CN110198111B

CN110198111B - Three-phase permanent magnet DC brushless motor for driving electric truck

Info

Publication number: CN110198111B
Application number: CN201910613537.8A
Authority: CN
Inventors: 彭希南
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-07-09
Filing date: 2019-07-09
Publication date: 2020-12-25
Anticipated expiration: 2039-07-09
Also published as: CN110198111A

Abstract

The three-phase permanent magnet DC brushless motor for driving the electric truck comprises a front end shell, a rear end shell, a rotating shaft, a front end heat dissipation frame, a middle frame bracket, a rear end heat dissipation frame, a front end PCB circuit board, a rear end PCB circuit board, a cooling water pipe, a front end stator iron core body, a front end coil, a front end rotor iron core body, a front end permanent magnet, a rear end stator iron core body, a rear end coil, a rear end rotor iron core body and a rear end permanent magnet, wherein a design scheme of combining a double electromagnetic drive, a double electronic circuit synchronous drive and an external cooling water pipe is adopted, the cooling water pipe is sequentially wound around arc-shaped cooling water pipe grooves on the front end stator iron core body and the rear end stator iron core body, and the control of the three-phase permanent magnet DC brushless motor for driving the electric truck can be completed without an external motor controller due to the structural design of double stators, double rotors, single drive shafts, double electronic circuit drive and energy management schemes, the large torque and high power output required by the electric truck during operation are realized. The market prospect is good.

Description

Three-phase permanent magnet DC brushless motor for driving electric truck

Technical Field

The invention relates to a three-phase permanent magnet direct current brushless motor integrating double electromagnetic drive and double electronic circuit drive, which is mainly applied to the drive of electric trucks with or without drivers.

Background

Before the inventor had developed this invention, the electric vehicle industry had experienced a significant shift in the direction from internal combustion engine-driven trucks to battery-driven electric trucks over the long term, and the drive motor was shifted from an ac induction motor to a permanent magnet motor. Most typically, the electric car named as "ac father" tesla, is called internet-based car construction, and both the standard Model S and Model X electric cars are driven by ac induction motors, which is popular. However, since tesla introduced Semi series all-electric Semi-truck, the drive motor was changed to a permanent magnet motor. According to the published information, four independent permanent magnet motors are mounted on the rear axle of the Semi all-electric truck, the rated power is 271 horsepower, and the total output power of 4 motors is 1084 horsepower. Under such powerful horsepower drive, an unloaded tesla Semi electric truck can achieve zero to 100 km acceleration in 5 seconds, and a Semi electric truck can achieve zero to 100 km acceleration in 20 seconds at a load of 36 tons.

Certainly, the electric truck is not the only target pursued by Tesla engineers, the greatest innovation of the electric truck is that the energy consumption structure of the fuel automobile is thoroughly changed, an engine is not needed any more, so that the electric truck is environment-friendly when going out, does not have the problem of tail gas emission, does not bring exhaust pollution when going back and forth in cities, and is very suitable for medium and short distance cargo transportation of postal service, logistics and moving companies.

On the other hand, the energy utilization rate of the electric truck is higher than that of the diesel truck, and the electric truck is more energy-saving than the diesel truck. The american cummins company has specifically calculated the fuel efficiency of diesel trucks and concluded that the diesel truck engine losses were 58% and the electric truck motor losses were only 14%.

Today, tesla changes the drive motor from an ac induction motor to a permanent magnet motor, which is an arrangement that is advanced, and after all, the direct drive technology of permanent magnet motors is the next generation of drive technology recognized in the industry. Because the magnetic energy and coercive force of the neodymium iron boron material are very high, and no exciting current is needed, the volume of the three-phase permanent magnet brushless direct current motor adopting the neodymium iron boron material is reduced by one machine base number compared with an asynchronous alternating current induction motor with the same capacity, and the motor is more energy-saving than the alternating current motor. The above is the real reason why the three-phase permanent magnet brushless dc motor is applied to an electric truck instead of an ac induction motor.

It should be noted that the inventors are not fully aware of the technical details of tesla corporation with respect to permanent magnet motors used in Semi all electric trucks, as these technical details tesla corporation is currently kept secret. However, tesla Semi offers up to 18 ten thousand dollars for sale, approximately 18 x 6.9=124.2 ten thousand dollars for the current price of the renminbi. Considering from the economic operation of customers, how to reduce the cost of the electric truck provides a wide innovative space for the design of the invention.

The inventor believes that the scheme of directly driving the electric truck by using an independent permanent magnet motor is adopted, namely a front axle or a rear axle is removed, and an electronic differential method is adopted to directly control the hub motor, which is probably one of the main reasons for causing the cost of the electric truck to be increased. Considering from the aspects of saving the system most and optimizing the whole, if only one three-phase permanent magnet brushless motor is used for driving the electric truck, the power is not caught. More importantly, when the single three-phase permanent magnet brushless motor is applied to the driving of a freight truck, the biggest problem is still how to dissipate heat inside the motor and control the driving. Particularly, when the rotating torque of the electric truck is increased, the shearing stress borne by the rotor is larger, the fatigue resistance of the neodymium iron boron permanent magnet material serving as a main component is reduced, the possibility of damage is increased, and how to implement protection needs to be thought in a topological structure; on the other hand, when the temperature of the armature coil is higher than about 150 ℃, the temperature of the motor shell rises to about 100 ℃, and when the temperature of the enameled wire is higher than 150 ℃, a paint film of the enameled wire falls off due to overhigh temperature, so that the internal circuit of the wire package is short-circuited, wherein the temperature is equivalent to the temperature of a B-grade insulating material of the motor. More importantly, the demagnetization temperature of the adopted neodymium iron boron permanent magnet material can reach 140 ℃, when the temperature of the motor is higher than 150 ℃, the electromagnetic loop of the motor is bound to be in magnetic saturation, and the neodymium iron boron permanent magnet material is bound to generate irreversible magnetic loss exceeding 5%. This is not only the bottleneck of the permanent magnet, but also one of the problems that the present application addresses.

In view of the above background, the present invention proposes a design scheme for driving an electric truck with one three-phase permanent magnet brushless motor, which is specific to various characteristics of the three-phase permanent magnet brushless dc motor for driving the electric truck. The design scheme changes the traditional method of single stator and external electric control driving of the three-phase permanent magnet brushless motor at one stroke, and by means of a double-stator, double-rotor, single-rotating shaft, double-electronic-circuit synchronous double-push driving, a heat dissipation structure of an external cooling water pipe and an energy management multi-pipe mode, not only can a larger power output be obtained, but also an external motor controller is not needed, and the characteristics of the most economical system and the optimal overall system are highlighted; particularly, an energy management circuit is embedded in the three-phase permanent magnet brushless direct current motor, so that the efficiency and the reliability of the motor are obviously improved, and the problem of power shortage possibly caused by driving an electric truck by a single three-phase permanent magnet brushless direct current motor is smoothly solved.

Disclosure of Invention

Therefore, the invention provides a design scheme of a three-phase permanent magnet direct current brushless motor for driving an electric truck in a targeted manner, and the design scheme is particularly effective for the working conditions that the electric truck is frequently started and stopped, requires constant torque when running at a high speed and requires constant power when running at a low speed, and has the following specific technical scheme:

three-phase permanent magnetism direct current brushless motor is used in electric truck drive, by the front end shell, the rear end shell, the axis of rotation, front end heat dissipation frame, the center support, rear end heat dissipation frame, front end PCB circuit board, the rear end PCB circuit board, condenser tube, front end stator iron core body, the front end solenoid, front end rotor iron core body, the front end permanent magnet, rear end stator iron core body, the rear end solenoid, rear end rotor iron core body, the rear end permanent magnet part is constituteed, its main points lie in:

the three-phase permanent magnet direct current brushless motor for driving the electric truck adopts a topological structure that double electromagnetic drives, double electronic circuits are synchronously driven, and an external cooling water pipe is combined into one, the components are all assembled in a shell jointly surrounded by a front end shell and a rear end shell, and a rotating shaft extends out of a central hole of the front end shell;

the double electromagnetic driving part comprises a front end stator iron core body, a front end coil, a front end rotor iron core body, a front end permanent magnet, a rear end stator iron core body, a rear end coil, a rear end rotor iron core body and a rear end permanent magnet, wherein the front end stator iron core body and the rear end stator iron core body are formed by laminating cold rolled silicon steel sheets, an arc-shaped cooling water pipe groove A is formed in the edge of the front end stator iron core body, and an arc-shaped cooling water pipe groove B is formed in the edge of the rear end stator iron core body;

the front end rotor iron core body and the rear end rotor iron core body are formed by overlapping cold rolled silicon steel stamped sheets, annular grooves are stamped on the edges, close to the edges, of the front end rotor iron core body and the rear end rotor iron core body, the front end permanent magnet and the rear end permanent magnet are made of neodymium iron boron magnetic materials, and after being sintered into magnetic steel tiles with concentric unequal circles, the magnetic steel tiles are respectively embedded into the annular grooves on the front end rotor iron core body and the rear end rotor iron core body;

the dual-electronic circuit driving part comprises a front-end PCB (printed circuit board), a front-end heat dissipation frame, a rear-end PCB and a rear-end heat dissipation frame, wherein the front-end heat dissipation frame and the rear-end heat dissipation frame are both of cavity structures with round outer parts and hexagonal inner parts, the front-end heat dissipation frame extends out of the front-end heat dissipation frame stand pins, and the rear-end heat dissipation frame extends out of the rear-end heat dissipation frame stand pins;

the front-end PCB circuit board is of a hexagonal structure, a front-end ARM chip, a front-end driving chip, a front-end VMOS tube, an energy management chip, a power supply three-terminal device and a power inductor are welded on the front-end PCB circuit board, and then the front-end PCB circuit board is installed at a fan-shaped boss of a front-end heat dissipation frame in the front-end heat dissipation frame;

the rear-end PCB circuit board is of a hexagonal structure, a rear-end ARM chip, a rear-end VMOS tube, a rear-end driving chip, a synchronous interlocking chip and a temperature sensor are welded on the rear-end PCB circuit board, and then the rear-end PCB circuit board is arranged at a fan-shaped boss of a rear-end heat dissipation frame in the rear-end heat dissipation frame;

the front-end ARM chip and the rear-end ARM chip are connected and communicated through respective I/O ports, and enable or disable commands are released through the synchronous interlocking chip to synchronously control the front-end driving chip and the rear-end driving chip, the front-end driving chip pushes the front-end VMOS tube, and the rear-end driving chip pushes the rear-end VMOS tube;

the energy management chip on the front-end PCB circuit board can detect U, V, W three-phase current signals, the temperature sensor on the rear-end PCB circuit board is used for detecting the working environment temperature of the motor, once surge overcurrent, three-phase current imbalance and overheating occur, the synchronous interlocking chip immediately releases a prohibition signal, and simultaneously, the front-end VMOS tube and the rear-end VMOS tube are locked and closed;

the middle frame support is a circular ring with a hole in the middle, the edge of the circular ring extends out of the stand of the middle frame support respectively, one end of the front-end stator iron core body is connected with the stand of the middle frame support, the other end of the front-end stator iron core body is connected with the stand of the front-end heat dissipation frame, one end of the rear-end stator iron core body is connected with the stand of the middle frame support, and the other end of the rear-end stator iron core body is connected with the stand of the rear-end heat dissipation frame;

the cooling water pipe is a round copper water pipe, after the cooling water pipe penetrates through a cooling water pipe hole of the middle frame support, the middle part of the copper water pipe is integrated with the middle frame support, one end of the copper water pipe is extended and embedded into an arc-shaped cooling water pipe groove A at the edge of the front-end stator iron core body, and the other end of the copper water pipe is extended and embedded into an arc-shaped cooling water pipe groove B at the edge of the rear-end rotor iron core body;

the middle part of the rotating shaft is a cylindrical iron core body, two caulking grooves are formed in the cylindrical iron core body, and during installation, the rotor iron core body raised heads at the front end and the rotor iron core body raised heads at the rear end are respectively inserted into the two caulking grooves of the cylindrical iron core body, so that a rotor whole is tightly formed.

The cooling water pipe is provided with a water inlet pipe orifice and a water outlet pipe orifice, the water inlet pipe orifice penetrates through the water inlet pipe orifice groove on the front end shell and then extends out of the motor, the water outlet pipe orifice penetrates through the water outlet pipe orifice groove on the rear end shell and extends out of the motor, and the water inlet pipe orifice is externally connected with a variable frequency speed regulating water pump.

The rotating shaft is embedded with a front bearing and a rear bearing, the front bearing is embedded into a step of the front end shell to be fixed, and the rear bearing is embedded into a step of the rear end shell to be fixed.

Furthermore, the front-end wire package and the rear-end wire package both adopt oxygen-free enameled copper wires with the conductivity of 109.0% of electrolytic copper.

Furthermore, a front end wire outlet hole is formed in the front end shell, and a rear end wire outlet hole is formed in the rear end shell.

Furthermore, the front-end heat dissipation frame and the rear-end heat dissipation frame are made of aluminum alloy materials, and the middle frame support is made of heat-resistant engineering plastics.

During assembly, the front-end VMOS tube is connected with the VMOS tube fixing hole C through a screw, and the rear-end VMOS tube is connected with the VMOS tube fixing hole D through a screw.

Drawings

FIG. 1 is a first external view of a three-phase permanent magnet DC brushless motor for driving an electric truck;

FIG. 2 is a first exploded view of a three-phase permanent magnet DC brushless motor for driving an electric truck;

FIG. 3 is a second exploded view of the three-phase permanent magnet DC brushless motor for driving an electric truck;

FIG. 4 is an exploded view of the internal construction of the front and rear housings removed;

FIG. 5 is an exploded view of the internal structure of the front housing and the rear housing removed;

FIG. 6 is an exploded view of the interior of the front housing and the rear housing removed;

FIG. 7 is an exploded view of the internal structure of the front and rear housings, with the front and rear housings removed;

FIG. 8 is an exploded view of the interior construction of the front and rear housings removed;

FIG. 9 is an exploded view of the interior construction of the front and rear housings, with the front and rear housings removed;

FIG. 10 is an exploded view seven of the internal construction with the front and rear housings removed;

FIG. 11 is an exploded view eight of the internal construction with the front and rear housings removed;

FIG. 12 is an exploded view nine of the internal construction with the front and rear housings removed;

FIG. 13 is an exploded view of the interior construction of FIG. 13 with the front and rear housings removed;

FIG. 14 is a first external view of the front PCB and the rear PCB;

FIG. 15 is a second external view of the front PCB and the rear PCB;

FIG. 16 is a view of the outline of the frame support;

FIG. 17 is a schematic external view of the front end core body, the front end rotor core body and the rotary shaft;

FIG. 18 is a schematic view of the rotating shaft, the front rotor core body, and the rear rotor core body;

fig. 19 is an exploded view of the rotary shaft, the front rotor core body, and the rear rotor core body.

Description of reference numerals:

1 front end housing

11 front end wire outlet hole

13 slotting at water inlet pipe orifice

2 rear end housing

21 rear end wire outlet hole

23 outlet pipe opening groove

3 rotating shaft

31 front bearing

32 rear bearing

33 caulking groove

4 front end radiating frame

41 front end heat radiation frame stand

42 front end heat radiation frame fan-shaped boss

43 VMOS tube fixing hole C

5 rear end heat radiation frame

51 rear end heat radiation frame stand

52 rear end heat radiation frame fan-shaped boss

53 VMOS pipe fixed orifices D

6 front end stator iron core body

61 front end wire bag

62 front end rotor iron core body

63 front end permanent magnet

64 front rotor core body raised head

65 arc-shaped cooling water pipe groove A

7 middle frame support

71 cooling water pipe

72 water inlet pipe mouth

73 water outlet pipe nozzle

74 center frame support cooling water pipe hole

75 middle frame support stand

8 rear end stator core body

81 rear end wire package

82 rear rotor core body

83 rear end permanent magnet

84 rear rotor core raised head

85 arc cooling water pipe groove B

9 front end PCB circuit board

91 front-end ARM chip

92 front-end driving chip

93 front VMOS tube

94 energy management chip

95 three-terminal device of power supply

96 power inductor

10 rear PCB

101 back end ARM chip

102 back-end VMOS pipe

103 rear end driving chip

104 synchronous interlocking chip

105 temperature sensor

Detailed Description

The invention will be further described with reference to the accompanying drawings and examples thereof.

In this embodiment, electric truck drives with three-phase permanent magnetism brushless DC motor, by front end shell (1), rear end shell (2), axis of rotation (3), front end heat dissipation frame (4), center support (7), rear end heat dissipation frame (5), front end PCB circuit board (9), rear end PCB circuit board (10), cooling water pipe (71), front end stator iron core body (6), front end solenoid (61), front end rotor iron core body (62), front end permanent magnet (63), rear end stator iron core body (8), rear end solenoid (81), rear end rotor iron core body (82), rear end permanent magnet (83) part is constituteed, its main points lie in:

the three-phase permanent magnet direct current brushless motor for driving the electric truck adopts a topological structure that double electromagnetic driving, double electronic circuit synchronous driving and external cooling water combination are combined into one, all the components are assembled in a shell surrounded by a front end shell (1) and a rear end shell (2), and a rotating shaft (3) extends out of a central hole of the front end shell (1);

the double electromagnetic driving part comprises a front end stator iron core body (6), a front end coil (61), a front end rotor iron core body (62), a front end permanent magnet (63), a rear end stator iron core body (8), a rear end coil (81), a rear end rotor iron core body (82) and a rear end permanent magnet (83), wherein the front end stator iron core body (6) and the rear end stator iron core body (8) are formed by laminating cold rolled silicon steel stamped sheets, an arc-shaped cooling water pipe groove A (65) is formed in the edge of the front end stator iron core body (6), and an arc-shaped cooling water pipe groove B (85) is formed in the edge of the rear end stator iron core body (8);

the front end rotor iron core body (62) and the rear end rotor iron core body (82) are formed by overlapping cold rolled silicon steel stamped sheets, annular grooves are stamped on the edges, close to the edges, of the front end rotor iron core body (62) and the rear end rotor iron core body (82), the front end permanent magnet (63) and the rear end permanent magnet (83) are made of neodymium iron boron magnetic materials, sintered into concentric unequal-circle magnetic steel tiles and then respectively embedded into the annular grooves on the front end rotor iron core body (62) and the rear end rotor iron core body (82), the arrangement can protect the fragile neodymium iron boron permanent magnet materials, greatly reduces the influence of high-torque lower shearing stress on the fragile neodymium iron boron permanent magnet materials, and can help the rotor iron core body with good heat transfer to quickly dissipate heat;

the dual-electronic circuit driving part comprises a front-end PCB (printed circuit board) 9, a front-end heat dissipation frame 4, a rear-end PCB (printed circuit board) 10 and a rear-end heat dissipation frame 5, wherein the front-end heat dissipation frame 4 and the rear-end heat dissipation frame 5 are both of cavity structures which are round in outside and hexagonal in inside, front-end heat dissipation frame stand pins 41 extend out of the front-end heat dissipation frame 4, and rear-end heat dissipation frame stand pins 51 extend out of the rear-end heat dissipation frame 5;

the front-end PCB circuit board (9) is of a hexagonal structure, a front-end ARM chip (91), a front-end driving chip (92), a front-end VMOS tube (93), an energy management chip (94), a power three-terminal device (95) and a power inductor (96) are welded on the front-end PCB circuit board (9), and then the front-end PCB circuit board (9) is installed at a front-end heat dissipation frame fan-shaped boss (42) in the front-end heat dissipation frame (4);

the rear-end PCB circuit board (10) is of a hexagonal structure, a rear-end ARM chip (101), a rear-end VMOS tube (102), a rear-end driving chip (103), a synchronous interlocking chip (104) and a temperature sensor (105) are welded on the rear-end PCB circuit board (10), and then the rear-end PCB circuit board (10) is installed at a rear-end heat dissipation frame fan-shaped boss (52) in a rear-end heat dissipation frame (5);

the front-end ARM chip (91) and the rear-end ARM chip (101) are connected and communicated through respective I/O ports, then the I/O port of the rear-end ARM chip (101) controls the synchronous interlocking chip (104) to synchronously release an enable or disable command to control the front-end driving chip (92) and the rear-end driving chip (103), the front-end driving chip (92) pushes the front-end VMOS tube (93), and the rear-end driving chip (103) pushes the rear-end VMOS tube (102);

an energy management chip (94) on a front-end PCB circuit board (9) detects U, V, W three-phase current signals, a temperature sensor (105) on a rear-end PCB circuit board (10) detects the working environment temperature of the motor, once surge overcurrent, three-phase current imbalance and overheating occur, a synchronous interlocking chip (104) immediately releases a prohibition signal, and a front-end VMOS tube (93) and a rear-end VMOS tube (102) are locked and closed;

the middle frame support (7) is a circular ring with a hole in the middle, the edge of the circular ring extends out of a middle frame support stand foot (75) respectively, one end of a front-end stator iron core body (6) is connected with the middle frame support stand foot (75) during assembly, the other end of the front-end stator iron core body (6) is connected with a front-end heat dissipation frame stand foot (41), one end of a rear-end stator iron core body (8) is connected with the middle frame support stand foot (75), and the other end of the rear-end stator iron core body (8) is connected with a rear-end heat dissipation frame stand foot (51);

the cooling water pipe (71) is a circular copper water pipe, after passing through a cooling water pipe hole (74) of the middle frame support, the middle part of the copper water pipe is integrated with the middle frame support, one end of the copper water pipe is extended and embedded into an arc-shaped cooling water pipe groove A (65) at the edge of the front-end stator iron core body (6), and the other end of the copper water pipe is extended and embedded into an arc-shaped cooling water pipe groove B (85) at the edge of the rear-end rotor iron core body (8);

the middle part of the rotating shaft (3) is a cylindrical iron core body, two caulking grooves (33) are formed in the cylindrical iron core body, and when the rotor shaft is installed, the front-end rotor iron core body raised head (64) and the rear-end rotor iron core body raised head (84) are respectively inserted into the two caulking grooves (33) of the cylindrical iron core body to tightly form a rotor whole.

The cooling water pipe (71) is provided with a water inlet pipe orifice (72) and a water outlet pipe orifice (73), the water inlet pipe orifice (72) penetrates through the water inlet pipe orifice slot (13) on the front end shell (1) and then extends out of the motor, the water outlet pipe orifice (73) penetrates through the water outlet pipe orifice slot (23) on the rear end shell (2) and extends out of the motor, and the water inlet pipe orifice (72) is externally connected with a variable frequency speed regulating water pump.

The rotating shaft (3) is embedded with a front bearing (31) and a rear bearing (32), the front bearing (31) is embedded into a step of the front end shell (1) for internal fixation, and the rear bearing (32) is embedded into a step of the rear end shell (2) for internal fixation.

The front end coil (61) and the rear end coil (81) both adopt oxygen-free enameled copper wires, and the conductivity of the oxygen-free enameled copper wires is 109.0% of that of electrolytic copper.

The front end shell (1) is provided with a front end wire outlet hole (11), and the rear end shell (2) is provided with a rear end wire outlet hole (21).

The front end heat dissipation frame and the rear end heat dissipation frame are made of aluminum alloy materials, and the middle frame support is made of heat-resistant engineering plastics.

During assembly, the front-end VMOS tube (93) is connected with the VMOS tube fixing hole C (43) through a screw, and the rear-end VMOS tube (102) is connected with the VMOS tube fixing hole D (53) through a screw.

Technical effects

In summary, the three-phase permanent magnet dc brushless motor for driving an electric truck according to the present invention has the following advantages:

in order to solve the power deficiency brought by driving an electric truck by a single motor, the invention designs a brand-new three-phase permanent magnet direct current brushless motor with double electromagnetic driving and double electronic circuit driving, and an external cooling water pipe is combined into one, the motor adopts a driving scheme of double stators, double rotors, a single driving shaft and double electronic circuits on a topological structure, and adopts a heat dissipation structure of the external cooling water pipe and a mode of multiple energy management, thereby realizing large torque and high power output and highlighting the characteristics of most system saving and optimal whole.

In order to solve the pushing problem under large torque, the invention designs a reasonable topological structure, the front-end heat dissipation frame, the rear-end heat dissipation frame and the middle frame support are built to support the front-end PCB circuit board and the rear-end PCB circuit board, and synchronous double-pushing type electronic driving is realized through a synchronous detection mode, so that the problem of possible insufficient power of a single three-phase permanent magnet brushless motor driving electric truck is solved, and the problem that the volume of the single motor tends to be large for enhancing the magnetic field intensity when the single motor is used for driving the electric truck is also solved.

In order to solve the motor heat dissipation problem, the three-phase permanent magnetism direct current brushless motor stator on imbed condenser tube, for reinforcing the radiating effect, condenser tube twines arc cooling water pipe groove A on the front end stator iron core body and the arc cooling water pipe groove B on the rear end stator iron core body in proper order, the external variable frequency speed governing water pump of water pipe inlet pipe mouth, cooling water can be according to the inside temperature rise automatically regulated pumping speed of motor.

In order to prevent accidents and aim at spontaneous combustion which is possibly caused by overheating and excitation during overcurrent in the running process of the motor, the design of the invention adopts an energy management chip in a driving structure.

In order to improve the fatigue resistance of the neodymium iron boron permanent magnet material, the neodymium iron boron permanent magnet material adopts a buried protection installation mode, and the front end permanent magnet and the rear end permanent magnet are all buried in the magnetic steel grooves of the front end rotor core body and the rear end rotor core body, so that on one hand, the fragile permanent magnet can be protected, and the influence of the shear stress under high torque on the permanent magnet can be reduced; on the other hand, the rotating shaft made of the iron core material with good heat transfer can help the rotating shaft to quickly dissipate heat.

The invention elaborately designs a novel rotor core body structure, the middle part of the rotating shaft is provided with a cylindrical core body, and during assembly, the cylindrical core bodies are respectively inserted into the front end rotor core body and the rear end rotor core body and then tightly form a rotor whole, so that the rotational inertia of the rotating shaft is greatly increased.

The three-phase permanent magnet direct current brushless motor for driving the electric truck is proved to be simple in topological structure, good in heat dissipation effect and strong in output through computer simulation, and really overcomes the worry that a user of the three-phase permanent magnet direct current brushless motor is concerned about loss of magnetism or magnetic saturation of the neodymium iron boron permanent magnet in a high-temperature environment. More importantly, the three-phase permanent magnet direct current brushless motor for driving the electric truck based on energy management is a self-evident innovative meaning in overcoming the explosion accident of the electric vehicle. In the past, only the energy management is needed in the aspect of Battery Management (BMS) and neglected that the three-phase permanent magnet direct current brushless motor also needs energy management, and only under the condition of double management, the explosion accidents of the electric vehicle can be really reduced, so that the market application prospect is quite wide.

It should be noted that innovation is the most great free tool held by humans. Since faradays discovered electromagnetic induction, motors that have been over 150 years old have had much room for development. Unfortunately, up to now, no cheap and good method for replacing the electromagnetic induction principle is found, but a three-phase permanent magnet direct current brushless motor for driving an electric truck is a new way, and good innovation attempts are made in the aspects of motor topology, electrical materials and electric control.

The above embodiments are merely exemplary, and hall position sensors are not shown in the present embodiment for reasons of common knowledge, but it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims

1. Three-phase permanent magnetism DC brushless motor is used in electric truck drive, by the front end shell, the rear end shell, the axis of rotation, front end heat dissipation frame, the center support, rear end heat dissipation frame, front end PCB circuit board, the rear end PCB circuit board, condenser tube, front end stator iron core body, the front end solenoid, front end rotor iron core body, front end permanent magnet, rear end stator iron core body, the rear end solenoid, rear end rotor iron core body, rear end permanent magnet part constitute, its characterized in that:

the three-phase permanent magnet direct current brushless motor for driving the electric truck adopts a topological structure that double electromagnetic drives, double electronic circuits are synchronously driven, and an external cooling water pipe is combined into one, the components are all assembled in a shell which is jointly surrounded by a front end shell and a rear end shell, and a rotating shaft extends out of a central hole of the front end shell;

the front-end ARM chip and the rear-end ARM chip are connected and communicated through respective I/O ports, and then the I/O port of the rear-end ARM chip controls the synchronous interlocking chip to synchronously release an enabling or disabling command to control the front-end driving chip and the rear-end driving chip, the front-end driving chip drives the front-end VMOS tube, and the rear-end driving chip drives the rear-end VMOS tube;

the middle part of the rotating shaft is a cylindrical iron core body, two caulking grooves are formed in the cylindrical iron core body, and when the rotor is installed, the front rotor iron core body raised head and the rear rotor iron core body raised head are respectively inserted into the two caulking grooves of the cylindrical iron core body, so that a rotor whole is tightly formed;

2. The three-phase permanent magnet dc brushless motor for driving an electric truck according to claim 1, characterized in that: the rotating shaft is embedded with a front bearing and a rear bearing, the front bearing is embedded into a step of the front end shell to be fixed, and the rear bearing is embedded into a step of the rear end shell to be fixed.

3. The three-phase permanent magnet dc brushless motor for driving an electric truck according to claim 1, characterized in that: the front end wire package and the rear end wire package are both made of oxygen-free enameled copper wires.

4. The three-phase permanent magnet dc brushless motor for driving an electric truck according to claim 1, characterized in that: the front end shell is provided with a front end wire outlet hole, and the rear end shell is provided with a rear end wire outlet hole.

5. The three-phase permanent magnet dc brushless motor for driving an electric truck according to claim 1, characterized in that: the front end heat dissipation frame and the rear end heat dissipation frame are made of aluminum alloy materials, and the middle frame support is made of heat-resistant engineering plastics.

6. The three-phase permanent magnet dc brushless motor for driving an electric truck according to claim 1, characterized in that: during assembly, the front-end VMOS tube is connected with the VMOS tube fixing hole C through a screw, and the rear-end VMOS tube is connected with the VMOS tube fixing hole D through a screw.