CN216530972U

CN216530972U - Hub motor heat dissipation device

Info

Publication number: CN216530972U
Application number: CN202122700389.9U
Authority: CN
Inventors: 罗波; 沈词书; 郑巍
Original assignee: Lima Vehicle Industry Group Co ltd
Current assignee: Lima Vehicle Industry Group Co ltd
Priority date: 2021-11-05
Filing date: 2021-11-05
Publication date: 2022-05-13
Anticipated expiration: 2031-11-05

Abstract

The utility model discloses a hub motor heat dissipation device, belongs to the technical field of electric vehicle motors, and solves the problems that a heat exchange motor on an existing electric vehicle is relatively complex in structure and inconvenient to assemble and set. The structure includes the fan, and the fan is located the tip outside of electric motor rotor, is equipped with drive mechanism between fan and rotor. The fan is provided with a wind pushing part and a shaft coupling part, the wind pushing part is arranged on the periphery of the shaft coupling part, and the shaft coupling part is circumferentially, rotatably and axially and fixedly sleeved on the motor shaft; the transmission mechanism comprises a plurality of starting magnets arranged at the end part of the rotor, the starting magnets are uniformly distributed along the circumferential direction of the rotor, and the end parts of the two adjacent starting magnets on the same side are arranged in a mode of opposite polarity; the shaft coupling part is provided with a plurality of driving magnets which are uniformly distributed along the circumferential direction of the rotor, and the end parts of the two adjacent driving magnets on the same side are arranged in a mode of opposite polarities; the number of the driving magnets is less than the number of the actuating magnets.

Description

Hub motor heat dissipation device

Technical Field

The utility model relates to an in-wheel motor, in particular to a device which is applied to the in-wheel motor and used for radiating the inside of the motor.

Background

The electric vehicle is taken as a portable vehicle, brings convenience for people's trip, can carry people and objects, and is a very important tool at home. The electric vehicle is provided with walking power by a motor, and the motor on the existing electric vehicle is usually arranged at the hub position of a rear wheel. The motor is marchd the in-process at the electric motor car, can receive the electricity and last for electric motor car output power, and stator and rotor in the motor can last the emergence relative rotation in the course of the work, these physics and mechanical action and make the motor can produce a large amount of heats after working a period, if produced heat can not fully derive in the motor, and in motor accumulation, this can bring the influence for the machinery and the physical properties of motor, long-time work back, can bring tired damage for the motor, thereby can influence the working property and the life of motor.

Chinese patent document (publication number: CN 106160340A) discloses a cooling structure of a permanent magnet motor, in particular to a totally-enclosed forced ventilation cooling structure of the permanent magnet motor. The utility model solves the problems of poor cooling performance and limited application range of the existing permanent magnet motor. A totally-enclosed forced ventilation cooling structure of a permanent magnet motor comprises a base, a front end cover, a rear end cover, a front bearing, a rear bearing, a stator structure and a rotor structure; the radial air inlet hole, the third ventilation gap, the axial ventilation hole, the first ventilation gap and the radial air outlet hole form a main cooling air path structure; the axial forward air outlet, the second ventilation gap and the axial forward air outlet form a front auxiliary cooling air path structure; the axial rear air inlet hole, the fourth air outlet gap and the axial rear air outlet hole form a rear auxiliary cooling air path structure together; the front end surface of the rotor core is fixed with a front fan blade; and a rear fan blade is fixed on the rear end surface of the rotor core. The utility model is suitable for the permanent magnet motor.

In order to adapt to the heat dissipation of the motor, the structure of the permanent magnet motor of the electric vehicle is relatively complex and inconvenient to set, and the heat dissipation of the interior of the motor cannot be well realized under the condition of low rotating speed of the electric vehicle.

SUMMERY OF THE UTILITY MODEL

The technical problems to be solved by the utility model are as follows: the heat dissipation device is convenient to set and can well meet the heat dissipation requirement of the electric vehicle in the working process.

In order to solve the technical problem, the technical scheme of the utility model is as follows: a heat dissipation device for a hub motor comprises a fan, wherein the motor comprises a stator and a rotor which are coaxially arranged together, a motor shaft is arranged at the axis position of the rotor, the fan is arranged on the outer side of the end part of the rotor, and a transmission mechanism is arranged between the fan and the rotor; the transmission mechanism comprises a plurality of starting magnets arranged at the end part of the rotor, the starting magnets are uniformly distributed along the circumferential direction of the rotor, and the end parts of the two adjacent starting magnets on the same side are arranged in a mode of opposite polarity; the shaft coupling part is provided with a plurality of driving magnets which are uniformly distributed along the circumferential direction of the rotor, and the end parts of the two adjacent driving magnets on the same side are arranged in a mode of opposite polarities; the number of the driving magnets is less than the number of the actuating magnets.

The size of the fan in the axial direction of the rotor is relatively small, and the fan is arranged in the axial size in the hub. The fan upper air pushing part is used for generating a turbulent flow effect in the motor when moving in the circumferential direction, and airflow is formed in the motor to accelerate heat dissipation; the shaft coupling part realizes the sleeve joint between the fan and the motor shaft. The fan and the motor rotor are respectively provided with the magnet, non-contact driving between the motor rotor and the fan is realized through the magnet, the quantity between the motor rotor and the fan is limited, and the motor rotor can accelerate the fan.

Furthermore, the air pushing part comprises a connecting ring and a plurality of blades, the blades are uniformly distributed in the circumferential direction of the connecting ring, and the outer end sides of the blades in the radial direction of the connecting ring are connected with the connecting ring into a whole. The blades are connected into a whole through the connecting ring, so that the strength of the blades can be effectively ensured, the blades do not need to be made thicker, the whole weight of the fan can be effectively reduced, and the fan is convenient to drive.

Furthermore, the two connecting rings are coaxially arranged together, and the blades are integrally formed between the two connecting rings. All the blades are connected into a whole through the two connecting rings, the strength of the blades is further ensured, the blades do not need to be too thick, the weight of the fan can be effectively reduced, and the fan is convenient to drive.

Furthermore, the coupling ring is a sheet-shaped body and is integrally cylindrical; the two ends of the two connecting rings in the axial direction are respectively level, and the two ends of the blades in the axial direction of the connecting rings are respectively level with the end parts of the connecting rings. The axial dimension of the connecting ring is larger than the thickness of the connecting ring, the blades are located in the axial dimension range of the connecting ring rail, the structure is compact, and the strength of the blades is convenient to guarantee. The two connecting rings can provide sufficient strength support for the blades, and the working efficiency of the blades can be effectively guaranteed.

Further, the portion of the vane between both ends of the coupling ring in the axial direction is C-shaped. This is well suited to the arrangement of the two coupling rings, facilitating the stirring of the air flow inside the motor by the blades.

Furthermore, a magnetic conduction plate is arranged between the driving magnet and the starting magnet, the magnetic conduction plate is made of iron, a plurality of magnetic conduction claws are formed at the outer edge of the magnetic conduction plate, a gap is formed between every two adjacent magnetic conduction claws, the number of the magnetic conduction claws is larger than that of the driving magnet, the number of the starting magnet is larger than that of the magnetic conduction claws, and the positions of the magnetic conduction claws in the radial direction of the rotor correspond to the positions of the starting magnet. Through the arrangement of the magnetic conduction plate, a plurality of magnetic conduction claws are formed at the outer edge of the magnetic conduction plate, and the magnetic conduction between the starting magnet and the driving magnet is facilitated due to the existence of the magnetic conduction claws, so that the magnetic loss is reduced, and the driving efficiency of the fan is improved.

Furthermore, an embedding groove is arranged on the end face, facing the rotor, of the magnetic conduction claw, and corresponds to the position of the driving magnet in the radial direction of the rotor. The caulking groove has the magnetism gathering function, and the conduction efficiency of the magnetic force can be improved. The magnets can be embedded in the embedded grooves, and the fan can be better suitable for driving the starting magnets through arrangement of the magnets.

Furthermore, an accelerating ring is arranged between the starting magnets and the driving magnets, the accelerating magnets are uniformly distributed on the accelerating ring along the circumferential direction, the same side ends of two adjacent accelerating magnets are arranged in a mode of opposite polarities, and the number of the accelerating magnets is between the number of the starting magnets and the number of the driving magnets. The fan and the rotor can be accelerated in a secondary mode through the arrangement of the accelerating ring and the arrangement of the accelerating magnets, so that the buffering effect is achieved, and the fan can be suitable for driving the starting magnets; on the other hand, also can effectively improve the slew velocity of fan at the during operation, even when the electric motor car low-speed travel, also can make the fan can produce effectual rotation, effectively stir the inside air of motor and form the air current to the inside heat distribution of balanced motor improves motor casing's heat transfer efficiency. The two-stage speed-increasing structure is adopted, so that the electric vehicle can effectively rotate the fan under the working conditions of low rotating speed, large torque and high heat yield, the heat balance inside the motor is facilitated, and a good protection effect can be provided for the motor.

Further, the number of accelerating magnets is an integral multiple of the number of driving magnets; the number of the actuating magnets is an integral multiple of the number of the accelerating magnets. This makes magnetic force transmission stability between start magnet and the drive magnet good, convenient setting.

Compared with the prior art, the utility model has the following beneficial effects: the fan is arranged in the motor, the fan rotates in the motor, air flow inside the motor can be stirred, heat is prevented from accumulating inside the motor, balance of heat inside the motor is facilitated, heat transfer efficiency of the motor shell can be effectively improved, and stability of work of the motor is guaranteed. Through set up non-contact's starter magnet and drive magnet in the motor, this space that has adapted to the motor inside well has made things convenient for the setting, is convenient for and drives the fan through the rotation of rotor and move in the motor to the air in the stirring motor forms annular air current. Through the injecing of quantity between start magnet and the drive magnet, and can realize accelerating the fan for when the rotor rotates, the fan can produce effectual relative rotation, can guarantee the job stabilization nature of fan, and is effectual to the inside thermal balance of motor.

Drawings

Fig. 1 is an exploded view of a hub with the present heat sink.

Fig. 2 is a perspective view showing the fan assembled with the actuating ring and the accelerating ring.

Fig. 3 is an exploded view of the structure shown in fig. 2.

Fig. 4 is an exploded view of the fan.

Fig. 5 is a structural view of a magnetic conductive plate according to an embodiment.

In the figure, 1, a hub; 2. a stator; 3. a motor shaft; 4. a rotor; 5. a start-up ring; 51. starting the magnet; 6. an acceleration ring; 61. an accelerating magnet; 7. a bearing; 8. a fan; 81. a drive magnet; 82. a blade; 83. a shaft coupling portion; 84. a coupling ring; 9. an end cap; 10. a magnetic conductive plate; 101. a magnetic conduction claw; 102. and (4) caulking grooves.

Detailed Description

With the help of the attached drawings of the specification, the hub motor heat dissipation device is arranged in the hub 1 of the rear wheel of the electric vehicle and used for dissipating heat of the motor arranged in the hub 1 so as to prevent the motor from generating local heat accumulation in the work process and realize heat balance in the motor, so that the hub 1 and the end cover 9 can fully participate in heat conduction, and the heat dissipation efficiency is improved. Fig. 1 shows an exploded view with the motor arranged in the cavity at the centre of the hub 1. A plurality of coils are arranged on the inner wall surface of the cavity of the hub 1 to form a stator 2 of the motor. The rotor 4 is coaxially and rotatably arranged in the stator 2, a motor shaft 3 is arranged at the axis position of the rotor 4, the motor shaft 3 is also used as a wheel shaft of the rear wheel of the electric vehicle, and two ends of the motor shaft 3 respectively extend out of two outer sides of the cavity of the hub 1. End covers 9 are respectively arranged at two ends of the cavity on the hub 1, and the end covers 9 are used for sealing the opening of the cavity. Two ends of the motor shaft 3 penetrate through the end cover 9 and then are connected with a rear bottom fork of the electric vehicle, so that the electric vehicle is supported by a rear wheel.

The structure of the heat dissipation device comprises a fan 8, wherein the fan 8 receives the power of the rotor 4 through a transmission mechanism, so that when the motor works and the rotor 4 rotates, the relative rotation of the fan 8 is realized, the gas in the motor is stirred in a rotating mode of the fan 8 to form airflow, and the heat balance in the motor is accelerated.

The fan 8 is integrally disc-shaped, and is distinguished according to the function, and the fan 8 is provided with a wind pushing part and a shaft coupling part 83, wherein the wind pushing part is annular, the wind pushing part is arranged on the periphery of the shaft coupling part 83, and the shaft coupling part 83 is sleeved on the periphery of the motor shaft 3 in a circumferential rotating and axial fixing manner. The air pushing part is used for stirring the air in the motor when the fan 8 rotates; the shaft coupling portion 83 is rotatably sleeved on the motor shaft 3 to realize radial support of the wind pushing portion. The air pushing part comprises two annular connecting rings 84, and the two connecting rings 84 are coaxially arranged together at intervals. The two coupling rings 84 are connected into a whole through a plurality of blades 82, the blades 82 are uniformly distributed in the interval between the two coupling rings 84 in the circumferential direction of the coupling rings 84, and the whole air pushing part is made of plastic or nylon materials and is integrally injection-molded.

The coupling ring 84 is a closed loop formed by a sheet-shaped body, the coupling ring 84 is cylindrical as a whole, and the vanes 82 are arc-shaped. Both ends of the coupling ring 84 in the axial direction are flush with each other, and both ends of the vane 82 in the axial direction of the coupling ring 84 are flush with the ends of the coupling ring 84, respectively. The portions of the vanes 82 between both ends of the coupling ring 84 in the axial direction are C-shaped, and the openings of these C-shaped portions are both directed toward the same side in the circumferential direction of the coupling ring 84. Through the design of the blades 82, when the fan 8 rotates, the blades 82 stir air inside the motor, so that a circulating air flow is formed inside the motor, heat balance of all parts inside the motor is promoted, and heat transfer efficiency of the motor shell is improved, so that heat is prevented from being locally accumulated inside the motor and affecting the use stability of the motor.

The shaft coupling part 83 is a sheet-shaped body, a bearing 7 is coupled at the position of the circle center of the shaft coupling part 83, and the outer edge of the shaft coupling part 83 is coupled with the inner circumferential surface of the inner side coupling ring 84. The air pushing portion and the shaft coupling portion 83 may be integrally injection molded of a homogeneous material.

The fan 8 is arranged outside one end of the rotor 4 and is positioned in the axial size range of the hub 1, and the end cover 9 is used for covering the outer opening part of the hub 1. The transmission mechanism is arranged between the rotor 4 and the stator 2 and is used for driving the fan 8 to rotate. The transmission mechanism comprises a plurality of starting magnets 51 fixed on the rotor 4, a sheet-shaped starting ring 5 is usually fixed at the end part of the rotor 4, and the starting ring 5 is made of non-magnetic conducting materials such as plastic, stainless steel or aluminum alloy. A starter ring 5 is fixed to the end of the rotor 4 by screws, the starter ring 5 being arranged perpendicularly to the motor shaft 3. A plurality of notches are formed in the actuating ring 5 in a circumferential direction, and one actuating magnet 51 is inserted into one notch. When the starting magnets 51 are provided, the same-side ends of the two adjacent starting magnets 51, which are in the axial direction of the rotor 4, are arranged with opposite polarities. On the shaft coupling portion 83 of the fan 8, a plurality of driving magnets 81 are provided corresponding to the positions of the starting magnets 51, the driving magnets 81 are uniformly distributed on a circumference, and the same side ends of two adjacent driving magnets 81, which also refer to the axial direction of the rotor 4, are arranged in a manner of opposite polarities. The number of drive magnets 81 is less than the number of actuator magnets 51, and typically the number of actuator magnets 51 is four to five times the number of drive magnets 81, so that approximately four to five times the speed of the fan 8 relative to the speed of the actuator ring 5 is increased. The fan 8 is also able to produce an effective rotation when the electric vehicle is subjected to heavy and slow running, with the stirring of the air flow taking place inside the motor.

The starting ring 5 and the fan 8 are spaced from each other, so that the fan 8 can be magnetically driven, a magnetic conducting plate 10 is arranged between the driving magnet 81 and the starting magnet 51, the magnetic conducting plate 10 is made of iron, and the magnetic conducting plate 10 is circumferentially, rotationally and axially fixedly sleeved on the motor shaft 3 through a bearing 7. A plurality of magnetic conduction claws 101 are arranged at the outer edge of the magnetic conduction plate 10, and an empty opening is arranged between two adjacent magnetic conduction claws 101. The magnetic conduction claws 101 correspond to the positions of the driving magnet 81 and the starting magnet 51, and the number of the magnetic conduction claws 101 is between the number of the driving magnet 81 and the number of the starting magnet 51, so that a two-stage speed increasing is formed between the starting ring 5 and the fan 8, the fan 8 can be well adapted to the driving of the starting ring 5, and the movement of the fan 8 is smooth in the working process. The magnetic conductive claw 101 is provided with a caulking groove 102 on a surface facing the start magnet 51, and the caulking groove 102 penetrates the magnetic conductive claw 101 in the circumferential direction of the magnetic conductive plate 10. Magnets may be provided in the slots 102, which are arranged at the axial ends of the rotor 4 with opposite polarities between adjacent magnets when the magnets are mounted.

In another embodiment, the accelerating ring 6 may be disposed between the driving magnet 81 and the actuating magnet 51, and the accelerating ring 6 may be made of plastic or stainless steel, or may be made of aluminum alloy. A plurality of accelerating magnets 61 are provided on the accelerating ring 6, and the same side ends of two adjacent accelerating magnets 61 are arranged in a manner of opposite polarities, and the end of the accelerating magnet 61 is located in the axial direction of the rotor 4. The position of the accelerating magnet 61 in the radial direction of the rotor 4 corresponds to the positions of both the driving magnet 81 and the starting magnet 51 in the radial direction of the rotor 4, the positions of the three in the radial direction of the rotor 4 are overlapped, and a gap is formed between the three in the axial direction of the rotor 3, so that a non-contact effect is realized. The number of accelerating magnets 61 is between the number of driving magnets 81 and the number of actuating magnets 51, the number of actuating magnets 51 is an integral multiple of the number of accelerating magnets 61, the number of accelerating magnets 61 is an integral multiple of the number of driving magnets 81, and the relationship therebetween is usually two times, that is, the number of actuating magnets 51 is twice the number of accelerating magnets 61; the number of accelerating magnets 61 is twice the number of driving magnets 81, and theoretically, the fan 8 will obtain an almost four-fold increase in speed when the starter ring 5 follows the rotation of the rotor 4.

Claims

1. A heat dissipation device for a hub motor comprises a fan, wherein the motor comprises a stator and a rotor which are coaxially arranged together, a motor shaft is arranged at the axis position of the rotor, the fan is arranged on the outer side of the end part of the rotor, and a transmission mechanism is arranged between the fan and the rotor; the transmission mechanism comprises a plurality of starting magnets arranged at the end part of the rotor, the starting magnets are uniformly distributed along the circumferential direction of the rotor, and the end parts of the two adjacent starting magnets on the same side are arranged in a mode of opposite polarity; the shaft coupling part is provided with a plurality of driving magnets which are uniformly distributed along the circumferential direction of the rotor, and the end parts of the two adjacent driving magnets on the same side are arranged in a mode of opposite polarities; the number of the driving magnets is less than the number of the actuating magnets.

2. The in-wheel motor heat sink according to claim 1, wherein the air pushing portion comprises a coupling ring and a plurality of blades, the blades are uniformly distributed in the circumferential direction of the coupling ring, and the blades are integrally connected with the coupling ring at the radial outer end side of the coupling ring.

3. The in-wheel motor heat sink of claim 2, wherein the number of the coupling rings is two, the two coupling rings are coaxially arranged together, and the blades are integrally formed between the two coupling rings.

4. The heat sink for hub motors as claimed in claim 3, wherein the coupling ring is a plate-shaped body, and the coupling ring is cylindrical as a whole; the two ends of the two connecting rings in the axial direction are respectively level, and the two ends of the blades in the axial direction of the connecting rings are respectively level with the end parts of the connecting rings.

5. The in-wheel motor heat sink according to claim 4, wherein the portion of the blade between the two ends of the coupling ring in the axial direction is C-shaped.

6. The in-wheel motor heat sink according to any one of claims 1 to 5, wherein a magnetic conductive plate is disposed between the driving magnet and the starting magnet, the magnetic conductive plate is made of iron, a plurality of magnetic conductive claws are formed at an outer edge of the magnetic conductive plate, a gap is formed between two adjacent magnetic conductive claws, the number of the magnetic conductive claws is greater than that of the driving magnet, the number of the starting magnet is greater than that of the magnetic conductive claws, and a position of the magnetic conductive claws in a radial direction of the rotor corresponds to a position of the starting magnet.

7. The heat sink for in-wheel motor according to claim 6, wherein a caulking groove is provided on the end surface of the magnetic conductive claw facing the rotor, and the caulking groove corresponds to the position of the driving magnet in the radial direction of the rotor.

8. The in-wheel motor heat sink according to any one of claims 1 to 5, wherein accelerating rings are provided between the actuating magnets and the driving magnets, the accelerating magnets are uniformly distributed on the accelerating rings along the circumferential direction, the same side ends of two adjacent accelerating magnets are arranged in a manner of opposite polarity, and the number of the accelerating magnets is between the number of the actuating magnets and the number of the driving magnets.

9. The in-wheel motor heat sink as claimed in claim 8, wherein the number of accelerating magnets is an integer multiple of the number of driving magnets; the number of the actuating magnets is an integral multiple of the number of the accelerating magnets.