CN216625489U

CN216625489U - Motor shaft for motor, motor and vehicle comprising motor

Info

Publication number: CN216625489U
Application number: CN202122601147.4U
Authority: CN
Inventors: 邓钏; 杜国华; 诸葛昆
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2021-10-27
Filing date: 2021-10-27
Publication date: 2022-05-27
Anticipated expiration: 2031-10-27

Abstract

The present invention provides a motor shaft for a motor, comprising: a first shaft portion; a second shaft portion connected to the first shaft portion; and a coupling device disposed on the motor shaft and configured to selectively connect and disconnect the first shaft portion with the second shaft portion under the action of a magnetic field. The utility model also provides a motor comprising the motor shaft and a vehicle comprising the motor. By the technical scheme, the EM blocking loss can be effectively eliminated, and the driving range of the electric vehicle is improved.

Description

Motor shaft for motor, motor and vehicle comprising motor

Technical Field

The application relates to the field of vehicles, in particular to a motor shaft for a motor, a motor and a vehicle comprising the motor.

Background

Many vehicle manufacturers are producing electric and hybrid electric vehicles to improve fuel economy and reduce pollution. These vehicles include a traction battery and one or more electric machines powered by the battery. Each motor includes a stator and a rotor supported for rotation within the stator. The rotor is mounted on a shaft that is drivably connected to the drive wheel by one or more driveline components. Current flows through the stator windings to generate a magnetic field. The magnetic field generated by the stator may cooperate with permanent magnets on the rotor to generate torque. Torque generated by the electric machine is transmitted through the driveline components to the drive wheels to propel the vehicle.

A secondary drive unit (secondary drive unit) of an electric vehicle generally employs an induction motor or a permanent magnet motor. Induction motors have higher electrical drive losses but lower costs, while permanent magnet motors have lower electrical drive losses but higher costs. In addition, there are Electromagnetic (EM) drag losses (dragloss) in permanent magnet machines.

In this context, the inventors of the present invention have recognized that there is a need to provide a permanent magnet electric machine and a vehicle incorporating such a machine that can mitigate losses, thereby improving machine performance.

Disclosure of Invention

This disclosure summarizes aspects of the embodiments and should not be used to limit the scope of the utility model. Other embodiments are contemplated in accordance with the techniques described herein, as will be apparent to one of ordinary skill in the art upon study of the following figures and detailed description, and are intended to be included within the scope of the present application.

An advantage of the present invention is to provide a motor shaft for a motor, comprising:

a first shaft portion;

a second shaft portion connected to the first shaft portion; and

a coupling device disposed on the motor shaft and configured to selectively connect and disconnect the first shaft portion with the second shaft portion under a magnetic field.

According to an embodiment of the utility model, the coupling device comprises a trigger and an electromagnetic actuation device, wherein the trigger is arranged adjacent to the electromagnetic actuation device and the electromagnetic actuation device is arranged within the first shaft portion or the second shaft portion.

According to an embodiment of the utility model, the first shaft portion comprises a first end portion and the electromagnetic actuating device is arranged within the first end portion; the second shaft portion includes a second end connected with the first end, and the second end includes teeth engageable with the electromagnetic actuating device.

According to an embodiment of the utility model, the trigger comprises a ring and at least one coil arranged in the ring, and the electromagnetic actuating device comprises at least one magnetic element arranged in correspondence with the at least one coil and at least one elastic element connected to the magnetic element, the magnetic element being configured to assume a first position, in which it engages with the teeth to effect the connection of the first shaft part to the second shaft part, under the action of a magnetic field generated by the corresponding coil, and to move from the first position, in which it disengages from the teeth to disconnect the first shaft part from the second shaft part, under the action of a magnetic field generated by the corresponding coil.

According to one embodiment of the utility model, the first end is configured to be at least partially received in the second end, and the trigger is configured to be disposed at a periphery of the second end.

According to one embodiment of the utility model, the first end is configured to be partially received in the second end and the trigger is configured to be disposed on a periphery of a portion of the first end not received in the second end and at least partially in contact with the second end.

According to one embodiment of the utility model, the teeth are circumferentially internal or external teeth.

According to one embodiment of the utility model, the trigger is connected to a resolver stator of the electric machine and is powered by a power source provided on the resolver stator.

The utility model also provides a motor which comprises the motor shaft provided by the embodiment of the utility model.

The utility model also provides a vehicle comprising the motor according to the embodiment of the utility model.

Drawings

For a better understanding of the utility model, reference may be made to the embodiments illustrated in the following drawings. The components in the figures are not necessarily to scale, and related elements may be omitted, or in some cases the scale may have been exaggerated, in order to emphasize and clearly illustrate the novel features described herein. In addition, the system components may be arranged differently as is known in the art. Moreover, in the drawings, like reference numerals designate corresponding parts throughout the several views.

FIG. 1 shows a schematic block diagram of an exemplary electrified vehicle;

FIG. 2 shows a schematic diagram of an exemplary electric machine;

FIG. 3 illustrates another schematic diagram of an exemplary electric machine;

FIG. 4 illustrates a partial cross-sectional view of an exemplary electric machine;

FIG. 5 shows a schematic view of an exemplary motor shaft;

FIG. 6 shows another schematic view of an exemplary motor shaft;

FIG. 7 shows an exploded view of an exemplary motor shaft;

FIG. 8 shows a schematic view of an exemplary first shaft portion;

FIG. 9 shows a schematic view of an exemplary second shaft portion;

FIG. 10 shows a bottom schematic view of an exemplary first shaft portion;

FIG. 11 shows another bottom schematic view of an exemplary first shaft portion;

FIG. 12 shows a schematic diagram of an exemplary coil;

fig. 13 shows a schematic view of an exemplary motor shaft.

Detailed Description

The description provided below illustrates and shows in detail one or more specific embodiments in accordance with the principles of the present invention. This description is not intended to limit the utility model to the embodiments described herein, but is provided to explain and teach the principles of the utility model in such a manner as to enable those skilled in the art to understand them. After understanding, those skilled in the art can apply these principles not only to the embodiments presented in this disclosure, but also to other embodiments in light of these principles. The scope of the utility model is intended to cover all such embodiments, which come within the meaning and range of equivalents of the claims.

Moreover, in this document, relational terms such as first and second, upper and lower, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.

As mentioned in the background above, the inventors of the present invention have realized that in prior art solutions when applying a permanent magnet machine in a secondary drive unit, there is also a problem that Electromagnetic (EM) drag losses (drags loss) are present in the permanent magnet machine (in addition to mechanical drag losses) because the magnetic flux of the magnets induces eddy currents in the laminated core, thereby generating losses when the rotor rotates. This means that there is a case where EM drag loss exists in the permanent magnet motor when the motor is rotated in the secondary drive unit, and there may be EM drag loss even when the motor is not involved in driving the vehicle, which results in significantly affecting the driving range of the electric vehicle. Based on the problems in the prior art, the inventor of the present invention provides in one or more embodiments a motor shaft of a motor, a motor and a vehicle including the motor, which are believed to solve the problems in the prior art.

FIG. 1 depicts a block diagram 10 of an electric vehicle 12 in accordance with one or more embodiments of the present invention, the vehicle 12 including one or more electric machines 14 mechanically coupled to a hybrid transmission 16. The electric machine 14 may be capable of operating as a motor or a generator. Further, the hybrid transmission 16 may be mechanically connected to an engine 18. The hybrid transmission 16 may also be mechanically connected to a drive shaft 20, the drive shaft 20 being mechanically connected to wheels 22. The electric machine 14 may provide propulsion and retarding capabilities when the engine 18 is turned on or off. The electric machine 14 may also function as a generator and may provide fuel economy benefits by recovering energy that is typically lost as heat in a friction braking system. The electric machine 14 may also provide for reduced pollutant emissions, as the hybrid electric vehicle 12 may be operated in an electric mode or a hybrid mode under certain conditions to reduce the overall fuel consumption of the vehicle 12.

A traction battery (or battery pack) 24 stores and provides energy that may be used by the electric machine 14. The traction battery 24 may provide a high voltage DC output from one or more arrays of battery cells (sometimes referred to as a battery cell stack) within the traction battery 24. The battery cell array may include one or more battery cells. The traction battery 24 may be electrically connected to one or more power electronic controllers 26 through one or more contactors (not shown). One or more contactors isolate the traction battery 24 from other components when open and connect the traction battery 24 to other components when closed.

The power electronic controller 26 may also be electrically connected to the electric machine 14 and may be configured to transfer electrical energy bi-directionally between the traction battery 24 and the electric machine 14. For example, the traction battery 24 may provide a DC voltage, while the electric machine 14 may require a three-phase AC voltage to function. The power electronic controller 26 may convert the DC voltage to a three-phase AC voltage as required by the motor 14. In the regeneration mode, the power electronic controller 26 may convert the three-phase AC voltage from the electric machine 14 acting as a generator to the DC voltage required by the traction battery 24. The parts described herein are equally applicable to electric only vehicles. For an electric-only vehicle, the hybrid transmission 16 may be a gearbox connected to the electric machine 14, and the engine 18 may not be present.

In addition to providing energy for propulsion, the traction battery 24 may also provide energy for other vehicle electrical systems. The DC/DC converter 28 may convert the high voltage DC output of the traction battery 24 to a low voltage DC power source compatible with other vehicle loads. Other high voltage loads, such as compressors and electric heaters, may be connected directly to the high voltage without the use of the DC/DC converter 28. The low voltage system may be electrically connected to an auxiliary battery 30 (e.g., a 12V battery).

The battery controller 33 may be in communication with the traction battery 24. The battery controller 33 may be configured to monitor and manage the operation of the traction battery 24, such as by an electronic monitoring system (not shown) that manages the temperature and state of charge of each battery cell.

For example, the vehicle 12 may be an electric vehicle that includes components for a plug-in hybrid electric vehicle (PHEV), a Full Hybrid Electric Vehicle (FHEV), a Mild Hybrid Electric Vehicle (MHEV), or a Battery Electric Vehicle (BEV). The traction battery 24 may be recharged by an external power source 36. The external power source 36 may be a connection to an electrical outlet. The external power source 36 may be electrically connected to an Electric Vehicle Supply Equipment (EVSE) 38. The EVSE 38 may provide circuitry and controls for regulating and managing the transfer of electrical energy between the power source 36 and the vehicle 12. The external power source 36 may provide DC or AC power to the EVSE 38.

The EVSE 38 may have a charging connector 40 for plugging into the charging port 34 of the vehicle 12. The charging port 34 may be any type of port configured to transfer electrical power from the EVSE 38 to the vehicle 12. The charging port 34 may be electrically connected to a charger or power converter 32. The power converter 32 may regulate the power supplied from the EVSE 38 to provide the appropriate voltage and current levels to the traction battery 24. The power converter 32 may interface with the EVSE 38 to coordinate power delivery to the vehicle 12. The EVSE connector 40 may have pins that mate with corresponding recesses of the charging port 34.

Referring to fig. 2-4, an exemplary electric machine, generally referred to herein as electric machine 100, is illustrated in accordance with one or more embodiments of the present invention. In some embodiments for a vehicle, the electric vehicle 12 may include two electric machines, one of which may function primarily as a motor and the other of which may function primarily as a generator. The motor may be used to convert electrical power to mechanical power, and the generator may be used to convert mechanical power to electrical power. The electric machine 100 may include a stator 44 and a rotor 46, the stator 44 may define a cavity 50 for housing the rotor 46 and other components. The motor shaft 101, which is operably connected to the rotor 46, may drive the rotor 46 in rotation and/or transfer rotational energy generated by operation of the rotor 46 to one or more subsystems of the vehicle 12.

According to a first aspect of the present invention, there is provided a motor shaft 101 for a motor 100, as shown in fig. 5, which may include: a first shaft portion 110; a second shaft portion 120 connected to the first shaft portion 110; and a coupling device 130, the coupling device 130 being disposed on the motor shaft 101 and configured to selectively connect and disconnect the first shaft portion 110 and the second shaft portion 120 under the action of a magnetic field.

With continued reference to fig. 2-4, further reference is made to fig. 5-7, which illustrate an exemplary motor shaft 101, wherein fig. 5 and 6 illustrate assembled schematic views of the first shaft portion 110, the second shaft portion 120, and the coupling device 130, and fig. 7 illustrates an exploded schematic view of the first shaft portion 110, the second shaft portion 120, and the coupling device 130.

The first shaft portion 110 may include an end 111 and an end 112 opposite the end 111. Second shaft portion 120 may include an end 121 and an end 122 opposite end 121. In one embodiment, the end 111 may be engaged with the end 121 after assembling the first shaft portion 110 and the second shaft portion 120, e.g., the end 111 may be configured to be at least partially received in the end 121. The end 112 may be connected to a drive system of the vehicle 12 to transfer rotational energy generated by operation of the rotor 46 to the drive system. In another embodiment, the end 122 may be connected to a drive system of the vehicle 12 to transfer rotational energy generated by operation of the rotor 46 to the drive system. In other embodiments, end 112 or end 122 may be connected to other components where disconnection from motor 100 is desired.

The coupling device 130 according to embodiments of the present invention may be integrated in the motor shaft 101 and comprise a trigger 131 and an electromagnetic actuation device 135, wherein the trigger 131 may be arranged adjacent to the electromagnetic actuation device 135 and the electromagnetic actuation device 135 may be arranged within the first shaft part 110 or the second shaft part 120.

In the embodiment shown in fig. 5-7, the electromagnetic actuating device 135 may be disposed within the first shaft portion 110, for example, within the end 111 of the first shaft portion 110. The trigger 131 may be configured to be disposed about the periphery of the end portion 121 of the second shaft portion 120, and the end portion 121 may include a tooth 123 (shown in fig. 9) that is engageable with the electromagnetic actuating device 135, such that engagement and disengagement of the first shaft portion 110 and the second shaft portion 120 is achieved by engagement and disengagement of the tooth with the electromagnetic actuating device 135, as described elsewhere herein. Teeth 123 may be circumferentially internal teeth or circumferentially external teeth. In the embodiment shown in fig. 9, the teeth 123 are circumferentially internal teeth.

The electromagnetic actuating means 135 may comprise at least one magnetic element 136 and at least one elastic element 137 connected to the magnetic element 136, the magnetic element 136 being engageable and disengageable with the tooth 123, so that the engagement and disengagement of the first shaft portion 110 and the second shaft portion 120 is achieved by the engagement and disengagement of the tooth with the magnetic element 136. Referring to fig. 8 and 9, wherein fig. 8 shows a schematic view of an exemplary first shaft part 110 and fig. 9 shows a schematic view of an exemplary second shaft part 120. The end 111 of the first shaft part 110 comprises a base plate 115, which base plate 115 may serve as a cover plate for an electromagnetic braking device 135 provided in the end 111. In fig. 8, a portion of the magnetic member 136, such as the end portion 138, is shown, the remainder being obscured from view by the base plate 115. In other embodiments, the bottom plate 115 may also be omitted. The end 111 of the first shaft portion 110 may be at least partially inserted into the end 121 of the second shaft portion 120. In the embodiment shown in fig. 8 and 9, the end 111 is inserted into the end 121 such that each end 138 of the magnetic member 136 may engage with a corresponding one of the teeth 123 to thereby effect the connection of the first shaft portion 110 and the second shaft portion 120. In further embodiments, the end 111 may also be configured to be partially received in the end 121 and the trigger may be configured to be disposed about a portion of the end 111 not received in the end 121 and at least partially in contact with the end 121.

With further reference to fig. 10 and 11, with continued reference to fig. 5-9. In the embodiment shown in fig. 10 and 11, the electromagnetic actuating means 135 comprise four magnetic members 136 and four elastic elements 137 connected to the magnetic members 136. The magnetic members 136 may be spaced along the perimeter 113 of the end 111. The magnetic member 136 may have a hole (not shown) that may be provided on an end of the magnetic member 136 opposite the end 138 through which a mounting member 114, such as a pin or bolt, may pass to mount the magnetic member 136 on the first shaft portion 110 and the magnetic member 136 may pivot about the mounting member 114. One end of the resilient member 137 may be fixed to the end portion 111 and the other end may be coupled to the magnetic member 136, for example, by a mounting member 116 of a pin or bolt, and the resilient member 137 is configured to urge the magnetic member 136 to move toward a position extending beyond the periphery 113 of the end portion 111 (e.g., position a shown in fig. 11). The resilient element 137 may be a coil spring, however in other embodiments the resilient element may be a torsion spring, a leaf spring, or other component capable of urging the magnetic member 136 toward a position extending beyond the perimeter 113 of the end 111.

Trigger 131 may include a ring 133, at least one coil 132 disposed in ring 133, and at least one extension 134 extending from ring 133. As described above, the ring 133 may be disposed on the periphery of the second shaft portion 120, for example, as shown in fig. 5 and 6, the ring 133 may be sleeved on the periphery of the end portion 121 (not shown in fig. 5 and 6) of the second shaft portion 120. Extension 134 may be configured to secure trigger 131 to motor 100. Returning to fig. 3, in the embodiment shown in fig. 3, the extension 134 may be coupled to a Resolver stator (Resolver stator)140 disposed within the cavity 50 via fasteners 141 (e.g., bolts). In addition, the motor 100 may further include a power source for supplying power to the trigger 131. For example, in the embodiment shown in fig. 3, the power source 145 may be disposed on the resolver stator 140, and the power source 145 and the trigger 131 may be connected, for example, by a wire.

Referring to fig. 12, a schematic diagram of an exemplary coil is shown. In the embodiment shown in the figures, an annular development of the ring 133 is shown in order to illustrate the arrangement of the coil 132 inside the ring 133. As shown in the figure, the ring member 133 is provided with four coils 132 connected in sequence, and a positive electrode lead-out line and a negative electrode lead-out line at both ends in the expanded view are connected to a power source 145. When the power source 145 is turned on, the coil 132 is energized and generates a magnetic field.

The coils 132 may be disposed corresponding to the magnetic members 136, for example, in the embodiment shown in fig. 10 and 11, four coils 132 may be disposed corresponding to four magnetic members 136, respectively. When the coil 132 is energized, the coil 132 generates a magnetic field that can force the magnetic member 136 away from the corresponding coil in the annular member 133 against the biasing force of the elastic element 137, at which time the elastic element 137 is compressed toward the maximum compression limit, so that the magnetic member 136 can move from the position a shown in fig. 11 to the position B shown in fig. 10 under the action of the magnetic field; when the coil 132 is not energized, no magnetic field will be generated and, under the action of the elastic element 137, the magnetic member 136 tends to move towards a position extending beyond the periphery 113 of the end 111, which is close to the corresponding coil of the magnetic member 136, as shown in fig. 11. When the magnetic member 136 is in position a, the end 138 of the magnetic member 136 may engage with the teeth 123 on the second shaft portion 120 to achieve the connection of the first shaft portion 110 and the second shaft portion 120; when the magnetic member 136 is in position B, the end 138 of the magnetic member 136 may be disengaged from the teeth 123 to disconnect the first shaft portion 110 from the second shaft portion 120.

In one embodiment of the present invention, in the case where the end portion 112 of the first shaft portion 110 is connected to a driving device of the vehicle 12, the connection and disconnection of the first shaft portion 110 and the second shaft portion 120, and thus the connection and disconnection of the motor 100 to the driving system, may be controlled by the coupling device 130. When the motor 100 is operating to drive the vehicle 12, the coil may be left unenergized. The coil may be maintained in a "normally closed" state, i.e., an unenergized state, as desired, such as when the electric machine 100 is used to drive the vehicle 12. In this case, the magnetic member 136 may be in a position a, in which the magnetic member 136 (e.g., the end 138 of the magnetic member 136) may engage with the teeth 123 on the second shaft portion 120 to achieve the connection of the first shaft portion 110 with the second shaft portion 120, and thus the connection of the motor 100 with the drive system, such that the drive system rotates with the motor 100, and thus the transmission of torque; when the motor 100 is not operating, the coil may be energized. The coil may be maintained in a "normally open" state, i.e., energized, as desired, such as when the motor 100 is not being used to drive the vehicle 12. In this case, the magnetic member 136 may be in a position B in which the magnetic member 136 (e.g., an end 138 of the magnetic member 136) may be separated from the teeth 123 to disconnect the first shaft portion 110 from the second shaft portion 120, and thus the motor 100 from the driving system, such that the motor 100 does not rotate although the driving device is rotating, thereby eliminating EM retarding loss and improving the driving range of the electric vehicle. The coil may be energized by user operation, e.g., by way of a physical button, a virtual button, voice, etc., instructing the vehicle to energize the coil; the coil may also be energized automatically, for example, when the vehicle 12 is driven by the engine 18, the vehicle's controller may automatically set the coil to a "normally open" state, and when the vehicle 12 is driven by the motor, the vehicle's controller may automatically switch the coil to a "normally closed" state. In addition, the power-on state of the coil can be set according to a user-defined mode.

It will be appreciated by those skilled in the art that although a specific number of components, such as magnetic elements, spring elements, coils, etc., are shown in the above embodiments, other numbers of these components are also within the scope of the present invention.

Referring to fig. 13, a schematic diagram of an exemplary motor shaft 201 for a motor is shown, according to another embodiment of the present invention. The motor shaft 201 may include a first shaft portion 210, a second shaft portion connected to the first shaft portion 210, and a coupling device, which may be disposed on the motor shaft 201 and configured to selectively connect and disconnect the first shaft portion 210 and the second shaft portion 220 under the action of a magnetic field. The coupling means may comprise a trigger (not shown) and an electromagnetic actuating means 235, wherein the trigger is arranged adjacent to the electromagnetic actuating means 235 and is similar to the trigger 131 in the above described embodiment. In the embodiment shown in fig. 13, the second shaft portion 220 may be at least partially sleeved on the outside of the first shaft portion 210, the ring of the trigger may be sleeved on the outside of the second shaft portion 220, and the electromagnetic actuating device 235 may be fixed on the outside of the first shaft portion 210 and may be rotatable together with the first shaft portion 210. The electromagnetic actuator 235 may include a body 239, a magnetic member 236 extending from the body 239, and a resilient element 237 coupled to the magnetic member 236. The elastic member 237 may be a leaf spring, a coil spring, or other elastic member, and has one end connected to the magnetic member 236 and the other end fixed to the body 239. The second shaft portion 220 is provided with circumferential internal teeth 223 which can engage with an end 238 of the magnetic member 236.

One or more coils (not shown) may be included in the annular member and may be disposed to correspond to the magnetic member 236 in the circumferential direction. When the coil is energized, a magnetic field is generated which can force the magnetic member 236 away from the coil in the ring-shaped member against the biasing force of the resilient element 237, at which point the resilient element 237 is compressed toward the maximum compression limit, so that the magnetic member 236 can move under the action of the magnetic field from the position shown in fig. 13 in a direction to compress the resilient element 237; when the coil is not energized, no magnetic field will be generated and the magnetic member 236 tends to move in the direction of the teeth 223 by the resilient element 237. When the magnetic member 236 is in the position shown in fig. 13, the end 238 of the magnetic member 236 may engage with the teeth 223 to effect the connection of the first shaft portion 210 with the second shaft portion 220; when the magnetic member 236 is moved in a direction to compress the elastic member 237 to a position where the elastic member 237 is at the maximum compression limit, the end 238 of the magnetic member 236 may be separated from the teeth 223 to disconnect the first shaft portion 210 from the second shaft portion 220.

In one embodiment of the present invention, in the case where the first shaft portion 210 is connected to a driving device of the vehicle 12, the connection and disconnection of the first shaft portion 210 and the second shaft portion 220, and thus the connection and disconnection of the motor to and from the driving system, may be controlled by the coupling device. When the motor is operating to drive the vehicle 12, the coil may be left unenergized. In this case, the magnetic member 236 may be in the position shown in fig. 13, in which the magnetic member 236 (e.g., the end 238 of the magnetic member 236) may engage with the teeth 223 on the second shaft portion 220 to achieve the connection of the first shaft portion 210 and the second shaft portion 220, which may rotate together to achieve the connection of the motor to the drive system; the coil may be energized when the motor is not operating. In this case, the magnetic member 236 may be at a position where the elastic member 237 is at the maximum compression limit, in which the magnetic member 236 (e.g., the end 238 of the magnetic member 236) may be separated from the teeth 223 to disconnect the first shaft portion 210 from the second shaft portion 220, the first shaft portion 210 does not rotate with the second shaft portion 220, and thus the connection of the motor to the driving system is disconnected, so that the motor does not rotate although the driving device rotates, thereby eliminating EM blocking loss and improving the driving range of the electric vehicle.

Although fig. 13 illustrates that the annular member of the trigger can be sleeved outside the second shaft portion, in other embodiments, the trigger can be disposed inside the first shaft portion 210, and the magnetic member and the elastic member are correspondingly disposed, so that the magnetic member 236 can be engaged with and disengaged from the teeth 223 under the action of the magnetic field. That is, the inventive concept is not limited thereto.

It will be appreciated by those skilled in the art that although the above embodiments illustrate the case where the teeth on the second shaft portion are circumferentially internal teeth, it is within the scope of the present invention that the teeth are circumferentially external teeth, for example, the end of the second shaft portion may be at least partially received within the end of the first shaft portion, and the circumferentially external teeth of the second shaft portion may engage with the end of the magnetic member within the first shaft portion to effect the connection of the first shaft portion to the second shaft portion. The magnetic member may also be connected with an elastic element, which may be configured such that the magnetic member is biased toward the direction of the circumferential external teeth of the second shaft portion (i.e., radially inward direction). The trigger may be provided inside the second shaft portion so that when the coil inside the trigger is energized, a magnetic field is generated, and under the action of the magnetic field, the magnetic member is moved against the biasing force of the spring in a direction away from the circumferential external teeth of the second shaft portion (i.e., in a radially outward direction) so as not to be engaged with the circumferential external teeth, thereby disconnecting the first shaft portion and the second shaft portion.

Furthermore, it should be understood by those skilled in the art that although the specific structure and relative arrangement of the first shaft portion, the second shaft portion, and the coupling device are shown in the above embodiments, the specific structure and relative arrangement are shown as examples only, and other structures and relative arrangements are also included in the scope of the present invention. For example, the shaft portion located above in the embodiment of fig. 5 may also be the second shaft portion, and the shaft portion located below may also be the first shaft portion, and so on.

According to another aspect of the present invention, referring to fig. 2, there is also provided a motor 100 including a motor shaft according to an embodiment of the present invention.

According to yet another aspect of the present invention, as shown in FIG. 1, there is also provided a vehicle 12 incorporating an electric machine according to an embodiment of the present invention.

It will be appreciated that all the embodiments, features and advantages described above for the motor shaft for an electric machine according to the first aspect of the utility model apply equally, without conflict with each other, to an electric machine according to this further aspect of the utility model and to a vehicle according to a further aspect of the utility model. That is, all of the embodiments and variations thereof described above may be directly transferred to and incorporated herein. For the sake of brevity of the present disclosure, no repeated explanation is provided herein.

By the technical scheme of the utility model, the design of the motor shaft for the motor, which has the advantages of simple structure, few parts and convenient assembly, can be realized. Compared with the prior art, the motor shaft can effectively reduce or eliminate EM (electromagnetic) retardation loss and improve the driving range of the electric vehicle. Furthermore, the disclosed coupling device may be integrated into a motor shaft, which itself is a self-contained coupling device design, eliminating the need for additional components (e.g., clutches, other similar cut-off devices). The scheme provided by the utility model effectively utilizes the wiring part at the end part of the motor, fully utilizes the internal space of the motor, reduces the packaging (package), obtains compact motor design and saves the cost.

While preferred embodiments of the present invention have been shown and described herein, it will be obvious to those skilled in the art that such embodiments are provided by way of example only. Numerous variations, changes, and alternative embodiments will occur to those skilled in the art based on this disclosure without departing from the scope of the utility model. The features mentioned above in relation to different embodiments may be combined with each other to form further embodiments within the scope of the utility model, where technically feasible. It should be understood, therefore, that various alternatives to the embodiments of the utility model described herein may be employed in practicing the utility model.

Furthermore, it should be understood that the terms first shaft portion, second shaft portion, etc. are only used for the sake of clarity in describing the technical solutions of the present invention, and are not intended to limit the priority/importance or specific structure of the indicated portions in any way, and may be replaced by any other reasonable naming manners known to those skilled in the art.

In this application, the use of the conjunction of the contrary intention is intended to include the conjunction. The use of definite or indefinite articles is not intended to indicate cardinality. In particular, references to "the" object or "an" and "an" object are intended to mean one of many such objects possible. Furthermore, the conjunction "or" may be used to convey simultaneous features, rather than mutually exclusive schemes. In other words, the conjunction "or" should be understood to include "and/or". The term "comprising" is inclusive and has the same scope as "comprising".

This document is intended to explain how to fashion the disclosed technology and various embodiments in a manner that is not intended to limit the true, intended, and fair scope and spirit thereof. Moreover, the foregoing description is not intended to be exhaustive or to limit the scope to the precise form disclosed. Modifications and variations are possible in light of the above teachings. The embodiments were chosen and described to provide the best illustration of the principles of the described technology and its practical application, and to enable one of ordinary skill in the art to utilize the disclosed technology in various modifications as are suited to the particular use contemplated. Accordingly, variations and modifications of the above-described embodiments, without departing substantially from the spirit and principles of the technology described herein, are intended to be included within the scope of the present disclosure.

Claims

1. A motor shaft for a motor, comprising:

a first shaft portion;

a second shaft portion connected to the first shaft portion; and

2. The motor shaft of claim 1, wherein the coupling device includes a trigger and an electromagnetic actuation device, wherein the trigger is disposed adjacent the electromagnetic actuation device and the electromagnetic actuation device is disposed within the first shaft portion or the second shaft portion.

3. The motor shaft of claim 2, wherein the first shaft portion includes a first end portion, and the electromagnetic actuating device is disposed within the first end portion; the second shaft portion includes a second end connected with the first end, and the second end includes teeth engageable with the electromagnetic actuating device.

4. The motor shaft of claim 3, wherein the trigger includes a ring and at least one coil disposed in the ring, and the electromagnetic actuating device includes at least one magnetic member disposed in correspondence with the at least one coil and at least one elastic element connected to the magnetic member, the magnetic member being configured to assume a first position under the action of the corresponding elastic element and to move from the first position to a second position under the action of a magnetic field generated by the corresponding coil, the magnetic member being engaged with the teeth to effect the connection of the first shaft portion to the second shaft portion in the first position, and the magnetic member being disengaged from the teeth to disconnect the first shaft portion from the second shaft portion in the second position.

5. The motor shaft of claim 3, wherein the first end portion is configured to be at least partially received in the second end portion, and the trigger is configured to be disposed about a periphery of the second end portion.

6. The motor shaft of claim 3, wherein the first end is configured to be partially received in the second end and the trigger is configured to be disposed about a periphery of a portion of the first end not received in the second end and at least partially in contact with the second end.

7. The motor shaft of claim 3, wherein the teeth are circumferentially inner teeth or circumferentially outer teeth.

8. The motor shaft of claim 2, wherein the trigger is coupled to a resolver stator of the motor and is powered by a power source disposed on the resolver stator.

9. An electrical machine, characterized in that it comprises a motor shaft according to any one of the preceding claims 1-8.

10. A vehicle comprising the electric machine of claim 9.