CN219394594U - Driving motor with locking structure and motor vehicle - Google Patents

Abstract

The utility model discloses a driving motor with a locking structure, which comprises a motor shaft and a shell, wherein a movable locking piece is arranged on the motor shaft, and a fixed locking piece matched with the movable locking piece is arranged on the shell; the motor shaft is supported on the shell through a bearing, the bearing is provided with a bearing sleeve supported on the shell, an axially stressed damping piece is arranged in the bearing sleeve, the damping piece can push/pull the bearing, and the bearing and the motor shaft are relatively fixed; when the driving motor is powered off for a period of time, the damping piece can push/pull the motor shaft to move, so that the movable locking piece and the fixed locking piece are clamped, and the driving motor is locked. A motor vehicle having the drive motor is also disclosed. The utility model can realize the locking of the driving motor by using a simple and reliable structure so as to realize stable parking. The utility model has simple structure, low cost and strong reliability.

Description

Driving motor with locking structure and motor vehicle

Technical Field

The utility model relates to the field of automobiles, in particular to a driving motor with a locking structure and a motor vehicle.

Background

Currently, new energy automobiles are rapidly developed, and sales of the new energy automobiles are continuously increased. Therefore, the performance of new energy vehicles is also receiving more and more attention. Among these, the performance of the electric drive assembly, which is one of the core components of the new energy vehicle, is particularly appreciated by consumers. The electric drive assembly of the new energy automobile consists of a driving motor, a speed reducer, a transmission mechanism and a motor controller, and is used for outputting power and controlling the change of the power.

When a new energy automobile parks, the locking system adopted in the related technology is mainly a P-gear (parking gear) system, and the system needs an independent locking motor, a mechanical structure and a control system, so that the cost is high, the system is complex, and the failure rate is high. In the market competition of new energy automobiles, cost is one of important reference factors, and if the cost can be reduced and the due effect can be maintained, the competitiveness of vehicle products can be effectively improved.

In order to save the cost of the new energy automobile and improve the reliability of the locking structure, a new locking structure of the driving motor needs to be designed.

Disclosure of Invention

The present utility model aims to solve the technical problems in the related art at least to some extent. To this end, the utility model proposes a drive motor with a locking structure and a motor vehicle.

A driving motor with a locking structure comprises a motor shaft and a shell, wherein a movable locking piece is arranged on the motor shaft, and a fixed locking piece matched with the movable locking piece is arranged on the shell; the motor shaft is supported on the shell through a bearing, the bearing is provided with a bearing sleeve supported on the shell, an axially stressed damping piece is arranged in the bearing sleeve, the damping piece can push/pull the bearing, and the bearing and the motor shaft are relatively fixed; when the driving motor is powered off for a period of time, the damping piece can push/pull the motor shaft to move, so that the movable locking piece and the fixed locking piece are clamped, and the driving motor is locked.

The method has the following beneficial effects:

by arranging the movable locking piece and the fixed locking piece as locking structures, an independent locking motor is not required to be arranged, so that the structure required by parking of the new energy automobile becomes simple, and the cost is reduced. And the simple structure makes the reliability of locking structure higher, is difficult for breaking down. The damping piece is used for enabling the locking structure to delay and take effect, so that the use safety of the locking structure can be ensured.

Preferably, the motor shaft has two ends, and both ends are supported on two bearing seats of the housing through two bearings respectively.

Preferably, the movable locking member is a disk member extending along the circumferential direction of the motor shaft, and an axial protrusion is provided on the disk member; the fixed locking piece is a groove matched with the protrusion. The fixed locking piece and the movable locking piece are of a protruding groove structure, so that when the movable locking piece moves to the position where the fixed locking piece is located along with a motor shaft, the movable locking piece can be matched with the fixed locking piece, the motor shaft is locked, and stopping of a motor vehicle is achieved.

Preferably, the movable locking piece is a disk piece extending along the circumferential direction of the motor shaft, and an axial groove is arranged on the disk piece; the fixed locking piece is a bulge matched with the groove. The fixed locking piece and the movable locking piece are of a protruding groove structure, so that when the movable locking piece moves to the position where the fixed locking piece is located along with a motor shaft, the movable locking piece can be matched with the fixed locking piece, the motor shaft is locked, and stopping of a motor vehicle is achieved.

Preferably, the fixed locking member is disposed on a bearing seat of the housing.

Preferably, the fixed locking member and the movable locking member are located at the same end of the driving motor. The fixed locking piece and the movable locking piece are located at the same end of the driving motor, so that the locking can be realized when the motor shaft moves in a small axial direction, and the motor shaft is locked.

Preferably, the damping member is a damping spring.

Preferably, the damping spring is arranged at one end of the motor shaft, and/or the damping spring is also arranged at the other end of the motor shaft. The damping spring is arranged at one end of the motor shaft to push or pull the motor shaft, so that the motor shaft moves in the axial direction. The damping springs are arranged at the two ends of the motor shaft, the action directions are consistent, so that under the condition that one damping spring is damaged, the other damping spring can still ensure the normal operation of the locking structure, and the reliability of the whole structure is improved.

Preferably, the time of the driving motor in state transition is T1, the state transition time of the damping spring is T2, and T2> T1. The damping spring can only work when the driving motor has completed state conversion and stably converted into the driving motor or the generator, so as to prevent the driving motor from being damaged.

The utility model also provides a motor vehicle which comprises the driving motor with the locking structure. The motor vehicle provided by the utility model is similar to the driving motor with the locking structure in the beneficial effect reasoning process, and is not repeated here.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.

Drawings

Fig. 1 is a schematic view of a driving motor in an embodiment of the present utility model;

fig. 2 is a schematic diagram of a driving motor in an embodiment of the present utility model.

The motor comprises a motor shaft 1, a stator 2, a shell 3, a movable locking piece 4, a fixed locking piece 5, an output end 11, a support end 12, an output end bearing 13, a support end bearing 14, an output end bearing sleeve 15, a support end bearing sleeve 16, an output end bearing seat 17, a support end bearing seat 18, an output end spring 19 and a support end spring 20.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present utility model and should not be construed as limiting the utility model.

The specific structure of an embodiment of the present utility model is described below with reference to the accompanying drawings:

in this embodiment, the drive motor is an integral part of the electric drive assembly of the motor vehicle. The drive motor can convert the electric energy provided by the motor vehicle into mechanical energy and output the mechanical energy.

Specifically, the driving motor comprises a stator, a rotor and a motor shaft. The motor shaft is fixed with the rotor of the driving motor. The rotor is provided with a permanent magnet with a magnetic field. The outside of rotor is provided with the stator fixed with the casing, and the stator mainly includes stator core and stator winding two parts. In this embodiment, the stator winding may have two structures, i.e., distributed or centralized, and the specific structure of the stator winding is not limited in this embodiment. The stator core is formed by laminating a plurality of sheet-shaped stator core sheets with the same shape, and the stator winding is wound on the stator core. The stator core and the stator winding are common knowledge in the art, and are not described in detail herein.

When the driving motor works, the stator is electrified, and the electrified stator is three-phase alternating current, so that an alternating magnetic field can be generated. The magnetic field of the permanent magnet interacts with the alternating magnetic field to generate electromagnetic force, the electromagnetic force is divided into circumferential electromagnetic force and axial electromagnetic force, the circumferential electromagnetic force enables the rotor to rotate, and the axial electromagnetic force enables the rotor to be flush with the center of the stator. The rotor is fixed with the motor shaft, so that when the rotor rotates, the motor shaft can be driven to rotate, and the power for the rotation of the motor shaft outputs the power to the wheels through the transmission mechanism, so that the vehicle is driven.

In describing the principle of the driving motor, the driving motor type selected and described in this embodiment is a permanent magnet synchronous motor. It will be appreciated that the present embodiment is not limited to the type of drive motor, and the drive motor in the present embodiment may be an induction motor or other type of drive motor supporting energy recovery.

As shown in fig. 1 and 2, the present embodiment provides a drive motor including a motor shaft 1, a rotor (not shown), a stator 2, and a housing 3.

The motor shaft 1 is supported on the housing 3 of the drive motor by means of bearings, and in this embodiment the motor shaft 1 has two ends, one end being the output end 11 and the other end being the support end 12. The output 11 is supported on the housing 3 by an output bearing 13, and the housing 3 has an output bearing block 17 extending in the radial direction, and the output bearing block 17 is fixed to the output bearing housing 15. The output bearing housing 15 is in clearance fit with the output bearing 13 such that the output bearing 13 is axially slidable. The support end 12 is supported on the housing 3 by a support end bearing 14. The housing 3 has a radially extending support end bearing support 18, which support end bearing support 18 is fixed to the support end bearing housing 16. The support end bearing housing 16 is in clearance fit with the support end bearing 14 such that the support end bearing 14 is axially slidable.

The motor shaft 1 is in interference fit with the output end bearing 13 and the support end bearing 14, so that if the support end bearing 14 slides with the output end bearing 13, the motor shaft 1 is driven to slide. The present embodiment utilizes the principle related to the sliding of the motor shaft 1. In this embodiment, in order to lock the driving motor when the motor vehicle stops and prevent the sliding phenomenon, a locking structure is provided in the driving motor. If the locking structure is not provided, the rotation of the driving motor is not restricted, and if the vehicle is parked on a slope, the vehicle may slip due to the action of gravity. It is necessary to provide a locking structure in the drive motor, specifically, a movable locking member 4 is provided on the motor shaft 1, and a fixed locking member 5 is provided on the housing 3. As shown in fig. 1, the fixed locking member 5 is a plurality of axially protruding protrusions on the output end bearing seat 18 on the housing 3. The movable locking member 4 is a radially extending disk-like member with a groove on the motor shaft 1, and the movable locking member 4 is fixed to the motor shaft 1. The grooves on the movable locking member 4 are adapted to the shape of the protrusions on the fixed locking member 5.

In this embodiment, as shown in fig. 1, two elastic members are respectively disposed on the side surfaces of the two end bearings, a support end spring 20 is disposed on the side surface of the support end bearing 14, and an output end spring 19 is disposed on the side surface of the output end bearing 13. The support end spring 20 and the output end spring 19 may provide elastic force to the bearing so that the bearing may be moved in the axial direction.

When the driving motor needs to be locked, for example, when a driver needs to park the vehicle, the driving motor is powered off, and at this time, no alternating current is supplied to the stator winding, and the electromagnetic force between the stator 2 and the rotor is also eliminated. The motor shaft 1 is only subjected to the elastic force of the supporting end spring 20 and the output end spring 19. In this embodiment, the motor shaft 1 will move leftwards when it is only acted on by the spring force of the spring, so that the recess of the movable locking member 4 cooperates with the protrusion of the fixed locking member 5. The motor shaft 1 cannot rotate due to the cooperation of the movable locking piece 4 and the fixed locking piece 5, so that the locking of the driving motor is realized, and the phenomenon of sliding of a vehicle during parking is avoided.

When the driver wants to start the vehicle, the driving motor is in a locked state because the vehicle is in a parking state, the driving motor is in a non-working state and has no electromagnetic force, and the elastic force of the supporting end spring 20 and the output end spring 19 can make the fixed locking piece 5 and the movable locking piece 4 match, so the driving motor is in a locked state. At this time, as shown in fig. 2, the motor shaft is in a leftward moving state, and the center of the stator 2 in the axial direction is not flush with the center of the rotor in the axial direction. However, in order to successfully start the vehicle, the driving motor needs to be unlocked from the locked state. For this purpose, the drive motor needs to be started, and the stator windings in the stator 2 are energized. When power is applied to the stator winding, a magnetic field is generated. Since the center of the stator 2 in the axial direction and the center of the rotor in the axial direction are still in an uneven state at this time, the magnetic field generated by the stator winding and the magnetic field of the permanent magnet in the rotor are subjected to an interleaving action in the axial direction. This will cause an electromagnetic force to be generated between the stator 2 and the rotor axially to the right, causing the rotor and the motor shaft to move together to the right, thereby aligning the stator 2 with the centre of the rotor. In this embodiment, the electromagnetic force is generated by the drive motor, and is relatively large enough to enable the rotor to overcome the above-described elastic force, pushing the rotor to move rightward after the vehicle is started, so that the stator 2 is automatically flush with the center of the rotor. At the same time as the motor shaft 1 moves rightward, it is easily understood that the movable locking member 4 moves rightward together to be separated from the fixed locking member 5, unlocking the driving motor, and thus the vehicle can be started normally.

The above is only the state of the drive motor when the vehicle is parked and started, while the vehicle is in operation there are other operating states, and the energy recovery phenomenon occurs when the vehicle is switched in different states, for example, when the vehicle is changed from a constant speed to a deceleration. Energy recovery is a mechanism commonly employed in motor vehicles employing a drive motor as a source of power output. When the motor vehicle is converted from normal running to deceleration, the controller of the driving motor controls the stator 2 not to be electrified actively, and at the moment, the movement direction of the rotor is not changed because the motor vehicle is still running, the driving motor is still coupled with the wheels through the transmission mechanism of the vehicle, and the rotor can be driven to rotate continuously by the rotating wheels. And because the rotor is a permanent magnet, at the moment, the stator winding cuts the magnetic induction wire, the stator winding generates induction current, and the induction current can enter a battery of the driving motor to charge the battery. At this time, since the stator winding cuts the magnetic induction lines, a torque opposite to the moving direction of the rotor is generated to the rotor, so that the rotor is decelerated. The energy recovery mechanism of the motor vehicle adopts the driving motor as a power output source. As can be seen from the above, in the energy recovery mechanism, a short current interruption will occur in the stator winding, and the electromagnetic force of the stator 2, which is flush with the rotor, will disappear for a short period of time, which is T1, due to the current interruption of the stator winding. After the time is over, the driving motor is converted from a power consumption state of originally providing power to a power supply state, and the battery is continuously charged. When the motor vehicle is converted from deceleration to uniform speed or acceleration, the energy recovery mechanism disappears, and the driving motor is changed from a power supply state during deceleration to a power consumption state for providing power. When the drive motor is switched from a power supply state to a power consumption state, a short current interruption of the stator winding can occur, and the time is also T1.

As can be seen from the above, when the driver drives the motor vehicle to decelerate, or when the deceleration is converted to acceleration, the drive motor is deenergized for a short time (the duration is T1). If the locking structure is locked in the time T1 when the driving motor is powered off, and the vehicle is still in a running state at this time, the rotor of the driving motor still has a tendency to rotate under the driving of the wheels, but the motor shaft 1 is already locked by the movable locking member 4 and the fixed locking member 5, which will cause damage to the driving motor. Even, abrupt locking of the drive motor will result in abrupt locking of the wheels, while the vehicle is still moving under inertia, which may risk a runaway of the vehicle. Thus, it is necessary to make the motor shaft 1 start to move after the power-off T1 time of the driving motor.

In order to enable the motor shaft 1 to start moving after the power-off time T1 of the driving motor, the elastic piece used is a damping piece, in particular a damping spring. The damping spring has the characteristic of delayed effect, and when the elastic element is the damping spring, the state change time of the supporting end spring 20 and the output end spring 19 is T2, and T2 is more than T1. This makes the supporting end spring 20 and the output end spring 19 exert elastic force on the motor shaft 1 after the state switching of the driving motor is completed, so that the locking structure of the driving motor is safe and reliable.

While the driver is driving the vehicle to park, the power-off time will be greater than T2, so that the output end spring 19 and the support end spring 20 have sufficient time to take effect. As shown in fig. 1 and 2, the output end spring 19 provides a leftward pulling force on the bearing, while the support end spring 20 provides a rightward pushing force on the bearing. The output end spring 19 and the support end spring 20 together provide an axially leftward force, so that the motor shaft 1 moves leftward. In turn, the movable locking member 4 is brought into contact with the fixed locking member 5 in the axial direction, and is locked by the projections and recesses of the fixed locking member 4 and the movable locking member 5. The motor shaft cannot rotate, and parking can be completed. Because the driving motor can be powered off for a long time when the vehicle is parked, the rotor is not rotated any more. Therefore, there is no need to consider the problem caused by the energy recovery mechanism of the drive motor when parking.

As described above, in the present embodiment, when the driving motor is operated, the electromagnetic force generated between the stator 2 and the rotor should be greater than the elastic force generated by the deformation of the spring. Thus, as shown in fig. 1, when the driving motor is operated, the generated electromagnetic force can overcome the elastic force generated by the deformation of the spring, so that the motor shaft 1 moves rightward, unlocking the driving motor. In the present embodiment, when the driving motor is not operated, the motor shaft 1 is biased to the left, and at this time, springs which may be provided at both ends are in a natural state. Then, when the driving motor is operated, the motor shaft 1 is moved rightward by the electromagnetic force, and the supporting end spring 20 is in a compressed state and the output end spring 19 is in a stretched state. When the parking is needed, after the power of the driving motor is cut off, the electromagnetic force disappears, and the elastic force generated by the springs at the two ends can enable the motor shaft to deviate leftwards, so that the motor shaft is locked.

It is to be understood that although in the present embodiment, damping springs are provided at both ends of the motor shaft. While in alternative embodiments a damping spring may be provided at only one end. It will be readily understood by those skilled in the art that the object of the present utility model can be achieved by providing a damping spring at one end of the motor shaft. Of course, the damping springs are arranged at the two ends of the locking structure, so that when the damping springs at one end are damaged or fail, the normal action of the locking structure can be ensured, and the reliability of the locking structure is improved.

It will be appreciated that in this embodiment, in the state shown in fig. 1, the output end spring 19 is in tension while the support end spring 20 is in compression. In alternative embodiments, it is also possible to provide that only the output end spring 19 is in tension or only the support end spring 20 is in compression, since only a spring force acting to the left in this state is to be ensured.

It can be understood that in the present embodiment, the movable locking member 4 and the fixed locking member 5 are disposed at one end of the output end 11. In an alternative embodiment, the movable locking member 4 and the fixed locking member 5 may be disposed at the support end 12. When the movable locking member 4 and the fixed locking member 5 are provided at one end of the output end 11, the damper spring is required to be provided to provide an elastic force to the output end 11, and when the movable locking member 4 and the fixed locking member 5 are provided at the support end 12, the damper spring is required to be provided to provide an elastic force to the support end 12.

It will be appreciated that in this embodiment, the movable locking member 4 is provided with a recess and the fixed locking member 5 is a protrusion. In an alternative embodiment, the movable locking member 4 may be provided with a protrusion, and the fixed locking member 5 may be a recess in the bearing housing.

It will be appreciated that the motor shaft 1 may be allowed to rotate through an angle while parking. Thus, when the motor shaft moves axially, the movable locking piece 4 and the fixed locking piece 5 can collide without being matched, and the movable locking piece and the fixed locking piece are not matched until the motor shaft rotates for a certain angle. In normal parking, the vehicle is allowed to move a small amount, and thus the motor shaft 1 can be operated to rotate a certain angle in parking.

In the present utility model, unless explicitly stated or limited otherwise in the examples, the terms "mounted," "connected," and "fixed" as used in the examples should be interpreted broadly, e.g., the connection may be a fixed connection, may be a removable connection, or may be integral, and it may be understood that the connection may also be a mechanical connection, an electrical connection, etc.; of course, it may be directly connected, or indirectly connected through an intermediate medium, or may be in communication with each other, or in interaction with each other. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to specific embodiments.

While embodiments of the present utility model have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the utility model, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the utility model.

Claims (10)

1. The driving motor with the locking structure comprises a motor shaft (1) and a shell (3), and is characterized in that a movable locking piece (4) is arranged on the motor shaft (1), and a fixed locking piece (5) matched with the movable locking piece (4) is arranged on the shell (3);

the motor shaft (1) is supported on the shell (3) through a bearing, the bearing is provided with a bearing sleeve supported on the shell (3), an axially stressed damping piece is arranged in the bearing sleeve, the damping piece can push/pull the bearing, and the bearing and the motor shaft (1) are relatively fixed; the damping piece is arranged in such a way that when the driving motor is powered off for a period of time, the motor shaft (1) can be pushed/pulled to move, so that the movable locking piece (4) is clamped with the fixed locking piece (5), and the driving motor is locked.

2. The drive motor with a locking structure according to claim 1, characterized in that both ends of the motor shaft (1) are supported on bearing blocks of the housing (3) through bearings, respectively.

3. Drive motor with locking structure according to claim 1, characterized in that the movable locking member (4) is a disc extending circumferentially along the motor shaft (1) and provided with axial projections thereon; the fixed locking piece (5) is a groove matched with the protrusion.

4. Drive motor with locking structure according to claim 1, characterized in that the movable locking member (4) is a disc extending circumferentially along the motor shaft (1) and that an axial groove is provided on the disc; the fixed locking piece (5) is a protrusion matched with the groove.

5. Drive motor with locking structure according to any of claims 1-4, characterized in that the fixed locking piece (5) is arranged on the bearing seat of the housing (3).

6. The drive motor with a locking structure according to claim 5, characterized in that the fixed locking member (5) is located at the same end of the drive motor as the movable locking member (4).

7. The drive motor with a lock-up structure according to any one of claims 1 to 4, wherein the damper is a damper spring.

8. The drive motor with a locking structure according to claim 7, characterized in that the damping spring is arranged at one end of the motor shaft (1) and/or the damping spring is also arranged at the other end of the motor shaft (1).

9. The drive motor with a lock-up structure according to claim 8, wherein the drive motor has a time T1 at the time of state transition, the state transition time of the damper spring is T2, and T2> T1.

10. A motor vehicle, characterized in that it comprises a drive motor with a locking structure according to any one of the preceding claims 1 to 9.