper bus terminal;187-insulating sleeve;190-drive board;200-motor;210-end cover;211-first diverter cone;213-first diverter plate;215-second diverter plate;230-cooling channel;300-reducer assembly.

DETAILED DESCRIPTION

In order to make the purpose, technical solution and advantages of the embodiment of the utility model clearer, the technical solution in the embodiment of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiment of the utility model. Obviously, the described embodiment is a part of the embodiment of the utility model, not all of the embodiments. Generally, the components of the embodiment of the utility model described and shown in the drawings here can be arranged and designed in various different configurations.

Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the present invention to be protected, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not require further definition and explanation in the subsequent drawings.

In the description of the present utility model, it should be noted that if the terms "upper", "lower", "inside", "outside", etc. appear, the orientation or position relationship indicated is based on the orientation or position relationship shown in the accompanying drawings, or is the orientation or position relationship in which the utility model product is usually placed when used. It is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present utility model.

In addition, the terms “first”, “second”, etc., if used, are merely used to distinguish and describe, and should not be understood as indicating or implying relative importance.

The utility model provides a novel motor controller, an electric drive assembly and an electric vehicle. It should be noted that the features in the embodiments of the utility model can be combined with each other without conflict.

Referring to Figures 1 to 5, the embodiment of the utility model provides a motor controller 100, which can simplify the cooling system and realize the integrated water cooling design between the motor controller 100 and the motor 200, and has a compact structure and good applicability. At the same time, the motor controller 100 has a high degree of integration, can effectively dissipate heat for internal electric control components, and has a higher power density, avoids waste of internal space, and has a smaller volume.

The present embodiment provides a motor controller 100, which is used to be set at the end of the motor 200 and connected to the end cover 210 of the motor 200. The motor controller 100 includes a first shell 110, an electrically controlled heat sink 120 and an electrically controlled component 130. A pipe inlet joint 150 is provided at one end of the first shell 110, and a confluence groove 141 is provided at the other end of the first shell 110, and is used to be connected to the end cover 210 to form a confluence cavity 140. The confluence cavity 140 is used to communicate with a cooling channel 230 opened on the end cover 210 and extending toward the inside of the motor 200. The electrically controlled heat sink 120 is set in the first shell 110 and has a heat dissipation channel 121. One end of the heat dissipation channel 121 is connected to the pipe inlet joint 150, and the other end is connected to the confluence cavity 140. The electrically controlled component 130 is set in the first shell 110 and surrounded by the electrically controlled heat sink 120.

It should be noted that the motor controller 100 in this embodiment is detachably mounted on the end of the motor 200, that is, it is detachably mounted on the end of the second shell, wherein the end cover 210 refers to the end cover 210 of the second shell, and the motor 200 can be a drive motor 200. The end cover 210 is provided with a mounting groove for the rotor bearing of the motor 200, and realizes a mechanical connection with the rotor of the motor 200. The basic structure inside the second shell is consistent with that of a conventional drive motor 200, and no further introduction is given here.

In some embodiments, an inlet pipe joint 150 is provided at one end of the first shell 110, and the other end is connected to the end cover 210, and a confluence cavity 140 is formed together with the end cover 210 through a confluence groove 141 provided at the end, and the confluence cavity 140 is connected to the cooling channel 230 inside the motor 200. At the same time, the electrically controlled heat sink 120 is provided in the first shell 110, and one end of the heat dissipation channel 121 of the electrically controlled heat sink 120 is connected to the inlet pipe joint 150, and the other end is connected to the confluence cavity 140. During actual heat dissipation, the coolant can enter from the inlet pipe joint 150, flow through the heat dissipation channel 121 to cool the electronic control component 130, and then enter the confluence cavity 140, and then cool the end wall of the first shell 110, and finally flow into the cooling channel 230 of the motor 200, thereby realizing the cooling integration of the motor controller 100, the motor 200 and the busbar capacitor ring 170, avoiding the additional separate setting of cooling pipes, simplifying the cooling system, and making the design and installation easier. At the same time, the motor controller 100 is arranged at the end of the motor 200, so that the integration is higher, the structure is compact, and the applicability is better.

It is worth noting that in this embodiment, the end cover 210 is integrally arranged at the end of the second housing, as a part of the motor 200, and when installing the motor controller 100, the first housing 110 needs to be detachably connected to the end cover 210, so that the motor controller 100 is installed at the end of the motor 200. In other preferred embodiments of the utility model, the end cover 210 can also be used as a part of the motor controller 100 and detachably assembled at the end of the second housing, and its specific structure is not described in detail here.

Referring to Figures 3, 6 and 7, the first shell 110 includes a casing 111, an end plate 113 and a cover plate 115. The casing 111 is arranged around the edge of the end plate 113, the cover plate 115 is detachably covered on the casing 111, the inlet pipe joint 150 is arranged on the cover plate 115, and the end plate 113 is provided with a guide opening 1131 corresponding to the electric control heat sink 120, the guide opening 1131 connects the heat dissipation channel 121 and the confluence cavity 140, and the edge of the heat dissipation flow end plate 113 is also provided with a flange ring 117, the flange ring 117 is protruded from the end plate 113, and is arranged to form a confluence groove 141, and the flange ring 117 is used to connect with the end cover 210. Specifically, in this embodiment, the casing 111 can be a cylindrical structure, the end plate 113 is integrally arranged at one end of the casing 111, and the cover plate 115 is detachably arranged at the other end of the casing 111, so that the cover plate 115, the casing 111 and the end plate 113 are jointly arranged to form a receiving cavity, and the electric control heat sink 120 and the electric control component 130 are both accommodated in the receiving cavity. The guide opening 1131 can be opened at the center position of the end plate 113, so that it can correspond to the center position of the heat dissipation channel 121 and the confluence cavity 140. In addition, the flange ring 117 is integrally arranged at the end edge of the casing 111, and the flange ring 117 is provided with screws and other connecting parts, and is assembled on the end cover 210 of the second shell by screws to realize the installation and fixation of the motor controller 100.

In some embodiments, the confluence cavity 140 is formed by the surrounding shell 111, the flange ring 117 and the end cover 210 of the second shell. The flange ring 117 is sealed against the edge of the end cover 210. For example, the seal can be maintained by adding a sealing strip, so that the end cover 210 can be covered on the confluence groove 141, thereby forming a relatively closed confluence cavity 140. The coolant can flow into the confluence cavity 140 through the heat dissipation channel, and then flow from the confluence cavity 140 into the cooling channel 230 on the end cover 210, thereby realizing cooling and heat dissipation of the inside of the motor 200.

In some embodiments, a first diverter cone 211 and a plurality of diverter plates are also provided in the confluence chamber 140. The first diverter cone 211 is provided on the end plate 113. The first diverter cone 211 is provided corresponding to the guide opening 1131. The diverter plates are provided around the first diverter cone 211 and divide the confluence chamber 140 into a plurality of confluence compartments. Specifically, the multiple diverter plates include a first diverter plate 213 arranged on the side of the end plate 113 facing the motor 200, and the end cover 210 is provided with a plurality of cooling channels 230, and the plurality of cooling channels 230 are evenly distributed on the periphery of the end cover 210. Each end cover 210 in the corresponding area of each confluence cavity 140 is provided with a cooling channel 230. The first diverter cone 211 can be arranged on the end cover 210. By setting the first diverter cone 211, the coolant flowing out of the guide opening 1131 can be diverted, so that the coolant flows evenly to the multiple cooling channels 230, and at the same time, the flow resistance of the coolant can be reduced, and the flow efficiency and heat exchange efficiency can be improved.

In some embodiments, the multiple diverter plates also include a second diverter plate 215 arranged on the end cover 210, the first diverter plate 213 and the second diverter plate 215 are staggered, and the first diverter plate 213 located on the end plate 113 and the second diverter plate 215 arranged on the end cover 210 are staggered, which can divide the confluence cavity 140 into multiple confluence compartments.

In some other embodiments, multiple diverter plates can all be set on the end cover 210, or multiple diverter plates can all be set on the end plate 113, and the first diverter cone 211 can also be set on the end plate 113. The specific setting positions of the first diverter plate 213 and the first diverter cone 211 are not specifically limited here.

Referring to FIG8 , the electrically controlled heat sink 120 includes a heat exchange tube 123 and a second diverter cone 125. A support baffle 127 is provided inside the heat exchange tube 123. The support baffle 127 divides the interior of the heat exchange tube 123 into a plurality of heat dissipation channels 121. The second diverter cone 125 is provided at one end of the support baffle 127 close to the inlet pipe joint 150 and is provided corresponding to the inlet pipe joint 150. Specifically, the heat exchange tube 123 is provided at the center of the accommodating cavity and is provided corresponding to the flow guide opening 1131. During actual installation, the heat exchange tube 123 and the end plate 113 can be sealed and connected, thereby ensuring that the coolant in the heat dissipation channel 121 flows into the confluence cavity 140 through the flow guide opening 1131. In addition, by providing the second diverter cone 125, the coolant entering from the inlet pipe joint 150 can be evenly diverted, so that the coolant can evenly flow into the plurality of heat dissipation channels 121.

It should be noted that in this embodiment, the first diverter cone 211 and the second diverter cone 125 are both in the shape of a frustum, and the protruding direction of the frustum matches the flow direction of the coolant, thereby reducing the flow resistance of the coolant and making the cooling of the electronic control component 130 more uniform.

In some embodiments, there can be three heat dissipation channels 121, the support baffles 127 are distributed in a Y shape, and a screw hole is opened in the middle position of the support baffles 127. The second diverter cone 125 is also provided with a stud on the side away from the tip of the cone. The stud is assembled in the screw hole, so that the second diverter cone 125 can be firmly installed in the middle position of the support baffle 127 and is arranged directly opposite to the flow outlet of the inlet pipe joint 150, further improving its uniform diversion effect.

In some embodiments, each heat dissipation channel 121 is provided with a heat exchange fin 129, and the heat exchange fin 129 extends from the inner wall of the heat exchange tube 123 toward the middle of the heat dissipation channel 121. Specifically, the heat exchange fin 129 is integrally arranged inside the heat exchange tube 123, which can further increase the heat exchange area, thereby improving the heat exchange efficiency between the coolant and the heat exchange tube 123, and improving the heat dissipation effect on the external electronic control component 130.

It should be noted that, in this embodiment, the heat exchange tube 123 can be made of a metal with good thermal conductivity, such as copper, and a corresponding assembly groove can be provided on the end plate 113. The end of the heat exchange tube 123 not equipped with the second diverter cone 125 is correspondingly installed in the assembly groove, which can achieve pre-fixation of the heat exchange tube 123 and sealing of the coolant, and is convenient for installing screws for fixing.

The pipe inlet joint 150 includes a mounting plate 151 and a liquid inlet pipe 153. The mounting plate 151 is arranged on a side of the cover plate 115 close to the end plate 113 and is sealed and connected to the heat exchange tube 123. The liquid inlet pipe 153 is arranged in the middle of the mounting plate 151 and extends out of the cover plate 115. The second flow dividing cone 125 is arranged corresponding to the liquid inlet pipe 153. Specifically, the liquid inlet pipe 153 and the mounting plate 151 are integrally arranged, and the mounting plate 151 is sealed and connected to the heat exchange tube 123, which can ensure that the coolant smoothly enters the heat dissipation channel 121 from the liquid inlet pipe 153. In addition, by separately arranging the mounting plate 151, it is also possible to avoid the cover plate 115 from blocking the heat exchange tube 123. In actual installation, the pipe inlet joint 150 and the electric control heat sink 120 can be assembled before the cover plate 115 is assembled, which is very convenient and ensures the sealing connection characteristics between the pipe inlet joint 150 and the electric control heat sink 120.

Referring to FIG. 7 and FIG. 9 to FIG. 14 , the electric control assembly 130 includes a power module 160 and a bus capacitor ring 170. The power module 160 is arranged around the electric control heat sink 120 and is attached to the electric control heat sink 120. The bus capacitor ring 170 is arranged around the power module 160 and is attached to the end plate 113 and the inner wall of the enclosure 111. Specifically, the electric control heat sink 120 is attached to the power module 160 and can directly cool the power module 160. The bus capacitor ring 170 is arranged around the power module 160, so that the assembly structure is more compact and smaller in size. The bus capacitor ring 170 can be attached to the end plate 113, so that the bus capacitor ring 170 can be cooled by the coolant flowing in the confluence cavity 140 to prevent its temperature from being too high.

In some embodiments, the outer circumferential surface of the shell 111 is provided with shell fins 119. The shell fins 119 can be a plurality of annular fins, and are arranged on the outer circumferential surface of the shell 111. By providing the shell fins 119, the heat dissipation area of the shell 111 can be increased, so that the shell 111 can achieve the effect of air cooling and heat dissipation. In this embodiment, since the end face of the busbar capacitor ring 170 is attached to the end plate 113, and the outer circumferential surface is attached to the shell 111, the other side of the end plate 113 is liquid-cooled by the confluence cavity 140, and the shell 111 is air-cooled by the shell fins 119, the air-cooled and liquid-cooled integrated cooling design of the busbar capacitor ring 170 can be realized, which further improves the cooling effect of the busbar capacitor ring 170, reduces the working temperature of the busbar capacitor ring 170, and improves the service life of the busbar capacitor ring 170.

In some embodiments, a capacitor DC output terminal 171 is further provided on one side of the bus capacitor ring 170 close to the end plate 113, and the capacitor DC output terminal 171 extends toward the center of the bus capacitor ring 170. A module bus terminal 161 is provided on the power module 160, and the module bus terminal 161 is plugged with the capacitor DC output terminal 171 to electrically connect the power module 160 to the bus capacitor ring 170. Specifically, by directly providing the capacitor DC output terminal 171 to plug with the module bus terminal 161 of the power module 160, a low stray inductance design of this type of electrical connection is achieved, eliminating the laminated busbar required for the electrical connection between the bus capacitor and the power module 160 in the conventional design, further making the overall structure more compact and smaller in size.

In some embodiments, the periphery of the electrically controlled heat sink 120 has a plurality of mutually engaged fitting mounting surfaces, and there are a plurality of power modules 160, and the plurality of power modules 160 are fitted and arranged on the fitting mounting surfaces one by one, and are located at the center of the busbar capacitor ring 170. Specifically, the electrically controlled heat sink 120 may have three mutually engaged fitting mounting surfaces, thereby forming a triangular column structure, and the three power modules 160 are correspondingly fitted on the three fitting mounting surfaces, thereby forming a power component, which can be assembled in advance to improve assembly efficiency, and at the same time, the power component can be compactly arranged in the center of the busbar capacitor ring 170 to improve integration. Of course, the number of the module fitting surfaces of the electrically controlled heat sink 120 here is only an example and does not play any limiting role.

It should be noted that in this embodiment, a plurality of capacitor DC output terminals 171 are evenly arranged on the bus capacitor ring 170, so as to realize electrical connection with a plurality of power modules 160. For example, three capacitor DC output terminals 171 can be arranged on the bus capacitor ring 170, so as to realize electrical connection with three power modules 160 respectively, realizing a ring-shaped symmetrical electrical connection design, which is beneficial to ensure the consistency of resistance and stray inductance, and is beneficial to the uniform distribution of current between the bus capacitor ring 170 and the three power modules 160.

Further, in some embodiments, the electric control assembly 130 also includes a control board 180 and a drive board 190, which are stacked between the bus capacitor ring 170 and the cover plate 115, and the drive board 190 is arranged on the side of the control board 180 away from the cover plate 115, and the control board 180 and the drive board 190 are both electrically connected to the power module 160, and an AC output row 181 is also arranged between the drive board 190 and the bus capacitor ring 170, and one end of the AC output row 181 is connected to the module AC terminal 163, and the other end is used to extend into the end cover 210. Through the stacking arrangement of the control board 180 and the drive board 190, the layered structural design of the electric control assembly 130 is realized, the waste of space is avoided, the compact design is further realized, and the overall volume is reduced. Among them, the control board 180 is electrically connected to the module control pin on the power module 160 to realize the switch control and signal sampling of the power module 160.

In some embodiments, a shielding plate 183 is further provided between the driving board 190 and the control board 180, and the shielding plate 183 is connected to the enclosure 111. Specifically, the shielding plate 183 is mechanically connected to the enclosure 111, and the control board 180 and the driving board 190 can be fixed on the shielding plate 183. By providing the shielding plate 183, the influence of high-frequency battery radiation on the power module 160 side on the control board 180 can be shielded, thereby improving electromagnetic compatibility performance.

It is worth noting that the AC output bar 181 can be a copper bar, one end of the AC output bar 181 is electrically connected to the module AC terminal 163 on the power module 160, and the other end bypasses the busbar capacitor ring 170 and then extends into the end cover 210 to connect with the terminal inside the motor 200. Specifically, one end of the AC output bar 181 is connected to the power module 160, and the other end passes through the AC sensor 184 and the AC common mode magnetic ring 185 in sequence, and then the AC copper bar terminal 186 is electrically connected to the cable terminal of the motor 200 at the AC output opening of the shell.

In some embodiments, a conductive port is provided on the end cover 210, and a protruding AC output pipe 1133 is provided on the end plate 113. An AC copper bus terminal 186 is provided inside the AC output pipe 1133. An insulating sleeve 187 is provided on the periphery of the AC copper bus terminal 186. The insulating sleeve 187 is used to achieve insulation and sealing between the AC copper bus terminal 186 and the end plate 113. The power supply sampling terminal of the AC sensor 184 is electrically connected to the control board 180. The enclosure 111 protrudes outward at the AC output copper bus to form a receiving cavity. The surface of the AC common mode magnetic ring 185 is in close contact with the inner wall of the receiving cavity, that is, it is attached to the inner wall of the enclosure 111 for heat dissipation.

In some embodiments, a DC connector 1111 is provided on the enclosure 111, a capacitor DC input terminal 173 is provided on the bus capacitor ring 170, the DC connector 1111 is inserted into the enclosure 111 and connected to the capacitor DC input terminal 173, and a capacitor grounding plate 175 is also provided on the bus capacitor ring 170, and the capacitor grounding plate 175 is connected to the enclosure 111. Specifically, the DC connector 1111 is inserted into the accommodating cavity through the enclosure 111 and connected to the capacitor DC input terminal 173, so as to realize the DC voltage input of the bus capacitor ring 170, and the DC high voltage of the vehicle power battery can be input into the motor controller 100. The capacitor grounding plate 175 can be a Y capacitor plate, one end of which is electrically connected to the ground terminal on the bus capacitor ring 170, and the other end is connected to the enclosure 111, which is conducive to eliminating the common mode interference of the DC bus to the ground, and further improving the electromagnetic compatibility performance of the motor controller 100.

In some embodiments, a plurality of cover plate fins 1151 are provided on a surface of one side of the cover plate 115 away from the end plate 113. Specifically, the cover plate 115 can be connected to the enclosure 111 by screws, and sealed with the enclosure 111 to form a receiving cavity, and after the inlet pipe joint 150 passes through the cover plate 115, it can be locked and fixed by nuts. By providing the cover plate fins 1151 on the cover plate 115, on the one hand, the structural strength of the cover plate 115 can be improved, and on the other hand, the heat dissipation area at the cover plate 115 can be increased, thereby improving the heat dissipation efficiency of the cover plate 115.

In some embodiments, a control connector is further provided on the cover plate 115 , and the interior of the control connector is electrically connected to the control board 180 , thereby realizing the electrical connection of the vehicle to the control and signal sampling of the motor controller 100 .

In some embodiments, the inlet connector 150 is detachably disposed on the cover plate 115 .

It is worth noting that in some embodiments, the pipe inlet joint 150, the electric control heat sink 120, the end plate 113 and the end cover 210 are sealed together to form a flow channel for the coolant, and the connection surfaces of each component are sealed to prevent leakage of the coolant. The coolant is pumped in from the pipe inlet joint 150, and after the second diverter cone 125 reduces drag and diverts, it enters the heat dissipation channel 121 of the electric control heat sink 120, thereby cooling the power module 160. After that, the coolant passes through the first diverter cone 211 on the end cover 210 to reduce drag and divert, and enters the confluence cavity 140 formed between the end plate 113 and the end cover 210, and evenly enters multiple confluence compartments and then enters the motor 200 through the cooling channel 230 on the end cover 210, cooling the housing and stator of the motor 200.

The motor controller 100 provided by the embodiment of the utility model is provided with an inlet joint 150 at one end of the first shell 110, and the other end is connected to the end cover 210, and a confluence cavity 140 is formed together with the end cover 210 through a confluence groove 141 provided at the end, and the confluence cavity 140 is communicated with the cooling channel 230 inside the motor 200. At the same time, the electric control heat sink 120 is arranged in the first shell 110, and one end of the heat dissipation channel 121 of the electric control heat sink 120 is communicated with the inlet joint 150, and the other end is communicated with the confluence cavity 140. During actual heat dissipation, the coolant can enter from the inlet joint 150, flow through the heat dissipation channel 121 to cool the electric control component 130, and then enter the confluence cavity 140, and then cool the end wall of the first shell 110, and finally flow into the cooling channel 230 of the motor 200, thereby realizing the cooling integration of the motor controller 100 and the motor 200, avoiding the additional separate setting of cooling pipes, simplifying the cooling system, and making the design and installation easier. At the same time, the motor controller 100 is arranged at the end of the motor 200, so that the integration is higher, the structure is compact, and the applicability is better. At the same time, by improving the position and structure of the bus capacitor ring 170, the bus capacitor ring 170 can achieve air cooling and liquid cooling at the same time, improve the cooling effect of the bus capacitor ring 170, reduce the operating temperature of the bus capacitor ring 170, and improve the service life of the bus capacitor ring 170. In addition, by setting the second diverter cone 125 and the first diverter cone 211, the flow resistance of the coolant can be reduced, and the coolant distribution can be made more uniform, thereby improving the cooling efficiency. In addition, the bus capacitor ring 170, the power module 160, the control board 180, and the drive board 190 are reasonably laid out and compactly structured, further reducing the volume of the motor controller 100.

Referring to FIGS. 2 to 5 , the present utility model embodiment further provides a motor 200, which is used to be arranged at the end of the motor controller 100. The motor includes a motor assembly and a second housing. The motor assembly is arranged in the second housing. An end cover 210 is arranged at the end of the second housing, and a cooling channel 230 extending inward is arranged on the end cover 210. The motor assembly includes a rotor and a stator. The rotor and the stator are both arranged in the second housing. The motor controller includes a first housing 110, an electric control heat sink 120 and an electric control assembly 130. The first housing A pipe inlet joint 150 is provided at one end of the body 110, and a confluence groove 141 is provided at the other end of the first shell 110 and is connected to the end cover 210 to form a confluence cavity 140, and the confluence cavity 140 is connected to the cooling channel 230; the electronically controlled heat sink 120 is arranged in the first shell 110 and has a heat dissipation channel 121, one end of the heat dissipation channel 121 is connected to the pipe inlet joint 150, and the other end is connected to the confluence cavity 140; the electronically controlled component 130 is arranged in the first shell 110 and is surrounded by the electronically controlled heat sink 120.

In some embodiments, the motor controller 100 can be detachably mounted on the end of the motor 200, that is, it can be detachably mounted on the end of the second shell, wherein the end cover 210 refers to the end cover 210 of the second shell, and the motor 200 can be a drive motor 200. The end cover 210 is provided with a mounting groove for the bearing of the motor 200, and realizes a mechanical connection with the rotor of the motor 200. The basic structure inside the second shell is consistent with that of a conventional drive motor 200, and no further introduction is given here.

In some embodiments, a first diverter cone 211 and a plurality of diverter plates are disposed in the confluence cavity. The first diverter cone 211 and at least a portion of the diverter plates are disposed on the end cover 210. The first diverter cone 211 is disposed corresponding to the heat dissipation channel 121. The diverter plates are disposed around the first diverter cone 211 and divide the confluence cavity 140 into a plurality of confluence compartments. A cooling channel 230 is disposed on the end cover 210 corresponding to each confluence compartment. Specifically, the multiple diverter plates include a second diverter plate 215 arranged on the side of the end cover 210 facing the motor controller 100, and the end cover 210 is provided with a plurality of cooling channels 230, and the plurality of cooling channels 230 are evenly distributed on the periphery of the end cover 210. Each end cover 210 in the corresponding area of each confluence cavity 140 is provided with a cooling channel 230. The first diverter cone 211 can be arranged on the end cover 210. By setting the first diverter cone 211, the coolant flowing out of the guide opening 1131 can be diverted, so that the coolant flows evenly to the multiple cooling channels 230, and at the same time, the flow resistance of the coolant can be reduced, and the flow efficiency and heat exchange efficiency can be improved.

In some embodiments, the multiple diverter plates also include a first diverter plate 213 arranged on the end plate 113 facing the motor 200, the first diverter plate 213 and the second diverter plate 215 are staggered, and the first diverter plate 213 located on the end plate 113 and the second diverter plate 215 arranged on the end cover 210 are staggered, which can divide the confluence cavity 140 into multiple confluence compartments.

Referring to FIG. 1 , FIG. 2 and FIG. 15 , the present utility model further provides an electric drive assembly 10, including a motor 200 and the aforementioned motor controller 100. The electric drive assembly 10 includes the motor 200 and the motor controller 100. The motor controller 100 includes a first housing 110, an electric control heat sink 120 and an electric control component 130. An inlet pipe joint 150 is provided at one end of the first housing 110, a confluence groove 141 is provided at the other end of the first housing 110, an end cover 210 is provided at the end of the motor 200, the first housing 110 is joined to the end cover 210, and the first The confluence groove 141 of the shell 110 is combined with the end cover 210 to form a confluence cavity 140. The end cover 210 is also provided with a cooling channel 230, which extends toward the interior of the motor 200. The confluence cavity 140 is connected with the cooling channel 230 and the heat dissipation channel 121 at the same time. The electrically controlled heat sink 120 is arranged in the first shell 110 and has a heat dissipation channel 121. One end of the heat dissipation channel 121 is connected with the pipe inlet joint 150, and the other end is connected with the confluence cavity 140. The electrically controlled component 130 is arranged in the first shell 110 and is surrounded by the electrically controlled heat sink 120.

In some embodiments, the motor controller 100 can be detachably mounted on the end of the motor 200, that is, it can be detachably mounted on the end of the second shell, wherein the end cover 210 refers to the end cover 210 of the second shell, and the motor 200 can be a drive motor 200. The end cover 210 is provided with a mounting groove for the bearing of the motor 200, and realizes a mechanical connection with the rotor of the motor 200. The basic structure inside the second shell is consistent with that of a conventional drive motor 200, and no further introduction is given here.

In some embodiments, the motor 200 is cylindrical, the motor controller 100 is disc-shaped, and the size of the motor controller 100 is adapted to the size of the motor 200. Specifically, the outer diameter of the motor controller 100 is the same as or similar to the outer diameter of the second housing, so that the motor controller 100 can be coaxially installed at the end of the motor 200 and will not expand outward additionally, which is convenient for the electric drive assembly 10 to be assembled on the frame. Of course, the appearance of the motor 200 and the motor controller 100 in this embodiment is only an example. In other preferred embodiments of the utility model, the appearance of the motor 200 and the motor controller 100 can also be a rectangular body.

Furthermore, in some embodiments, the electric drive assembly 10 further includes a reducer assembly 300, and there are two motors 200, which are arranged on both sides of the reducer assembly 300 and extend in opposite directions, and the end cover 210 is arranged at one end of the motor 200 away from the reducer assembly 300. Specifically, a set of motors 200 and motor controllers 100 are respectively installed on both sides of the reducer assembly 300, thereby forming two sets of electric drive systems, and the two sets of electric drive systems can each drive one shaft, thereby realizing the decoupling of parallel drive of multiple motors 200.

The electric drive assembly 10 provided by the embodiment of the utility model sets the motor controller 100 at the end of the motor 200, avoiding the installation of the motor controller 100 on the top, so that the occupied space of the electric drive assembly 10 in the vertical direction can be reduced, and the bottom space of the trunk of the whole vehicle can be deepened. Or the diameter of the motor 200 can be increased, so that the torque and power of the motor 200 can be improved. In addition, the motor controller 100 is independently installed at the end of the motor 200, which can keep the high-frequency high-power module 160 inside it away from other power conversion systems and control systems, avoiding electromagnetic compatibility problems between various systems. At the same time, the motor controller 100 can be independently disassembled and maintained from the end of the motor 200, without disassembling the whole vehicle suspension, saving maintenance time. The motor controller 100 is directly docked with the end of the motor 200 and completes the electrical connection with the motor 200 cable, saving the independently set three-phase AC power cable. The motor controller 100 can adjust the shell size according to the size of the motor 200, flexibly adapt to the requirements of the drive motor 200 of different power levels; and it is easy to realize the decoupling of the parallel drive of multiple motors 200. Furthermore, the coolant of the motor controller 100 can cool the motor 200 again, thereby realizing integrated cooling of the motor controller 100 and the motor 200, saving the setting of two sets of water inlets and outlets, and making the overall electric drive system structure more compact.

The embodiment of the utility model also provides an electric vehicle, including a vehicle body and an electric drive assembly 10, wherein the basic structure and principle of the electric drive assembly 10 and the technical effects produced are the same as those of the aforementioned electric drive assembly. For the sake of brief description, for parts not mentioned in this embodiment, reference may be made to the corresponding content in the previous text.

The electric vehicle includes a vehicle body and an electric drive assembly 10, which is disposed in the vehicle body. The electric drive assembly 10 includes a motor 200 and a motor controller 100, the motor controller 100 includes a first housing 110, an electric control heat sink 120 and an electric control component 130, one end of the first housing 110 is provided with a pipe inlet joint 150, the other end of the first housing 110 is provided with a confluence groove 141, an end cover 210 is provided at the end of the motor 200, the first housing 110 is joined to the end cover 210, and the confluence groove 141 of the first housing 110 is joined with the end cover 210 to form a confluence cavity 141. 0, a cooling channel 230 is also provided on the end cover 210, and the cooling channel 230 extends toward the inside of the motor 200. The confluence cavity 140 is communicated with the cooling channel 230 and the heat dissipation channel 121 at the same time. The electric control heat sink 120 is arranged in the first shell 110 and has a heat dissipation channel 121. One end of the heat dissipation channel 121 is communicated with the pipe inlet joint 150, and the other end is communicated with the confluence cavity 140. The electric control component 130 is arranged in the first shell 110 and is surrounded by the electric control heat sink 120.

In some embodiments, by setting the motor controller 100 at the end of the motor 200, the motor controller 100 is avoided from being installed on the top, so that the space occupied by the electric drive assembly 10 in the vertical direction can be reduced, and the bottom space of the trunk of the whole vehicle can be deepened by 80-120mm. Alternatively, the diameter of the motor 200 can be increased by 100mm, so that the torque and power of the motor 200 can be improved. The motor controller 100 is independently installed at the end of the motor 200, which can keep the high-frequency and high-power module 160 inside it away from other power conversion systems and control systems in the vehicle body, avoiding electromagnetic compatibility issues between the systems. In addition, the motor controller 100 can be independently disassembled and maintained from the end of the motor 200 without disassembling the entire vehicle suspension, saving about 3 hours of maintenance time.

The above are only specific implementations of the utility model, but the protection scope of the utility model is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the utility model should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims (20)

1. A motor controller for positioning at an end of a motor and connecting with an end cap (210) of the motor, the motor controller comprising:

a first housing (110), one end of the first housing (110) is provided with a pipe inlet joint (150), the other end of the first housing (110) is provided with a converging groove (141) and is used for being jointed with the end cover (210) to form a converging cavity (140), and the converging cavity (140) is used for communicating with a cooling flow passage (230) which is arranged on the end cover (210) and extends towards the interior of the motor;

The electric control radiating piece (120) is arranged in the first shell (110) and is provided with a radiating flow passage (121), one end of the radiating flow passage (121) is communicated with the pipe inlet joint (150), and the other end of the radiating flow passage is communicated with the converging cavity (140);

The electric control assembly (130), the electric control assembly (130) is arranged in the first shell (110) and surrounds the electric control radiating piece (120).

2. The motor controller according to claim 1, wherein the first housing (110) includes a surrounding shell (111), an end plate (113) and a cover plate (115), the surrounding shell (111) is surrounded at the edge of the end plate (113), the cover plate (115) is detachably covered on the surrounding shell (111), the pipe inlet joint (150) is arranged on the cover plate (115), a flow guiding opening (1131) corresponding to the electric control heat dissipation piece (120) is arranged on the end plate (113), the flow guiding opening (1131) is communicated with the heat dissipation flow channel (121) and the converging cavity (140), a flange ring (117) is further arranged at the edge of the end plate (113), the flange ring (117) is convexly arranged on the end plate (113) and surrounds to form the converging groove (141), and the flange ring (117) is used for being connected with the end cover (210).

3. The motor controller according to claim 2, characterized in that a first flow splitting cone (211) and a plurality of flow splitting plates are further arranged in the converging cavity (140), the first flow splitting cone (211) being arranged on the end plate (113);

the first diversion cone (211) is arranged corresponding to the diversion opening (1131), and the diversion plate is arranged around the first diversion cone (211) and divides the converging cavity (140) into a plurality of converging compartments;

Wherein the splitter plate comprises a first splitter plate (213) arranged at a side of the end plate (113) facing the motor.

4. A motor controller according to claim 3, wherein the splitter plate further comprises a second splitter plate (215) disposed on the end cap (210), the first splitter plate (213) and the second splitter plate (215) being offset.

5. The motor controller according to claim 2, wherein the electric control heat dissipation member (120) includes a heat exchange tube (123) and a second split cone (125), a support partition plate (127) is provided inside the heat exchange tube (123), the support partition plate (127) divides the inside of the heat exchange tube (123) into a plurality of heat dissipation runners (121), and the second split cone (125) is provided at one end of the support partition plate (127) near the pipe inlet joint (150) and is provided corresponding to the pipe inlet joint (150).

6. The motor controller according to claim 5, characterized in that heat exchanging fins (129) are provided in each of the heat dissipating channels (121), the heat exchanging fins (129) extending from an inner wall of the heat exchanging cylinder (123) toward a middle of the heat dissipating channels (121).

7. The motor controller according to claim 5, wherein the inlet joint (150) comprises a mounting plate (151) and a liquid inlet pipe (153), the mounting plate (151) is disposed on one side of the cover plate (115) close to the end plate (113) and is in sealing connection with the heat exchange tube (123), the liquid inlet pipe (153) is disposed in the middle of the mounting plate (151) and extends out of the cover plate (115), and the second tap (125) is disposed corresponding to the liquid inlet pipe (153).

8. The motor controller according to claim 7, wherein the electric control assembly (130) includes a power module (160), and the power module (160) is disposed around the electric control heat dissipation element (120) and is attached to the electric control heat dissipation element (120).

9. The motor controller according to claim 8, wherein the electronic control assembly (130) further comprises a bus capacitor ring (170), the bus capacitor ring (170) being enclosed around the power module (160) and an inner wall of the enclosure (111).

10. The motor controller according to claim 9, wherein the busbar capacitance ring (170) is further attached to the end plate (113).

11. The motor controller according to claim 9, characterized in that the outer peripheral surface of the enclosure (111) is provided with a housing fin (119).

12. The motor controller according to claim 9, wherein the electronic control assembly (130) further comprises a control board (180) and a driving board (190), the control board (180) and the driving board (190) are stacked between the busbar capacitive ring (170) and the cover board (115), the driving board (190) is disposed on a side of the control board (180) away from the cover board (115), the driving board (190) is electrically connected with the power module (160), an ac output row (181) is further disposed between the driving board (190) and the busbar capacitive ring (170), one end of the ac output row (181) is connected with the power module (160), the other end of the ac output row is used for extending into the end cover (210), and a shielding board (183) is further disposed between the driving board (190) and the control board (180).

13. The motor controller according to claim 2, characterized in that a side surface of the cover plate (115) remote from the end plate (113) is provided with a plurality of cover plate fins (1151).

14. The motor controller according to claim 2, wherein the inlet joint (150) is detachably provided on the cover plate (115).

15. The motor is characterized by being arranged at the end part of a motor controller, wherein the motor controller (100) comprises a first shell (110), and a sink (141) is arranged at one end of the first shell (110) close to the motor (200);

The motor comprises a motor assembly and a second shell (250), wherein the motor assembly is arranged in the second shell (250), an end cover (210) is arranged at the end part of the second shell (250), an inwardly extending cooling flow passage (230) is arranged on the end cover (210), and the cooling flow passage (230) is used for forming a converging cavity (140) with a converging groove (141) formed in the first shell (110).

16. The electric machine according to claim 15, characterized in that a first flow splitting cone (211) and a plurality of flow splitting plates are arranged in the converging chamber, the first flow splitting cone (211) being arranged on the end cap (210);

The flow dividing plate is arranged around the first flow dividing cone (211) and divides the flow converging cavity (140) into a plurality of flow converging compartments, and the end cover (210) corresponding to each flow converging compartment is provided with the cooling flow passage (230);

Wherein the diverter plate includes a second diverter plate (215) disposed on a side of the end cap (210) facing the motor controller.

17. The electric machine according to claim 16, characterized in that the splitter plate further comprises a first splitter plate (213) arranged at a side of the first housing (110) facing the electric machine, the first splitter plate (213) and the second splitter plate (215) being arranged offset.

18. The electric drive assembly is characterized by comprising a motor and a motor controller, wherein an end cover (210) is arranged at the end part of the motor, a cooling flow passage (230) is further formed in the end cover (210), the cooling flow passage (230) extends towards the interior of the motor, the motor controller comprises a first shell (110), an electric control radiating piece (120) and an electric control assembly (130), one end of the first shell (110) is provided with a pipe inlet joint (150), the other end of the first shell (110) is provided with a converging groove (141) and is connected with the end cover (210) to form a converging cavity (140), and the converging cavity (140) is communicated with the cooling flow passage (230); the electric control heat dissipation piece (120) is arranged in the first shell (110) and is provided with a heat dissipation flow channel (121), one end of the heat dissipation flow channel (121) is communicated with the pipe inlet joint (150), and the other end of the heat dissipation flow channel is communicated with the converging cavity (140); the electric control assembly (130) is arranged in the first shell (110) and surrounds the electric control radiating piece (120).

19. The electric drive assembly of claim 18, further comprising a reducer assembly (300), wherein the motors are two, wherein the motors are disposed on opposite sides of the reducer assembly (300) and extend in opposite directions, and wherein the end cap (210) is disposed at an end of the motor remote from the reducer assembly (300).

20. The electric vehicle is characterized by comprising a vehicle body and an electric drive assembly, wherein the electric drive assembly is arranged in the vehicle body, the electric drive assembly comprises a motor and a motor controller, an end cover (210) is arranged at the end part of the motor, the motor controller comprises a first shell (110), an electric control radiating piece (120) and an electric control assembly (130), an inlet pipe joint (150) is arranged at one end of the first shell (110), a converging groove (141) is arranged at the other end of the first shell (110) and is connected with the end cover (210) to form a converging cavity (140), and the converging cavity (140) is used for communicating with a cooling flow passage (230) which is arranged on the end cover (210) and extends towards the interior of the motor; the electric control heat dissipation piece (120) is arranged in the first shell (110) and is provided with a heat dissipation flow channel (121), one end of the heat dissipation flow channel (121) is communicated with the pipe inlet joint (150), and the other end of the heat dissipation flow channel is communicated with the converging cavity (140); the electric control assembly (130) is arranged in the first shell (110) and surrounds the electric control radiating piece (120); the end cover (210) is also provided with a cooling flow passage (230), the cooling flow passage (230) extends towards the inside of the motor, and the converging cavity (140) is simultaneously communicated with the cooling flow passage (230) and the heat dissipation flow passage (121).