CN209860750U - In-wheel motor assembly and vehicle - Google Patents

Abstract

The utility model provides a hub motor assembly and a vehicle, which relate to the field of vehicles. The in-wheel motor assembly includes a motor shaft connected to the drive shaft of the vehicle, a rotor, a stator opposite to the rotor and a control unit. The rotor is sheathed on the motor shaft, and the rotor is provided with permanent magnets. The stator is provided with an excitation winding, and the excitation winding and the permanent magnet induce a magnetic field to make the rotor rotate synchronously when energized. The control unit includes a SiC power device, which is arranged on the motor shaft and is used to control the operation of the hub motor. In the utility model, the control unit with SiC power devices is adopted to replace the Si power devices in the prior art, because SiC power devices have higher current density than Si power devices, thus reducing the volume of hub motors and further improving the Hub motor power density.

Description

A hub motor assembly and vehicle

technical field

The utility model relates to the field of vehicles, in particular to a hub motor assembly and a vehicle.

Background technique

In recent years, due to the dual pressure of energy and environmental protection, electric vehicles have become the research and development focus of the automotive industry, and electric vehicles driven by hub motors have attracted much attention. Hub motor is to place the motor at the hub of the wheel. The motor and the wheel are integrated. The wheel is directly driven by the motor. It does not have the heavy mechanical transmission system of traditional internal combustion engine vehicles. It is small in size, high in specific power, and has high transmission efficiency. It greatly simplifies the structure of the whole vehicle and reduces the weight and center of gravity of the whole vehicle, thereby reducing the battery consumption of electric vehicles and improving the stability of electric vehicles. The hub motor drive form is called the ultimate drive form of electric vehicles by the industry.

The motor controller using Si power devices in the prior art has the problem of low motor power density, and in order to dissipate heat for the in-wheel motor and the motor controller, a cooling system is provided, but the weight and The structure will be correspondingly complex.

Utility model content

One purpose of the first aspect of the present invention is to provide an in-wheel motor assembly to solve the problem of low power density of in-wheel motors in the prior art.

A further object of the first aspect of the invention is to simplify the structure of the motor.

The purpose of the second aspect of the utility model is to provide a vehicle.

According to the purpose of the first aspect of the utility model, the utility model provides a hub motor assembly, including:

The motor shaft is connected to the drive shaft of the vehicle;

The rotor is sleeved on the motor shaft, and the rotor is provided with a permanent magnet;

A stator disposed opposite to the rotor, the stator is provided with an excitation winding, and the excitation winding and the permanent magnet induce a magnetic field under energization so that the rotor rotates synchronously;

The control unit includes a SiC power device, the control unit is arranged at the motor shaft, and is used to control the operation of the hub motor.

Optionally, also include:

A heat dissipation module, the heat dissipation module includes a first heat dissipation rib and a second heat dissipation rib;

The first cooling ribs are arranged on the outer side of the rotor along the axial direction of the rotor, and are used to dissipate heat to the permanent magnets.

Optionally, also include:

a fixing piece, used to connect the stator to the motor shaft, the fixing piece includes a connection portion connected to the stator and a support portion connected to the motor shaft;

The control unit is fixed on the support part.

Optionally, the connecting part has opposite two sides, one side is connected with the stator, and the other side is connected with the support part and is provided with the second heat dissipation rib, and the second heat dissipation rib is used to provide The field winding on the stator dissipates heat.

Optionally, the second cooling ribs are evenly distributed on the connecting portion along the axial direction of the stator.

Optionally, the rotor is connected to the motor shaft through a bearing.

Optionally, also include:

The braking member is connected with the rotor and sleeved on the motor shaft, and is used for braking the vehicle.

Optionally, the control unit is an inverter.

According to the second aspect of the utility model, the utility model also includes a vehicle, the vehicle is installed with the motor assembly.

The utility model comprises a motor shaft, a rotor, a stator and a control unit connected with the drive shaft of the vehicle, the rotor is sleeved on the motor shaft and is provided with a permanent magnet, the stator is opposite to the rotor and is provided with an excitation winding, and the excitation winding and the Permanent magnets induce a magnetic field to keep the rotors turning in sync. The control unit includes a SiC power device, and the control unit is arranged at the motor shaft to control the operation of the hub motor. In the utility model, the control unit with SiC power device is adopted to replace the Si power device in the prior art, because the SiC power device has a higher current density than the Si power device, so the volume of the hub motor is reduced, and the hub motor can be reached. The requirement for lightweight motors further increases the power density of hub motors.

In addition, the utility model also includes a heat dissipation module, the heat dissipation module includes a first heat dissipation rib and a second heat dissipation rib, and the first heat dissipation rib is arranged on the rotor to dissipate heat to the permanent magnet. The second heat dissipation rib is arranged on the connection part, and is used for dissipating heat to the excitation winding on the stator, canceling the cooling system in the prior art, which improves the heat dissipation efficiency of the in-wheel motor and simplifies the structure of the motor.

According to the following detailed description of specific embodiments of the utility model in conjunction with the accompanying drawings, those skilled in the art will be more aware of the above and other objectives, advantages and features of the utility model.

Description of drawings

Hereinafter, some specific embodiments of the present utility model will be described in detail in an exemplary rather than restrictive manner with reference to the accompanying drawings. The same reference numerals in the drawings designate the same or similar parts or parts. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the attached picture:

Fig. 1 is a schematic structural diagram of an in-wheel motor assembly according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of a control unit of the in-wheel motor assembly shown in FIG. 1 .

Detailed ways

Embodiments of the present invention are described in detail below, examples of which are shown in the drawings, wherein the same or similar reference numerals represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the figures are exemplary and are intended to explain the present invention, but should not be construed as limiting the present invention.

Fig. 1 is a schematic structural diagram of an in-wheel motor assembly according to an embodiment of the present invention, and Fig. 2 is a schematic structural diagram of a control unit of the in-wheel motor assembly shown in Fig. 1 . As shown in FIGS. 1-2 , in a specific embodiment, an in-wheel motor assembly 100 may generally include a motor shaft 8 connected to a drive shaft of a vehicle, a rotor 9 , a stator 3 and a control unit 5 . The rotor 9 is sleeved on the motor shaft 8 and connected with the motor shaft 8 through the bearing 6 , and the permanent magnet 2 is arranged on the rotor 9 . The stator 3 is arranged opposite to the rotor 9 and is provided with an excitation winding 4 , and the excitation winding 4 and the permanent magnet 2 induce a magnetic field to make the rotor 9 rotate synchronously when energized. The control unit 5 includes a SiC power device 51 disposed on the motor shaft 8 for controlling the operation of the in-wheel motor.

In the utility model, a control unit 5 with a SiC power device 51 is used to replace the Si power device in the prior art, because the SiC power device has a higher current density than the Si power device, so the volume of the in-wheel motor is reduced, and further Increased in-wheel motor power density.

In addition, the operating temperature of the SiC power device 51 in the present invention can reach 3 times the operating temperature of the Si power device 51, while the maximum operating temperature of the Si power device 51 is 175°C, and the high temperature working capability of the SiC power device 51 reduces the The heat dissipation requirement of the hub motor can meet the requirement of natural cooling of the hub motor control unit 5 . In addition, the SiC power device 51 also has the advantages of high thermal conductivity, high breakdown electric field strength, high saturation drift rate, high thermal stability and chemical inertness.

In another embodiment, the in-wheel motor assembly 100 further includes a heat dissipation module 10, the heat dissipation module 10 includes a first heat dissipation rib 12 and a second heat dissipation rib 11, and the first heat dissipation rib 12 is arranged on the rotor 9 along the axial direction of the rotor 9. The outer side is used for cooling the permanent magnet 2. In addition, the first cooling ribs 12 are also used to dissipate heat to the rotor core. Specifically, the area of the first heat dissipation ribs 12 arranged on the rotor 9 is not smaller than the area of the permanent magnet 2, and the increase of the first heat dissipation ribs 12 mainly increases the heat dissipation area of the permanent magnet 2, further improving the permanent magnet 2 and the rotor iron. core cooling efficiency.

Further, the in-wheel motor assembly 100 also includes a fixing part 20 for connecting the stator 3 with the motor shaft 8 , and the fixing part 20 includes a connection part 22 connected with the stator 3 and a support part 21 connected with the motor shaft 8 . Further, the control unit 5 is fixed on the supporting part 21 . Integrating the control unit 5 inside the hub motor and fixing it on the supporting part 21 can reduce the weight and cost of the vehicle on the one hand, and can control the speed and torque of the vehicle more precisely on the other hand.

In addition, the connection part 22 has opposite two sides, one side is connected with the stator 3, and the other side is connected with the support part 21 and is provided with a second heat dissipation rib 11, and the second heat dissipation rib 11 is used for the excitation winding 4 on the stator 3. Heat dissipation improves the heat dissipation efficiency of the field winding 4. Specifically, the second heat dissipation ribs 11 are evenly distributed on the connecting portion 22 along the axial direction of the stator 3 , so that the excitation winding 4 dissipates heat more evenly.

The in-wheel motor assembly 100 also includes a braking member 7, which is connected with the rotor 9 and sleeved on the motor shaft 8, and is used for braking the vehicle, thereby improving the braking efficiency.

The hub motor assembly 100 further includes a tire 1 , which is arranged on the outermost side of the hub motor assembly 100 and connected with the rotor 9 .

In the utility model, the rotor 9 is provided with a first cooling rib 12 for cooling the permanent magnet 2 and the rotor core, and the fixing part 20 is provided with a second cooling rib 11 for cooling the excitation winding 4, which replaces the existing The cooling system in the technology meets the lightweight requirements of the hub motor and further simplifies the structure of the hub motor.

In yet another embodiment, the control unit 5 is an inverter, mainly including a capacitor ring 54 , a power module 53 , a drive circuit 52 and a control chip 55 . The working principle of the control unit 5 will be described below.

First, the control unit 5 generates an interactive circuit through PWM (Pulse Width Modulation) waves, and the control chip 55 transmits the command to the drive module 52 after receiving the command to the in-wheel motor, and the drive module 52 converts the command into the communication of the power module 53. to control and drive the hub motor to run. The control unit 5 mainly controls the voltage and current of the hub motor. In addition, the function of the capacitor ring 54 is to perform filtering processing. Due to the use of SiC power devices, the in-wheel motor assembly 100 does not need to be equipped with a complex cooling system, and the natural cooling method can meet the heat dissipation requirements. In addition, the volume of the control unit 5 using SiC power devices is 30% of the volume of ordinary controllers. Therefore, the weight of the entire hub motor is also reduced, which further meets the requirement of light weight.

The hub motor assembly provided by the utility model saves devices such as a clutch and a speed changer, and the transmission efficiency is greatly improved. On the one hand, for new energy vehicles, they are mainly driven by electricity, and hub motors can be used as the main driving force. For hybrid vehicles, the hub motor can act as a supplementary power for starting and accelerating, which can reduce fuel consumption by 30%, and at the same time achieve 80% braking energy recovery, improving the cruising range of the vehicle. On the other hand, the in-wheel motor integrates power, transmission, and braking in the wheel hub, greatly simplifies the chassis structure and saves space in the car, improves the space utilization of the car, and reduces its own weight by 30%. In addition, the in-wheel motor directly drives the wheel, which can control the speed and torque of the wheel with high precision without complicated operation instructions, so as to meet the driving needs under different working conditions.

The utility model also provides a vehicle, which is installed with the in-wheel motor assembly described in any one of the above-mentioned embodiments.

So far, those skilled in the art should recognize that although a number of exemplary embodiments of the present invention have been shown and described in detail herein, they can still be used according to the present invention without departing from the spirit and scope of the present invention. Many other variations or modifications that conform to the principles of the utility model are directly determined or derived from the disclosed content of the new model. Therefore, the scope of the present invention should be understood and deemed to cover all such other variations or modifications.

Claims (9)

1. An in-wheel motor assembly, comprising:

a motor shaft connected to a vehicle drive shaft;

the rotor is sleeved on the motor shaft, and a permanent magnet is arranged on the rotor;

the stator is arranged opposite to the rotor, an excitation winding is arranged on the stator, and the excitation winding and the permanent magnet induce a magnetic field to enable the rotor to synchronously rotate under the condition of electrifying;

and the control unit comprises a SiC power device and is arranged at the motor shaft and used for controlling the operation of the hub motor.

2. The in-wheel motor assembly of claim 1, further comprising:

the heat dissipation module comprises a first heat dissipation rib and a second heat dissipation rib;

the first heat dissipation ribs are arranged on the outer side of the rotor along the axial direction of the rotor and used for dissipating heat of the permanent magnets.

3. The in-wheel motor assembly of claim 2, further comprising:

the fixing piece is used for connecting the stator with the motor shaft and comprises a connecting part connected with the stator and a supporting part connected with the motor shaft;

the control unit is fixed on the support part.

4. The in-wheel motor assembly of claim 3,

the connecting portion has relative both sides, one side with the stator is connected, the opposite side with the supporting part is connected and is provided with the second heat dissipation muscle, the second heat dissipation muscle is used for giving excitation winding heat dissipation on the stator.

5. The in-wheel motor assembly of claim 3,

the second heat dissipation ribs are uniformly distributed on the connecting portion along the axial direction of the stator.

6. The in-wheel motor assembly of claim 1,

the rotor is connected with the motor shaft through a bearing.

7. The in-wheel motor assembly of claim 1, further comprising:

and the braking part is connected with the rotor, sleeved on the motor shaft and used for braking the vehicle.

8. The in-wheel motor assembly of claim 1,

the control unit is an inverter.

9. A vehicle fitted with an in-wheel motor assembly as claimed in any one of claims 1 to 8.