JP3078273U - Wheel-type direct drive motor structure for electric vehicles - Google Patents

Abstract

(57) [Abstract] (with correction) [Problem] A simple structure, low failure rate, low noise, high motor efficiency, low rotation speed and high torque characteristics, Extend the service life. SOLUTION: A stator rotor portion 21 provided with a diverter 211 is located on an inner wall of a wheel 1, and a rotor portion 22 fitted with a core shaft 3 holds an appropriate distance D from an end face of the stator rotor portion 21 to form a core shaft. The internal lead 31 is connected to a power source, and the internal carbon brush 222 is connected to a turning device to complete the connection of the power source. The stator rotor generates a magnetic field with the rotor. Since both ends of the core shaft to which the rotor is fixed do not rotate, but are positioned in the wheel and maintain an appropriate distance from the stator rotor, the magnetic field and magnetic force generated by the stator rotor and the rotor are controlled by the stator rotor. In response to the thrust, the rotor generates a rotational torque, the stator rotor is driven corresponding to the rotor, and simultaneously rotates the rotation of the wheel,
Drive the vehicle directly.

Description

[Detailed description of the invention]

[0001]

[Technical field to which the invention belongs]

 The present invention relates to a wheel-type direct drive motor structure of a kind of electric vehicle. It is specially applied to a kind of electric motorcycles or motors of electrically controlled transportation, and can be driven directly, has large output torque, long life, low driving noise, simple structure and simple maintenance The present invention relates to a wheel-type direct drive motor structure for an electric vehicle, which is easy to operate.

[0002]

[Prior art]

 As shown in FIG. 1, a motor of a known electric vehicle includes an axis A, a rotor B, a case C, a gear unit D, and a clutch E. The shaft core A is fitted with the rotor B and installed in the case C. A carbon brush F is placed on the case C in the radial direction, and a small amount of a magnet G is fixed inside. The gear unit D and the clutch E are sequentially installed on the opposite side of the shaft center A. Due to the composition of the above components, the rotor B connects a current through the shaft core A, forms a magnetic field with the magnet G, drives the rotor B, and at the time of acceleration movement, the transmission component of the clutch E is centrifuged. Engage by force to link the fixed wheel, that is, to advance the vehicle body.

However, the above structure has the following disadvantages. Although the carbon brush F is supported radially at the outer peripheral edge of the rotor B, the outer peripheral circumference of the rotor B is very short, and a sufficient space cannot be provided for the fixed installation of the carbon brush F. . Therefore, in general, it is only possible to provide the installation of a pair (that is, a bipolar type) of carbon brushes F. Therefore, when the rotor B is connected to the current by the carbon brush F and reacts with the magnet G to form a magnetic field, the generated magnetic force is small, so that a large transmission torque cannot be generated. The torque is obviously insufficient, and this type of motor is completely inapplicable to electric motorcycles, electric vehicles, etc., except that it can be equipped with a small horsepower output such as an electric bicycle. . Furthermore, at the outer peripheral edge of the rotor B, only a small number of poles (for example, both poles) of the carbon brush F can be fixed, so that the rotor B naturally forms high-speed operation. The gear unit D is driven and decelerated by utilizing the characteristics of the ultra-high speed operation of the rotor B, and the vehicle body is interlocked by utilizing the clutch E. However, since the rotor B performs a high-speed rotation operation, the wear of the carbon brush F is accelerated, and the gear unit D and the clutch E transmit the power generated by the rotor B. It causes wear and directly affects its power efficiency and motor efficiency. Further, the gear unit D is often damaged due to a lack of lubrication effect under a high-speed operation, and its life is shortened. At the same time, the rotor B is movably fitted on the shaft core A and is supported and positioned with the carbon brush F. Therefore, when the rotor B is operated at a high speed, friction is generated between the two and the rotor B is rotated. Heat builds up. In addition, since the rotor B is covered, the heat cannot be directly dissipated, and the temperature rise is accelerated. Then, as a result of the temperature rise and acceleration, the internal obstruction of the rotor B increases, which adversely affects the power output and the working efficiency, and since the heat is continuously accumulated inside the motor, the failure rate is reduced. Naturally, at a high rate, the service life thereof is greatly reduced. Also, the motor with a small number of poles can increase the magnetic force generated by the magnetic field, but generally increases the number of turns of the rotor B coil, increases the length of the entire conductor, and relatively increases the length. Although the internal inhibition is increased, the increase in the internal inhibition caused by the above-mentioned temperature rise reaction is added, and a very large resistance is accumulated therein. Therefore, the working efficiency of this type of electric equipment is low (generally between 0.6 and 0.7). In addition, the internal inhibition is relatively high due to the small number of poles, and when the injected current is too high during start-up or acceleration, the maximum impossibility is caused, and the coil often short-circuits. That is, rapid startup or rapid acceleration cannot be performed with a large current. On the other hand, the motor is decelerated by the gear unit D and the transmission of power is completed by the clutch E, but the mechanical structure operation consumes efficiency and causes noise during operation.

[0004]

[Problems to be Solved by the Invention] In order to solve the above-mentioned drawbacks of the known structure, an object of the present invention is to provide a wheel type direct drive motor structure of an electric vehicle. This is because the diverter is located radially on the bottom side of the stator rotor, and the carbon brush is installed in the peripheral edge hole of the rotor. Can be achieved. Furthermore, it has low rotation speed, high torque and high efficiency characteristics by adopting a multi-pole structure for the motor, satisfies the instantaneous starting current required when starting electrical equipment, fast startup, and good acceleration. Equipped. Also, since it is an external rotating structure, the coil is tightly fixed to the inner wall of the wheel, it can accelerate the heat dissipation of the motor and reduce the temperature rise reaction when operating the electric equipment, and it is a multi-pole design Therefore, it is possible to shorten the total distance of the coil of each pole, that is, if the resistance inside the electric device is reduced, the efficiency of the motor is increased, and if the efficiency of the motor is increased, the utilization rate of the electric energy is naturally increased, The running capacity of vehicles will also be greatly improved. In addition, since it directly drives the wheels and interlocks the vehicle body, it does not require a power transmission mechanism such as a gear unit or a clutch, and can completely prevent power from being worn out. There is no danger of being destroyed. In addition, it has a simple structure, no gears, no mechanical wear, low failure rate, low noise, and low-speed, high-torque characteristics of a multi-pole motor. In addition, the service life of the diverter and the carbon brush is extended, and at the same time, the replacement of the carbon brush is very convenient.

[0005]

[Means for Solving the Problems]

 In order to solve the above problems, the present invention provides the following wheel-type direct drive motor structure for an electric vehicle. It mainly consists of wheels, motor body, core shaft and end cover. After the motor main body is fitted with the core shaft, the motor main body is accommodated in the accommodation space on the wheel end side, and the end cover closes the opposite side of the wheel, and the motor main body is inserted into the wheel. Localize. The motor body includes a stator rotor portion and a rotor portion. The stator rotor portion is located on the inner periphery of the inner wall of the wheel, and has a deflecting device on the bottom side. The rotor portion is fitted with the core shaft, maintains an appropriate distance from the end face of the stator rotor portion, and a lead wire previously installed in the core shaft is connected to a power source, and an internal carbon brush is provided. Connect to the diverter to complete the power connection. The stator rotor uses a deflecting device on the bottom side, and the current introduced by the lead wire of the core shaft is connected by the carbon brush of the rotor. Accordingly, the stator rotor generates a magnetic field with the rotor, and the rotor is fixed to the core shaft. Therefore, both ends of the core shaft are also fixed to the vehicle frame and do not rotate. Further, since the stator rotor portion is located at the periphery of the inner wall of the wheel and maintains a proper distance from the rotor portion, the magnetic field generated by the stator rotor portion and the rotor portion, and the magnetic force generated by the stator portion, Corresponding to the thrust of the rotor, the rotor produces a torque of rotation. Thereby, the stator rotor portion is driven to rotate corresponding to the rotor portion, and at the same time, the rotation of the wheels is linked, thus directly driving the vehicle body.

[0006]

[Embodiment of the invention]

 As shown in FIGS. 2, 3, and 4, the present invention includes a wheel 1, a motor main body 2, a core shaft 3, and an end cover 4. After the motor main body 2 is fitted to the core shaft 3, the motor main body 2 is installed in the accommodation space on the end side of the wheel 1. In addition, the end cover 4 closes the opposite side of the wheel 1, and the motor main body 2 is located in the wheel 1.

The motor main body 2 includes a stator rotor section 21 and a rotor section 22. The stator rotor portion 21 is located at the peripheral edge of the inner wall of the wheel 1 and has a diverter 211 on the bottom side. The rotor portion 22 is fitted with the core shaft 3 and maintains an appropriate distance D from the end face of the stator rotor portion 21. The lead wire 31 installed in the core shaft 3 is connected to a power source, and the internal carbon brush 222 is connected to the turning device 211 to complete the connection of the power source. The stator rotor unit 21 uses a diverter 211 on the bottom side thereof, and connects a current introduced by the lead wire 31 of the core shaft 3 from a carbon brush 222 of the rotor unit 22. Thereby, the stator rotor section 21 generates a magnetic field with the rotor section 22. Since the rotor portion 22 is fixed to the core shaft 3, both ends of the core shaft 3 are also fixed to the vehicle frame 5 and do not rotate. Further, since the stator rotor portion 21 is located at the peripheral edge of the inner wall of the wheel 1 and maintains an appropriate distance D from the rotor portion 22, the magnetic field caused by the stator rotor portion 21 and the rotor portion 22 and the magnetic field generated by the stator rotor portion 21 are generated. The magnetic force corresponds to the propulsion of the stator rotor portion 21, and the rotor portion 22 generates a rotational torque. Thus, the stator rotor portion 21 is driven to rotate in correspondence with the rotor portion 22, and at the same time, the rotation of the wheel 1 is linked, thus directly driving the vehicle body.

Next, as shown in FIG. 4, the stator rotor section 21 includes an iron core 212 and a coil 213. At its bottom side, the turning device 211 having a slightly disc shape is provided, whereby the coils 213 are wound at equal distances in a core tank (not shown) surrounding the inner surface of the iron core 212. At the same time, both ends of the coil 213 are connected and fixed to positions where the diverter 211 is to be partitioned. Since the deflecting device 211 is located in the radial direction on the bottom side of the stator rotor portion 21, the deflecting device 211 can divide a necessary accommodation space according to the total number of the coils 213. Thereby, the diverter 211 and the coil 213 correspond to each other, and a mechanical space having a maximum layout (for example, 32 poles, 64 poles, etc.) can be achieved. Further, the magnetic field generated by the rotor section 22 and the torque of the rotation of the rotor section 22 generated in accordance with the thrust of the stator rotor section 21 are also maximized, indicating an excellent torque.

The rotor section 22 includes a carbon brush frame 221 and a permanent magnet 223. The carbon brush frame 221 is tightly coupled with the core shaft 3 to form an integral body, and has an axial hole on its peripheral edge in which a small amount of the carbon brush frame 222 can be axially installed. Around the carbon brush frame 221, a metal material 224 is used for partitioning, and a small number of the permanent magnets 223 are sequentially installed on the outer peripheral edge thereof, and an appropriate distance D from the stator rotor portion 21 is maintained. I do. Using the stator rotor portion 21, the carbon brush frame 221 and the core shaft 3 are tightly fitted to each other, and connected to a power source via a lead wire 31 previously installed in the core shaft 3, and the carbon brush inside the 222 connects to the diverter 211 and provides the current required by the stator rotor section 21. The permanent magnet 223 is installed on the outer edge of the carbon brush frame 221, and the carbon brush frame 221 and the core shaft 3 are tightly coupled to form an integral body. Moreover, since the stator rotor portion 21 is fixed to the inner wall of the wheel 1 and has an appropriate distance D from the permanent magnet 223 of the rotor portion 22, the stator rotor portion 21 and the permanent magnet of the rotor portion 22 are fixed. The magnetic field generated by 223 and the magnetic force generated by the magnetic field correspond to the propulsion of the stator rotor section 21 and generate a torque for rotating the rotor section 22. As a result, the stator rotor portion 21 is driven to rotate in correspondence with the rotor portion 22 and, in turn, rotates the wheels in conjunction with each other.

[0010]

[Effect of the invention]

 Since the diverter of the present invention is located radially at the bottom side of the stator rotor, the maximum layout space can be achieved. The carbon brush is installed in the peripheral hole of the rotor part, and the bottom end of the carbon brush is connected to the deflecting device. With this characteristic, the present invention can achieve the maximum layout machine space. Furthermore, by adopting a multi-pole structure, it has characteristics of low rotation speed, high torque and high efficiency. At the same time, the multi-pole motor satisfies the instantaneous starting current required at the time of starting the electric equipment, and has a fast starting and a good acceleration. In addition, since the present invention has an external rotation type structure, the coil is tightly fixed to the inner wall of the wheel, thereby accelerating the heat dissipation of the motor and reducing the temperature rise reaction during the operation of electric equipment. Further, since the present invention has a multi-pole design, the total distance between the coils of each pole can be reduced, and at the same time, the resistance inside the electric device can be reduced. As a result, the efficiency of the motor is increased, and if the efficiency of the motor is increased, the utilization rate of electric energy is naturally increased, and the running power of the vehicle is also significantly improved. Furthermore, since the present invention directly drives the wheels and interlocks the vehicle body, it does not require a power transmission mechanism such as a gear unit or a clutch, can completely prevent power loss, and has a poor lubrication effect. There is no danger of damage. The present invention has the characteristics of high power transmission efficiency, high reliability and long service life. In addition, the present invention has a simple structure and has no gear, so that no mechanical wear occurs. Therefore, the failure rate is low and the noise is low. In addition, the present invention is a multi-pole type motor with low rotation speed and high torque characteristics, so that the life of the diverter and carbon brush is extended, and at the same time it is very convenient to replace the carbon brush.

[Brief description of the drawings]

FIG. 1 is a view showing a combination example of a known motor.

FIG. 2 is an overall exploded view of the present invention (bearing and fitting parts are not shown).

FIG. 3 is a combined perspective view of the present invention.

FIG. 4 is a combined sectional view of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Wheel 2 Motor main body 21 Stator rotor part 211 Deflector 212 Iron core 213 Coil 22 Rotor part 221 Carbon brush frame 222 Carbon brush 223 Permanent magnet 224 Metal material 3 Core shaft 31 Lead wire 4 End cover 5 Car frame D interval distance

────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] January 17, 2001 (2001.1.1)
7)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Claims for utility model registration

[Correction method] Change

[Correction contents]

[Utility model registration claims]

Claims (4)

[Utility model registration claims] The motor body is mainly composed of a wheel, a motor body, a core shaft, and an end cover. The motor body is fitted in the core shaft, and is installed in a housing space on the wheel end side. The end cover seals the opposite side of the wheel, locates the motor body in the wheel, the motor body is constituted by a stator rotor portion and a rotor portion, and the stator rotor portion is located on a peripheral edge of the wheel inner wall, On the bottom side, a turning device is provided, the rotor portion is fitted with the core shaft, maintains an appropriate distance from the end surface of the stator rotor portion, and a lead wire previously installed in the core shaft is Connected to the power source, the internal carbon brush is connected to the deflecting device to complete the connection of the power source, the stator rotor portion utilizes the bottom deflecting device, the carbon brush of the rotor portion, the core shaft of the core shaft. Connect the current introduced by the lead wire to this Thus, the stator rotor section generates a magnetic field with the rotor section, and the rotor section is fixed to the core shaft. Therefore, both ends of the core shaft are also fixed to the vehicle frame and do not rotate. Since the rotor is positioned at the periphery of the inner wall of the wheel and maintains an appropriate distance from the rotor, the stator rotor, the magnetic field generated by the rotor, and the magnetic force generated by the rotor correspond to the thrust of the stator rotor. And the rotor section produces a torque of rotation, whereby the stator rotor section is driven to rotate correspondingly to the rotor section,
At the same time, the wheel type direct drive motor structure of the electric vehicle is characterized in that the rotation of the wheel is linked and the vehicle body is thus directly driven. 2. The stator rotor portion includes an iron core and a small number of coils, and has a slightly disc-shaped deflector on a bottom side thereof, whereby each of the coils surrounds an inner surface of the iron core. Wound at the same distance in the tank, at the same time, both ends of the coil are respectively connected and fixed to the positions where the diverter is to be sectioned, and the diverter is radially localized on the bottom side of the stator rotor part. The diverter follows the total number of the coils,
The required accommodation space can be defined, whereby the diverter and the coil correspond to each other and achieve a mechanical space with a maximum layout (eg 32 poles, 64 poles, etc.), 2. The wheel according to claim 1, wherein the torque of the rotation of the rotor generated in correspondence with the magnetic field generated by the rotor and the thrust of the stator rotor is also maximized, and shows excellent torque. Type direct drive motor structure. 3. The carbon brush frame according to claim 1, wherein
The carbon brush frame includes a small number of permanent magnets, and the carbon brush frame is tightly coupled to the core shaft to form an integral body. The surroundings of the carbon brush frame are divided by using a metal material, and then, at the outer peripheral edge thereof, a small number of the permanent magnets are sequentially installed, and the rotor has an appropriate distance from the stator rotor portion. Part, the carbon brush frame and the core shaft are tightly fitted, connected to a power source by the lead wire previously installed in the core shaft, and the carbon brush inside is connected to the turning device. Providing the current required by the stator rotor portion, the permanent magnet is installed at the outer edge of the carbon brush frame, and the carbon brush frame and the core shaft are tightly coupled to form an integral body; Since the stator rotor portion is fixed to the inner wall of the wheel and has an appropriate distance from the permanent magnet of the rotor portion, a magnetic field formed by the stator rotor portion and the rotor portion (that is, the permanent magnet); The magnetic force generated corresponds to the propulsion of the stator rotor part and generates a torque for the rotation of the rotor part, whereby the stator rotor part is driven to rotate corresponding to the rotor part, and thus the wheel is interlocked. The wheel-type direct drive motor structure for an electric vehicle according to claim 1, wherein the motor is rotated. 4. Since the carbon brush, the permanent magnet and the stator rotor portion of the rotor portion have a multipolar structure, they satisfy an instantaneous starting current required at the time of starting the electric device (the starting power source of the electric device is required). The wheel-type direct electric vehicle according to claim 1, characterized in that the start-up is fast, low-rotation speed and high-torque in order to produce a larger rotation torque at the same time. Drive motor structure.