CN222531462U - Three-phase three-layer multi-rotor motor structure and hub motor - Google Patents
Three-phase three-layer multi-rotor motor structure and hub motor Download PDFInfo
- Publication number
- CN222531462U CN222531462U CN202420657595.7U CN202420657595U CN222531462U CN 222531462 U CN222531462 U CN 222531462U CN 202420657595 U CN202420657595 U CN 202420657595U CN 222531462 U CN222531462 U CN 222531462U
- Authority
- CN
- China
- Prior art keywords
- motor
- rotor
- wheel hub
- wall
- brake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000004804 winding Methods 0.000 claims abstract description 24
- 239000000498 cooling water Substances 0.000 claims description 73
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 61
- 238000001816 cooling Methods 0.000 claims description 41
- 230000002093 peripheral effect Effects 0.000 claims description 15
- 230000017525 heat dissipation Effects 0.000 claims description 14
- 238000006073 displacement reaction Methods 0.000 claims description 10
- 239000003921 oil Substances 0.000 claims description 6
- 230000008878 coupling Effects 0.000 claims description 4
- 238000010168 coupling process Methods 0.000 claims description 4
- 238000005859 coupling reaction Methods 0.000 claims description 4
- 238000005192 partition Methods 0.000 claims description 4
- 238000007789 sealing Methods 0.000 claims description 4
- 238000009423 ventilation Methods 0.000 claims description 3
- 239000012208 gear oil Substances 0.000 claims description 2
- 230000008901 benefit Effects 0.000 abstract description 6
- 238000013461 design Methods 0.000 description 14
- 238000010586 diagram Methods 0.000 description 10
- 239000000463 material Substances 0.000 description 10
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 8
- 229910052802 copper Inorganic materials 0.000 description 8
- 239000010949 copper Substances 0.000 description 8
- 238000004519 manufacturing process Methods 0.000 description 8
- 230000007246 mechanism Effects 0.000 description 5
- 229910000976 Electrical steel Inorganic materials 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 230000000149 penetrating effect Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000018109 developmental process Effects 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000004323 axial length Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000004146 energy storage Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000012827 research and development Methods 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
Landscapes
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Abstract
本实用新型公开了一种三相三层多转子电机结构及轮毂电机，电机结构包括沿主轴轴向安装的三个单相多转子电机组，它们均是由若干小电机组成的360度闭合环结构，其内转、定子交替排布，定子以绕线槽为中心两侧设半圆磁极，永磁体转子耦合相邻两侧定子半圆磁极构成一个小电机；三个电机组的转子均沿电机轴向一一对应设置，并由转子通轴同轴串接，且它们的磁场方向依次错开120度；还包括固定至主轴上的主轴齿盘，其既作为正时齿轮同各转子通轴上设置的小齿轮啮合以驱动三个电机组持续运转，同时又作为推力齿轮以输出电机扭矩。本实用新型同时提供的轮毂电机具有更高转速且效率更高而体积更小、重量更轻的优点。
The utility model discloses a three-phase three-layer multi-rotor motor structure and a hub motor. The motor structure includes three single-phase multi-rotor motor groups installed along the main shaft axis. They are all 360-degree closed loop structures composed of a number of small motors. The inner rotor and the stator are arranged alternately. The stator is provided with semicircular magnetic poles on both sides with the winding slot as the center. The permanent magnet rotor is coupled with the semicircular magnetic poles of the stators on both sides to form a small motor. The rotors of the three motor groups are arranged one by one along the motor axis, and are coaxially connected in series by the rotor through shaft, and their magnetic field directions are staggered by 120 degrees in sequence. It also includes a main shaft gear plate fixed to the main shaft, which not only acts as a timing gear to mesh with the small gears arranged on each rotor through shaft to drive the three motor groups to operate continuously, but also acts as a thrust gear to output the motor torque. The hub motor provided by the utility model has the advantages of higher speed and higher efficiency, smaller size and lighter weight.
Description
Technical Field
The utility model relates to a three-phase three-layer multi-rotor motor structure and a hub motor.
Background
The motor has been applied as the existing technology for more than 100 years, however, the application occasions of the motor are more and more, and higher requirements are also put forward on the motor, so that the current scientific research field generally focuses on how to improve the performance of the existing motor, and the development of a novel motor which is small in size, light in weight, high in efficiency, simple in structure and adaptable to more different application occasions is the main attack direction of research and development.
For the existing high-power motor, the motor design rotating speed is improved, so that the size, the weight and the efficiency can be reduced. However, since the rotor diameter of the high-power motor is large, the weight is heavy, the centrifugal force of the rotor rises exponentially due to the increase of the rotating speed, and the maximum rotating speed of the high-power motor is 20000 revolutions per minute in the case of the existing 200kw motor for vehicles, the physical limit of materials is approached, and therefore, the improvement of various performances can not be realized at higher rotating speeds.
In recent years, electric automobiles are rapidly developed, and the electric automobiles are becoming a great trend to replace fuel oil automobiles. The hub motor of the existing electric automobile is commonly provided with a three-phase synchronous motor, a three-phase asynchronous motor, an electromagnetic motor, a switch reluctance motor and the like, the basic structure is composed of a stator and a rotor and is connected with wheels through a reduction gear box and a differential mechanism, the motor is generally arranged between a front wheel axle and a rear wheel axle, the weight reduction of a driving unit represents a larger thrust weight ratio and less occupation of a member bin space for the electric automobile, and the motor is required to have light weight, small volume, high efficiency and other performances for running more mileage by using limited battery electric energy, so that the purpose of the motor is realized by adopting a mode of improving the rotation speed of the motor. However, as previously analyzed, the current hub motors for electric vehicles have a maximum rotational speed of 20000 rpm which is close to the physical limit of the material, and it is also impossible to achieve performance improvements at higher rotational speeds.
Of course, for the motor, the smaller the motor rotor is, the smaller the centrifugal force is, so that the higher rotating speed can be realized, and therefore, the multi-rotor motor is designed in the industry to solve the problem. Although some patent schemes of the multi-rotor motor exist at present, all the existing schemes have various problems and cannot be practically applied. For automobiles, particularly small automobiles, unsprung mass is an important factor influencing the operability, stability, comfort and energy consumption of the automobiles, so that all the current schemes related to hub motors have various problems, and no better practical scheme for realizing application exists so far, and the main reason is that the wheel rotating speed of a car at 100 km per hour is only one thousand revolutions per minute. In general, an in-wheel motor rotates synchronously with a wheel, and a synchronous motor which can meet the torque required by a general vehicle is unrealistic to output at a low rotation speed, and even if the in-wheel motor is adopted, unsprung mass is greatly increased, so that a plurality of performances of the vehicle are reduced. If the wheel side motor does not participate in unsprung mass, a set of extremely complex connecting mechanism is needed, and the cost is extremely high and the commercial value is low, so that the wheel side motor and the wheel side motor in the prior art are rarely applied.
Disclosure of Invention
The utility model aims to provide a three-phase three-layer multi-rotor motor structure which can realize higher rotating speed, higher working efficiency, small size, light weight and simple structure and has low magnetic pole magnetic circuit and small magnetic resistance of a single rotor and lower magnetic heat loss aiming at the defects of the prior high-power motor in the background art.
The technical scheme of the utility model is that the three-phase three-layer multi-rotor motor structure comprises three single-phase multi-rotor motor groups axially arranged along a main shaft of a motor and a main shaft fluted disc fixed on the main shaft and used for outputting motor torque, and is characterized in that each single-phase multi-rotor motor group is formed by circumferentially and serially arranging corresponding rotors and stators alternately, wherein a winding slot is arranged at the center of each stator and is used for winding a stator coil, corresponding semicircular magnetic poles are arranged at two sides of the center of the winding slot and are respectively coupled with two adjacent permanent magnet rotors, and each permanent magnet rotor is simultaneously coupled with the semicircular magnetic poles of the stators at two adjacent sides to form a small motor;
The rotors of the three single-phase multi-rotor motor sets are arranged in a one-to-one correspondence along the axial direction of the motor, the rotors of the three single-phase multi-rotor motor sets corresponding to each other in the axial direction are coaxially connected in series through the same rotor through shaft, and the magnetic field directions of the rotors are staggered by 120 degrees in sequence;
The main shaft fluted disc is meshed with the pinion fixed on each rotor through shaft, and when the main shaft fluted disc is meshed, the magnetic field directions of the rotors in each single-phase multi-rotor motor unit are kept consistent, so that the main shaft fluted disc is used as a timing gear of the rotors in three single-phase multi-rotor motor units for limiting the corresponding angle relation of magnetic fields of all the rotors so as to drive the rotors in each single-phase multi-rotor motor unit to continuously operate, and is also used as a thrust gear of the rotors in the three single-phase multi-rotor motor units so as to output motor torque.
Further, at least one of the rotor through shafts is provided with an angular displacement sensor for detecting the magnetic field angle and the angular velocity of the rotor in any one single-phase multi-rotor motor unit, the angular displacement sensor is used for controlling the rotating speed of the whole motor, and is one of a rotary transformer, an electromagnetic coil type sensor and a Hall sensor.
Further, the stator coil in the winding groove of the stator is wound by adopting a flat wire winding.
Further, the number of teeth of the pinion gear in the present utility model can be divided by 3.
The utility model further aims to provide a hub motor which is characterized by comprising the three-phase three-layer multi-rotor motor structure, so that the hub motor can be applied to an electric automobile as a power output part and has the advantage of rotating speed.
As practical application of the hub motor, the specific structure of the hub motor is further designed as follows:
On the basis of the three-phase three-layer multi-rotor motor structure, the hub motor further comprises a motor shell used for fixing the three single-phase multi-rotor motor units, and a motor end cover and a fluted disc end cover which are respectively fastened and fixed with the motor shell from two sides, a fluted disc oil chamber for sealing the fluted disc of the main shaft is formed between the motor shell and the fluted disc end cover, a main shaft is fixed at the center of the fluted disc of the main shaft, one end of the main shaft is led out through a central shaft hole arranged on the fluted disc end cover to fix a hub fixing flange, and is fixedly arranged on a hub on the inner side of an automobile tire through the hub fixing flange, the other end of the main shaft is supported in the motor shell through a bearing, the bearing comprises a bearing inner ring and a bearing outer ring, the bearing inner ring is fixed on the main shaft, the bearing outer ring is fixed with the motor shell, and the motor shell is fixed with a wheel fixing frame of the automobile. In the structural design of the hub motor, the bearing capacity of the vehicle body is directly transferred to the bearing outer ring by the tire and then acts on the wheel fixing frame, the motor shell, the bearing outer ring and the wheel fixing frame are fixed into a whole, and the motor shell only needs to provide the supporting force of the motor and does not bear the weight of the vehicle body, so that the strength requirement of the motor shell is greatly reduced, the weight is lightened, and the structure is extremely simple.
In the hub motor, the motor shell comprises a supporting end wall used for being buckled and fixed with the fluted disc end cover to form the fluted disc oil chamber, an outer annular wall formed on the supporting end wall and an inner annular wall positioned on the inner side of the outer annular wall, annular grooves used for embedding the three single-phase multi-rotor motor units are formed between the inner annular wall and the outer annular wall, an outer annular cooling water channel surrounding the annular grooves is arranged in the outer annular wall, an inner annular cooling water channel surrounding the annular grooves is arranged on the inner annular wall, the motor end cover is buckled with the motor shell to seal the outer annular cooling water channel and the inner annular cooling water channel, a water inlet is formed in the front end of the outer annular cooling water channel, the tail end of the outer annular cooling water channel is communicated with the front end of the inner annular cooling water channel, a water outlet is formed in the front end of the inner annular cooling water channel, the tail end of the inner annular cooling water channel is communicated with the front end of the outer annular cooling water channel, a water outlet is formed in the tail end of the outer annular cooling water channel, the bearing outer ring is fixed with the supporting end wall, and the wheel fixing frame is fixed with the inner annular cooling water.
In practical implementation, the periphery of the bearing outer ring can be formed with a plurality of positioning lugs, and corresponding positioning holes are formed in the positioning lugs and the supporting end wall and used for penetrating screws to fix the positioning lugs and the supporting end wall. And the periphery of the wheel fixing frame, the inner periphery of the inner annular wall and the inner periphery of the motor end cover can be provided with a plurality of positioning lugs corresponding to the positioning holes, and the positioning lugs are used for penetrating screws to fix the wheel fixing frame, the inner annular wall and the motor end cover.
Furthermore, in the hub motor of the present utility model, the outer annular cooling water channel and the inner annular cooling water channel are respectively provided with a water inlet end and a water outlet end which are separated by a partition plate, wherein:
The water outlet end of the outer annular cooling water channel is communicated with the water inlet end of the inner annular cooling water channel through a communicating water channel arranged in the motor end cover, and meanwhile, the motor end cover is provided with an end cover water inlet hole connected with the water inlet end of the outer annular cooling water channel and an end cover water outlet hole connected with the water outlet end of the inner annular cooling water channel, or the water outlet end of the inner annular cooling water channel is communicated with the water inlet end of the outer annular cooling water channel through a communicating water channel arranged in the motor end cover, and meanwhile, the motor end cover is provided with an end cover water inlet hole connected with the water inlet end of the inner annular cooling water channel and an end cover water outlet hole connected with the water outlet end of the outer annular cooling water channel;
And the motor end cover is also fixed with a cooling water cover, and the cooling water cover is provided with a water inlet interface connected with the water inlet hole of the end cover and a water outlet interface connected with the water outlet hole of the end cover.
In the structural design of the hub motor, the cooling water channels are arranged on the inner and outer annular walls of the motor shell, so that the two sides of the stator can obtain larger heat dissipation area, and a good heat dissipation effect is achieved.
In the hub motor, a hollow brake mounting column is arranged in the center of the supporting end wall, the bearing is located on the inner side of the brake mounting column, a brake chamber is defined among the supporting end wall, the inner annular wall and the bearing outer ring of the bearing of the motor shell, a drum brake is arranged in the brake chamber, the drum brake comprises a brake shoe and a brake drum, the brake shoe is fixed on the brake mounting column, the brake drum is fixed with the main shaft and located on the periphery of the brake shoe, and the wheel fixing frame is used as a brake chamber cover and is fixed with the motor shell to seal the brake chamber. Obviously, the motor shell is used as a mounting shell of the motor, a brake chamber and the inner annular wall as a bearing connection framework of the shock-absorbing connection device of the hub motor and the frame or the vehicle frame. The wheel mount is secured to the motor housing as a brake chamber cover to enclose the brake chamber.
In the hub motor, the rotor through shaft provided with the angular displacement sensor is led out through the opening on the motor end cover to be provided with the angular displacement sensor. The rotary transformer has the advantages of extremely simple structure and convenient installation, and is extremely easy to adjust the angle of the rotary transformer and the corresponding rotor relative to the rotary transformer of the existing magnetic induction motor.
In the hub motor of the present utility model, the top and bottom of the stator are provided with positioning protrusions, the outer wall surface of the inner annular wall is provided with positioning grooves matching with the positioning protrusions at the bottom of the stator, and the inner wall surface of the outer annular wall is provided with positioning grooves matching with the positioning protrusions at the top of the stator. The process for processing the motor shell is very simple, and meanwhile, the stator is embedded into the motor shell to obtain accurate positioning and play a good role in heat dissipation.
More preferably, the utility model further designs the following two air cooling structure schemes for the hub motor:
The air cooling structure scheme is that the hub comprises a hub inner ring fixed with a hub fixing flange and a hub outer ring connected with the hub inner ring through a plurality of connecting ribs, wherein the hub outer ring is positioned at the periphery of an outer annular wall, a cooling air channel for cooling a stator is formed between the hub outer ring and the outer annular wall, an air inlet of the cooling air channel is positioned at one end of the hub opposite to the wheel fixing frame, and an air outlet of the cooling air channel is positioned at one end of the hub where the wheel fixing frame is positioned;
An inner chamber of the brake chamber is formed between the inner periphery of the brake drum and the outer periphery of the brake mounting post, an outer chamber of the brake chamber is formed between the outer periphery of the brake drum and the inner periphery of the inner annular wall, when the wheel fixing frame is used as a brake chamber cover, a plurality of brake chamber air inlets communicated with the inner chamber and a plurality of brake chamber air outlets communicated with the outer chamber are formed on the wheel fixing frame, a brake drum cooling blade is arranged on the outer peripheral surface of the brake drum, and a plurality of inner cooling blades are formed on the inner peripheral surface of the inner annular wall.
The other air cooling structure scheme is that the hub comprises a hub inner ring fixed with a hub fixing flange and a hub outer ring connected with the hub inner ring through a plurality of connecting ribs, wherein the hub outer ring is positioned on the periphery of an outer annular wall, a cooling air channel for cooling the hub outer ring and the outer annular wall is formed between the hub outer ring and the outer annular wall, an air inlet of the cooling air channel is positioned at one end of the hub opposite to the wheel fixing frame, and an air outlet of the cooling air channel is positioned at one end of the hub where the wheel fixing frame is positioned;
The brake chamber air inlet cover is fixedly clamped between the fluted disc end cover and the supporting end wall, an air inlet gap is reserved between the brake chamber air inlet cover and the supporting end wall, a plurality of ventilation openings which are communicated with the cooling air duct and the air inlet gap are formed in the periphery of the brake chamber air inlet cover, a brake chamber air inlet which is communicated with the brake chamber and the air inlet gap is formed in the supporting end wall, a brake chamber air outlet which is communicated with the brake chamber is formed in the wheel fixing frame when the wheel fixing frame is used as the brake chamber cover, brake drum radiating blades are arranged on the peripheral surface of the brake drum, and a plurality of inner radiating blades are formed on the inner peripheral surface of the inner annular wall.
The utility model has the advantages that:
1. The three-phase three-layer multi-rotor motor provided by the utility model has the advantages that each single-phase multi-rotor motor component is of a 360-degree closed ring structure consisting of a plurality of small motors, magnetic circuits of all the small motors in the closed ring are completely closed, no magnetic field loss exists, wiring of adjacent stator coils in each single-phase multi-rotor motor group is extremely short, line loss is reduced, and the motor is beneficial to saving manufacturing materials of the whole motor and reducing production process.
In particular, on one hand, the two sides of the stator in each single-phase multi-rotor motor set are respectively used as the magnetic poles of the two adjacent rotors, and after the power is applied, the force for generating the magnetic field acts on the rotors at the two sides at the same time. On the other hand, due to the open structure design of the stator winding groove, the coil can be wound by a thin copper sheet flat wire, the groove filling rate is higher than that of any existing motor, and the copper heat loss is reduced, so that the motor efficiency is improved. Compared with the existing most efficient motor with the same power, the motor saves more than 50% of silicon steel sheets and copper materials, and compared with the traditional motor, the motor saves more than 95% of silicon steel sheets and copper materials. Furthermore, the winding process of the stator coil is simpler than any existing motor. And the upper side and the lower side of the magnetic pole of each stator are contacted with the inner wall surface and the outer wall surface of the motor shell, so that the contact area is large, the heat dissipation condition is effectively improved, the heat dissipation effect of the motor is improved, and compared with the traditional motor, other materials are saved to different degrees.
2. The whole design scheme of the utility model can obviously improve the rotating speed of the rotor, and the rated running rotating speed of the rotor forming each single-phase multi-rotor motor unit can reach a plurality of times of that of the high-power motor. All rotors are in transmission coupling with one main shaft fluted disc, so that the timing relation of all rotor angles is guaranteed, the effects of reducing speed and increasing torque are achieved, and the whole structure of the motor is simpler.
3. The utility model has the advantages of small volume, light weight, and can achieve half volume, light weight, even smaller and light weight of the existing high-speed motor according to the rotating speed, power and torque of the motor, and the light weight is only a few tenths of that of the traditional motor.
4. According to the whole design scheme, the output rotating speed and torque can be flexibly designed and configured by using different small motors and spindle gear plates with different sizes according to the requirements, more flexible power and rotating speed configuration is realized, a gearbox is not needed under the condition of using quite wide rotating speed compared with a common motor, the cost of the gearbox is saved, and more customized choices are provided.
5. The utility model has compact overall structure design, is axially short compared with the traditional motor, is especially suitable for special motor application occasions with requirements on axial length, improves the flexibility of the motor in various applications, shows remarkable superiority in high-power motor application, is extremely suitable for various high-power motors and special scenes, and also provides wider selectivity for innovative products in electric automobile hub motors and other fields.
6. The most complex process of traditional motor manufacturing process is wire winding, especially high-power motor, wherein wire winding, wire embedding and wire binding basically need manual operation. The middle and small power motor can be produced by adopting automatic winding equipment, but the equipment is extremely expensive, at least more than 1000 ten thousand of equipment is taken as an example, the investment is huge, and a whole set of equipment can only produce one product, has no universality and still needs more manpower. The winding process of the three-phase three-layer multi-rotor motor scheme is extremely simple, one winding device can be suitable for a motor with power of tens to hundreds of kilowatts only by replacing a simple tool, the universality is extremely strong, the full-automatic production is extremely easy to realize, the investment of one full-automatic production line does not exceed one tenth of that of the traditional motor device, and the unmanned production can be realized.
7. The utility model further designs the hub motor applied to the electric automobile on the basis of the three-phase three-layer multi-rotor motor structure, which well solves the following problems existing in the prior hub motor scheme:
A. firstly, due to the adoption of the multi-rotor structure, the stator and rotor are large in relative coupling area, the torque is large, the rotor is extremely small, the rotating speed can be increased to 5-10 ten thousand revolutions per minute, the motor can be used for converting electric energy more efficiently through the high-rotating-speed design, the requirement of a high-power motor on high energy efficiency is met, and therefore the energy efficiency level of the whole vehicle is improved. The motor is extremely light in weight, and the reduction ratio of about 20 times is arranged between the small rotor and the main shaft, so that the torque transmitted to the main shaft is greatly increased, otherwise, a plurality of rotors are stressed simultaneously, a large amount of energy storage energy is recovered during speed reduction, and the use of a brake mechanism is greatly reduced, so that a heavy caliper brake disc used by the existing automobile is not required, and the drum brake is adopted, so that the weight is reduced, and the structure of the hub motor is extremely compact.
B. The mass of the hub motor provided by the scheme can be controlled to be about 20 kg by taking a 50KW motor as an example, and the mass of a brake caliper and a brake disc of the existing class B car is generally more than 20 kg, so that the mass of the hub motor and a drum brake mechanism is equivalent to the unsprung mass of a caliper mechanism. The lightweight design helps to reduce overall vehicle mass, thereby improving energy efficiency and handling performance.
C. meanwhile, the scheme also omits a large number of transmission system parts of the existing electric automobile, reduces the weight, saves a large amount of materials compared with the traditional motor, is beneficial to reducing the manufacturing cost, has positive influence on sustainability and environmental protection, and accords with the sustainable development trend of modern automobile manufacturing.
D. The motor has the characteristics of short axial direction and large diameter, is extremely suitable for being installed in the existing automobile hub, vacates precious space of a passenger cabin, and improves the space utilization rate of the carriage.
Through the characteristics of improving the design of the rotor rotation speed, the large diameter and the short axial direction and the light weight, the hub motor of the scheme has obvious superiority in the aspects of energy efficiency, space utilization, quality, material use and the like, and provides powerful support for technical innovation in the field of electric automobiles.
In summary, the automobile hub motor is the only solution capable of realizing large-scale popularization and application.
Drawings
The utility model is further described below with reference to the accompanying drawings and examples:
FIG. 1 is a schematic perspective view of a general motor employing the three-phase three-layer multi-rotor motor structure of the present utility model;
FIG. 2 is a schematic view of the three-dimensional assembly structure of FIG. 1;
FIG. 3 is a main sectional view of FIG. 1;
FIG. 4 is a schematic diagram of a single-phase multi-rotor motor unit with a single-phase small motor;
FIG. 5 is a schematic perspective view of a stator in a small motor;
FIG. 6 is a schematic diagram of three single-phase multi-rotor motor sets with corresponding rotors connected in series by a single rotor shaft;
FIG. 7 is a schematic diagram of the rotor magnet field direction of the leftmost A-phase multi-rotor motor set of FIG. 6;
FIG. 8 is a schematic diagram of the rotor magnet field direction of the middle B-phase multi-rotor motor set of FIG. 6;
FIG. 9 is a schematic diagram of the rotor magnet field direction of the rightmost C-phase multi-rotor motor assembly of FIG. 6;
FIG. 10 is a schematic diagram of an assembled configuration of the three single-phase multi-rotor motor assembly of FIG. 1;
FIG. 11 is a cross-sectional view taken along line A-A of FIG. 10;
FIG. 12 is a cross-sectional view taken along the direction B-B in FIG. 10;
FIG. 13 is a cross-sectional view taken along the direction C-C in FIG. 10;
FIG. 14 is a schematic diagram of the positioning structure of a single-phase multi-rotor motor unit within a motor housing;
FIG. 15 is a schematic diagram of a magnetic circuit of a conventional single-phase AC motor;
FIG. 16 is a schematic diagram of a magnetic circuit of a conventional three-phase AC motor;
FIG. 17 is a schematic diagram of the magnetic circuit of a small motor in this case;
FIG. 18 is a perspective view of a wheel hub motor employing a three-phase three-layer multi-rotor motor configuration;
FIG. 19 is a schematic view of the perspective assembly of FIG. 18;
FIG. 20 is a main sectional view of FIG. 18;
FIG. 21 is a schematic view of the cooling water passage inside the motor housing of the in-wheel motor of FIG. 18;
FIG. 22 is a perspective view of a hub motor with an air-cooled structure;
FIG. 23 is a schematic view of the perspective assembly of FIG. 22;
FIG. 24 is a main sectional view of FIG. 22;
FIG. 25 is a schematic view of another perspective assembly of a wheel hub motor with an air cooling structure;
fig. 26 is a main sectional view of fig. 25.
In the figure, 1, a main shaft; A, A-phase multi-rotor motor unit; B, B phase multi-rotor motor unit, C, C phase multi-rotor motor unit, 2, spindle fluted disc, 3, rotor, 4, stator, 4a, winding slot, 4b, magnetic pole, 4c, positioning convex part, 5, stator coil, H, magnetic circuit, 6, rotor through shaft, 6a, pinion, 7, rotary transformer, 8, motor shell, 8a, support end wall, 8b, outer annular wall, 8c, inner annular wall, 8d, positioning groove, 9, motor end cover, 9a, communicating water channel, 9b, end cover water inlet hole, 9c, end cover water outlet hole, 10, fluted disc end cover, 11, hub fixed flange, 12, automobile tire, 13, hub, 13a, hub inner ring, 13b, hub outer ring, 14, bearing, 14a, bearing inner ring, 14b, bearing outer ring, 15, wheel fixing frame, 16, outer ring cooling water channel, 17, inner ring cooling water channel, 18, partition plate, 19, cooling water cover, 19a, water inlet interface, 19b, water outlet port, 20, brake mounting post, 21, 22, 24, rotor blade, 24, air inlet and outlet hole, 9a, 9b, end cover air inlet and air outlet hole, 9b, brake air inlet and air outlet hole, 30, 32, air inlet and air outlet hole, respectively, and air inlet and air outlet hole, respectively, of the brake blade cavity and brake cavity and air inlet and air outlet.
Detailed Description
Embodiment 1a three-phase three-layer multi-rotor motor structure provided in the present application is first described below with reference to fig. 1 to 13:
As shown in fig. 1, a general motor perspective structure using a three-phase three-layer multi-rotor motor structure is schematically shown, which has an a-phase multi-rotor motor unit A, B-phase multi-rotor motor unit B and a C-phase multi-rotor motor unit C three single-phase multi-rotor motor units mounted along the axial direction of a main shaft 1 of the motor, and a main shaft fluted disc 2 fixed to the main shaft 1 for outputting motor torque. As shown in fig. 2 and 3, as a general motor, three single-phase multi-rotor motor units are all accommodated in a motor housing 8, and two sides of the motor housing are respectively buckled with a motor end cover 9 and a fluted disc end cover 10, wherein a fluted disc oil chamber for sealing the fluted disc 2 of the main shaft is formed between the motor housing 8 and the fluted disc end cover 10, the main shaft 1 is fixed at the center of the fluted disc 2 of the main shaft, and one end of the main shaft 1 extends out through a central shaft hole arranged on the fluted disc end cover 10.
With further reference to fig. 4-5, each single-phase multi-rotor motor unit is formed by alternately circumferentially and serially installing corresponding rotors 3 and stators 4, wherein a winding slot 4a is arranged in the center of each stator 4 and used for winding a stator coil 5, corresponding semicircular magnetic poles 4b are arranged on two sides of the winding slot 4a as the center and are respectively coupled with two adjacent permanent magnet rotors 3, each permanent magnet rotor 3 is simultaneously coupled with the semicircular magnetic poles 4b of the stators 4 on two adjacent sides to form a small motor, and the stator coils 5 of the three single-phase multi-rotor motor units are in triangular connection or star connection.
And in particular with reference to fig. 6-9, the rotors 3 of the a-phase multi-rotor motor unit A, B and the C-phase multi-rotor motor unit C are arranged in a one-to-one correspondence along the motor axial direction, and the rotors 3 of the three single-phase multi-rotor motor units corresponding to each other in the axial direction are coaxially connected in series through the same rotor through shaft 6, and the magnetic field directions of the rotors are staggered by 120 degrees in sequence. And referring to fig. 2 and 3, in this embodiment, two angular displacement sensors for detecting the magnetic field angle of the rotor 3 are mounted on the rotor through shafts 6 disposed at intervals on the circumference of the single-phase multi-rotor motor unit, so as to control the rotation speed of the whole motor. And the rotor through shaft 6 to which the angular displacement sensor is mounted is led out through an opening in the motor end cover 9 to mount the angular displacement sensor, and the angular displacement sensor is an existing resolver 7. After the rotary transformers 7 are installed, the two rotary transformers 7 are covered and protected by a rotary transformer cover 33 fixed with the motor end cover 9.
Referring to fig. 2 and 3, the main shaft fluted disc 2 is in transmission coupling with each rotor through shaft 6, specifically, a pinion 6a is fixed on the rotor through shaft 6 and meshed with the main shaft fluted disc 2. And when in engagement, the magnetic field directions of the rotors 3 in each single-phase multi-rotor motor group are kept consistent, as shown in fig. 11-13, so that the main shaft fluted disc 2 is used as a timing gear of the rotors 3 of three single-phase multi-rotor motor groups to limit the corresponding angle relation of the magnetic fields of all the rotors 3 so as to drive the rotors 3 of each single-phase multi-rotor motor group to continuously operate, and is also used as a thrust gear of the rotors 3 of the three single-phase multi-rotor motor groups so as to output motor torque.
The number of teeth of the pinion 6a in this embodiment can be divided by 3.
In this embodiment, the stator coil 5 in the winding slot 4a of the stator 4 is wound with a flat wire winding. If the actually available thin copper sheet is wound by flat wires, the slot filling rate is higher than that of any existing motor, and the copper heat loss is reduced, so that the motor efficiency is improved. Compared with the existing most efficient motor with the same power, the motor saves more than 50% of silicon steel sheets and copper materials, and compared with the traditional motor, the motor saves more than 95% of silicon steel sheets and copper materials.
Referring to fig. 14, the motor housing 8 includes a supporting end wall 8a for being fastened to the fluted disc end cover 10 to form the fluted disc oil chamber, an outer annular wall 8b formed on the supporting end wall 8a, and an inner annular wall 8c located inside the outer annular wall 8b, and annular grooves for three single-phase multi-rotor motor sets are formed between the inner annular wall 8c and the outer annular wall 8 b. For each single-phase multi-rotor motor unit, the top and the bottom of each stator 4 are respectively provided with a circular arc-shaped positioning convex part 4c, the outer wall surface of the inner annular wall 8c is provided with a circular arc-shaped positioning groove 8d matched with the circular arc-shaped positioning convex part 4c at the bottom of the stator, and the inner wall surface of the outer annular wall 8b is provided with a circular arc-shaped positioning groove 8d matched with the positioning convex part 4c at the top of the circular arc-shaped stator 4, so that the motor shell 8 can be conveniently and accurately and stably installed and positioned on the stator 4 and the motor unit where the stator is positioned.
As shown in fig. 15-17, in the small motor of each single-phase multi-rotor motor unit in this embodiment, two sides of the stator 4 are respectively used as magnetic poles of two adjacent rotors 3, after being electrified, the force of the generated magnetic field acts on the rotors 3 at two sides simultaneously, compared with all kinds of existing motors, the path of the magnetic field is greatly shortened, the magnetic circuit H is extremely short, the magnetic resistance is extremely small, the magneto-thermal loss is reduced, compared with the existing three-phase alternating current motor, the magnetic circuit H of the single-phase alternating current motor is longer, and the magnetic circuit H of the single-phase alternating current motor is longest and is longer than the magnetic circuit H of the small motor in this case.
Embodiment 2 further referring to fig. 18-20, a specific embodiment of a hub motor including the three-phase three-layer multi-rotor motor structure is shown, wherein the three-phase three-layer multi-rotor motor structure can be described in embodiment 1, the three single-phase multi-rotor motor sets of the a-phase multi-rotor motor set A, B and the C-phase multi-rotor motor set C are accommodated in the motor housing 8, two sides of the motor housing 8 are respectively fastened to the motor end cover 9 and the gear cover 10, a gear oil chamber for sealing the spindle gear 2 is formed between the motor housing 8 and the gear cover 10, and the spindle 1 is fixed at the center of the spindle gear 2. The hub motor is characterized in that one end of the main shaft 1 is led out through a central shaft hole arranged on a fluted disc end cover 10 to fix a hub fixing flange 11, a hub 13 arranged on the inner side of an automobile tire 12 is fixed by the hub fixing flange 11, the other end of the main shaft 1 is supported and arranged in a motor shell 8 through a bearing 14, the bearing 14 comprises a bearing inner ring 14a and a bearing outer ring 14b, the bearing inner ring 14a is fixed on the main shaft 1, the bearing outer ring 14b is fixed with the motor shell 8, and the motor shell 8 is fixed with a wheel fixing frame 15 of the automobile.
In the structural design of the hub motor, the bearing capacity of the vehicle body is directly transferred to the bearing outer ring 14b by the automobile tire 12 and then acts on the wheel fixing frame 15, the motor shell 8, the bearing outer ring 14b and the wheel fixing frame 15 are fixed integrally, and the motor shell 8 only needs to provide the supporting force of the motor and does not bear the weight of the vehicle body, so that the strength requirement of the motor shell 8 is greatly reduced, the weight is reduced, and the structure is extremely simple.
As further shown in fig. 18-21, in this embodiment, the motor housing 8 includes a supporting end wall 8a for being fastened to the fluted disc end cap 10 to form the fluted disc oil chamber, an outer annular wall 8B formed on the supporting end wall 8a, and an inner annular wall 8C located inside the outer annular wall 8B, annular grooves for embedding three single-phase multi-rotor motor sets of a phase, B phase and C phase are formed between the inner annular wall 8C and the outer annular wall 8B, an outer annular cooling water channel 16 surrounding the annular grooves is provided in the outer annular wall 8B, an inner annular cooling water channel 17 surrounding the annular grooves is provided in the inner annular wall 8C, the motor end cap 9 is fastened to the motor housing 8 to close the outer annular cooling water channel 16 and the inner annular cooling water channel 17, a water inlet is provided at a head end of the outer annular cooling water channel 16, a tail end of the water inlet is communicated with a head end of the inner annular cooling water channel 17, and a water outlet is provided at a tail end of the inner annular cooling water channel 17.
In practical implementation, the outer periphery of the bearing outer ring 14b may be formed with a plurality of positioning lugs, and the positioning lugs and the supporting end wall 8a are provided with corresponding positioning holes for threading screws to fix the two.
As further shown in fig. 19 and 21, the outer annular cooling water channel 16 and the inner annular cooling water channel 17 are respectively provided with a water inlet end and a water outlet end which are separated by a partition plate 18, wherein:
the water outlet end of the outer annular cooling water channel 16 is communicated with the water inlet end of the inner annular cooling water channel 17 through a communicating water channel 9a arranged in the motor end cover 9, meanwhile, an end cover water inlet hole 9b connected with the water inlet end of the outer annular cooling water channel 16 and an end cover water outlet hole 9c connected with the water outlet end of the inner annular cooling water channel 17 are formed in the motor end cover 9, a cooling water cover 19 is further fixed on the motor end cover 9, and a water inlet interface 19a connected with the end cover water inlet hole 9b and a water outlet interface 19b connected with the end cover water outlet hole 9c are formed in the cooling water cover 19. In the structural design of the hub motor, the cooling water channels are arranged on the outer annular wall 8b and the inner annular wall 8c of the motor shell 8, so that the two sides of the stator 4 can obtain larger heat dissipation area, and a good heat dissipation effect is achieved.
Referring to fig. 19 and 20 again, in the hub motor of this embodiment, a hollow brake mounting post 20 is disposed at the center of the support end wall 8a, the bearing 14 is located inside the brake mounting post 20, a brake chamber 21 is defined between the support end wall 8a, the inner annular wall 8c of the motor housing 8 and the bearing outer ring 14b of the bearing 14, a drum brake is disposed therein, and includes a brake shoe 22 and a brake drum 23, the brake shoe 22 is fixed to the brake mounting post 20, the brake drum 23 is fixed to the spindle 1 and located at the periphery of the brake shoe 22, and the wheel holder 15 is fixed to the motor housing 8 as a brake chamber cover to close the brake chamber 21. In actual fixation, a plurality of positioning lugs corresponding to the positioning holes can be formed on the outer periphery of the wheel fixing frame 15, the inner periphery of the inner annular wall 8c and the inner periphery of the motor end cover 9, and are used for penetrating screws to fix the wheel fixing frame, the inner annular wall and the motor end cover.
Embodiment 3 in combination with fig. 22 to 24, the arrangement of cooling water passages (the outer annular cooling water passage 16 and the inner annular cooling water passage 17) in the motor housing 8 is eliminated on the basis of the hub motor of embodiment 2, and instead, an air cooling structure is provided, and the whole other structure can still be described in embodiment 2.
The hub motor is characterized in that the hub 13 comprises a hub inner ring 13a fixed with a hub fixing flange 11 and a hub outer ring 13b connected with the hub inner ring 13a through a plurality of connecting ribs, the hub outer ring 13b is positioned at the periphery of an outer annular wall 8b, a cooling air duct 24 for cooling a stator 4 is formed between the hub outer ring and the outer annular wall 8b, a cooling air duct air inlet 24a of the cooling air duct 24 is positioned at one end of the hub 13 opposite to the wheel fixing frame 15, a cooling air duct air outlet 24b is positioned at one end of the hub 13 where the wheel fixing frame 15 is positioned, a plurality of hub fan blades 25 are formed on the inner wall of the hub outer ring 13b, and a plurality of outer cooling blades 26 are also formed on the outer peripheral surface of the outer annular wall 8 b;
An inner chamber of the brake chamber 21 is formed between an inner periphery of the brake drum 23 and an outer periphery of the brake mounting post 20, an outer chamber of the brake chamber 21 is formed between an outer periphery of the brake drum 23 and an inner periphery of the inner annular wall 8c, a plurality of brake chamber air inlets 27 communicating with the inner chamber and a plurality of brake chamber air outlets 28 communicating with the outer chamber are provided on the wheel holder 15 as a brake chamber cover, and a brake drum heat dissipating fin 34 is provided on an outer peripheral surface of the brake drum 23 and a plurality of inner heat dissipating fins 29 are formed on an inner peripheral surface of the inner annular wall 8 c.
Obviously, the air cooling structure is additionally arranged in the embodiment, so that effective heat dissipation is ensured for three single-phase multi-rotor motor groups in the motor shell 8 and the brake in the brake cavity.
Embodiment 4. Referring again to fig. 25 to 26, the arrangement of cooling water passages (outer annular cooling water passage 16 and inner annular cooling water passage 17) in the motor housing 8 is eliminated on the basis of the hub motor of embodiment 2, and the hub motor of another air cooling structure is provided, and the whole other structure thereof can be still described in embodiment 2.
The hub 13 comprises a hub inner ring 13a fixed with the hub fixing flange 11 and a hub outer ring 13b connected with the hub inner ring 13a through a plurality of connecting ribs, the hub outer ring 13b is positioned at the periphery of the outer annular wall 8b, a cooling air duct 24 for cooling the stator 4 is formed between the hub inner ring and the outer annular wall 8b, a cooling air duct air inlet 24a of the cooling air duct 24 is positioned at one end of the hub 13 opposite to the wheel fixing frame 15, and a cooling air duct air outlet 24b is positioned at one end of the hub 13 where the wheel fixing frame 15 is positioned;
A brake chamber air inlet cover 30 is clamped and fixed between the fluted disc end cover 10 and the supporting end wall 8a, an air inlet gap 31 is reserved between the brake chamber air inlet cover 30 and the supporting end wall 8a, a plurality of ventilation openings 32 which are communicated with the cooling air duct 24 and the air inlet gap 31 are arranged on the periphery of the brake chamber air inlet cover 30, a brake chamber air inlet 27 which is communicated with the brake chamber 21 and the air inlet gap 31 is arranged on the supporting end wall 8a, a brake chamber air outlet 28 which is communicated with the brake chamber 21 is arranged on the wheel fixing frame 15 when the wheel fixing frame 15 is used as the brake chamber cover, brake drum radiating blades 34 are arranged on the outer peripheral surface of the brake drum 23, and a plurality of inner radiating blades 29 are formed on the inner peripheral surface of the inner annular wall 8 c.
The above embodiments are merely for illustrating the technical concept and features of the present utility model, and are not intended to limit the scope of the present utility model to those skilled in the art to understand the present utility model and implement the same. All modifications made according to the spirit of the main technical proposal of the utility model should be covered in the protection scope of the utility model.
Claims (12)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202420657595.7U CN222531462U (en) | 2024-04-01 | 2024-04-01 | Three-phase three-layer multi-rotor motor structure and hub motor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202420657595.7U CN222531462U (en) | 2024-04-01 | 2024-04-01 | Three-phase three-layer multi-rotor motor structure and hub motor |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN222531462U true CN222531462U (en) | 2025-02-25 |
Family
ID=94684295
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202420657595.7U Active CN222531462U (en) | 2024-04-01 | 2024-04-01 | Three-phase three-layer multi-rotor motor structure and hub motor |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN222531462U (en) |
-
2024
- 2024-04-01 CN CN202420657595.7U patent/CN222531462U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US9302577B2 (en) | Halbach array electric motor with substantially contiguous electromagnetic cores | |
| CN110481305B (en) | Automobile in-wheel motor driven by symmetrical arrangement of disc motor differential gear train | |
| CN201808440U (en) | Multiphase motor wheel driving system | |
| CN111769709A (en) | A unit module combined stator axial magnetic field geared hub motor | |
| KR20040101212A (en) | Electric motor drive assembly and its use in a hybridvehicle | |
| US20040212259A1 (en) | Wheel motor | |
| KR102318963B1 (en) | Multiple in wheel motor for Electric Vehicles with auxiliary driving motors which can drive at emergency | |
| CN101789667A (en) | Outer-rotor composite permanent-magnetic brushless in-wheel motor of electric vehicle | |
| WO2009126025A1 (en) | Device for generatingpower | |
| CN222531462U (en) | Three-phase three-layer multi-rotor motor structure and hub motor | |
| CN111224525A (en) | Axial magnetic field in-wheel motor assembly | |
| CN222531461U (en) | A unidirectional single-layer multi-rotor motor structure and a hub motor | |
| CN222072938U (en) | A three-phase single-layer multi-rotor motor structure and a hub motor using the same | |
| CN109768680A (en) | An electric bicycle has a gear hub motor | |
| CN211959028U (en) | Axial magnetic field in-wheel motor assembly | |
| CN118282126A (en) | Three-phase single-layer multi-rotor motor structure and hub motor using same | |
| CN118282127A (en) | Unidirectional single-layer multi-rotor motor structure and hub motor using same | |
| WO2024036062A1 (en) | Rotor-wheeled motor assembly with integrated inverter and cooling device for electric vehicles | |
| CN119030235A (en) | A three-phase three-layer multi-rotor motor structure and a hub motor using the same | |
| CN112644633B (en) | Stator rotary hub motor for electric bicycle | |
| CN214480208U (en) | Disc type motor and two-wheeled electric vehicle | |
| CN210724515U (en) | Coreless disc type hollow output shaft speed reduction driving motor | |
| CN108011471A (en) | Direct drive double wheel hub electric system | |
| CN219979316U (en) | Outer rotor rotary transformer for hub motor | |
| CN107512169B (en) | Electric wheel transmission mechanism and electric automobile thereof |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |