KR101921409B1

KR101921409B1 - Motor and brake system having the same

Info

Publication number: KR101921409B1
Application number: KR1020170010100A
Authority: KR
Inventors: 고창복
Original assignee: 고창복
Priority date: 2017-01-22
Filing date: 2017-01-22
Publication date: 2018-11-22
Also published as: WO2018135710A1; KR20180086544A

Abstract

A motor according to the present invention includes: a motor shaft provided in a housing; And a stator fixed to the housing and surrounding the rotor, wherein a torque is generated through an interaction between the magnetic flux of the rotor and the magnetic flux of the stator, so that a braking force Wherein the length of the magnetic flux generating device is longer in a direction perpendicular to an axial direction of the motor shaft than an axial direction of the motor shaft.

Description

[0001] The present invention relates to a motor and a brake system having the same,

The present invention relates to a motor and a braking system including the same, and more particularly, to a motor for braking and an electronic parking brake system operated by the motor.

BACKGROUND ART Generally, a braking system mounted on a vehicle is for decelerating or stopping or stopping an automobile while driving, and converts kinetic energy during running into thermal energy by a mechanical friction device, thereby performing a braking action.

These braking systems are largely divided into a drum brake system and a disk brake system, and perform braking operations by braking hydraulic pressure.

BACKGROUND ART [0002] A braking system used in recent vehicles has been increasingly employing a motor as a power source, and a typical example thereof is an electronic disk motor brake system employing a motor as a power source of a driving device for pressing a friction pad.

Such a braking system enables not only a parking function but also a hill hold function when a hill is stopped while driving, so that the driver can conveniently use the braking system.

The above function is possible because the rear parking brake operation is performed by an electric motor and thus electronic control is possible.

When the driver depresses a brake, hydraulic pressure is generated by this repulsive force, and the generated hydraulic pressure is applied to the friction pad between the disk and the pad by bringing the brake pad into close contact with the disk, The braking caused by this braking enabled the vehicle to stop, and the driver had to continue to apply pressure to the brakes during hill stopping.

On the other hand, the electronic disc motor brake system, when a certain time passes after the stop, the electric motor is activated to mechanically push the brake pad to generate the braking force, so that even if the brake is removed, the brake can be stopped.

In addition, at the time of departure, it is possible to start the vehicle by releasing the parking brake by signaling that the accelerator pedal is depressed.

The braking system of a vehicle employing such an electronic disk motor brake system has a problem of insufficient space in a vehicle in terms of structure, and in order to solve the above structural problem, the loss of the power generation capability of the motor has been a problem. In addition, driving noise and vibration generation are separately problematic.

Therefore, at present, various technologies have been researched and developed in order to solve the above problems.

SUMMARY OF THE INVENTION The present invention provides a motor and a braking system including the motor, which are created to improve the conventional technology, and are optimized in a building space, minimized noise and maximized performance.

The stator has one end and the other end facing each other in a plane perpendicular to the axial direction of the motor shaft, and the permanent magnet is provided at one end and the other end, Can be installed.

Specifically, the magnetic flux device is extended from the one end to the other end on a plane perpendicular to the axial direction of the motor shaft. The width increases as the motor shaft is closer to the motor shaft, .

Specifically, the stator is extended from the one end to the other end on a plane perpendicular to the axial direction of the motor shaft so as to pass the motor shaft, and has a maximum width at the motor shaft and a minimum width at the one end and the other end And the length from the one end to the other end may be longer than the maximum width.

Specifically, the rotor may be radially formed on a plane perpendicular to the axial direction of the motor shaft, with the maximum width of the stator being a radius about the motor shaft.

Specifically, the stator has upper left, lower left, upper right, and lower right stator divided into four parts horizontally and vertically with respect to the maximum width, alternating in the clockwise direction about the motor shaft and having different polarities, A first permanent magnet disposed between the left upper stator and the left lower stator, the upper pole having the same polarity as the upper left stator and the lower pole having the same polarity as the lower left stator; And a second permanent magnet disposed between the upper right stator and the lower right stator and having an upper side having the same polarity as the upper right stator and a lower side having the same polarity as the lower right stator.

Specifically, the upper left stator and the lower right stator have an N (N) polarity, and the upper right stator and the lower left stator have S (S) polarity, (N) polarity and the lower side in the direction of the left lower stator has an S (S) polarity, and the second permanent magnet has an S pole of the upper side in the direction of the upper right stator, (N) polarity.

Specifically, the apparatus may further include a deceleration device for increasing the braking force supplied from the magnetic flux device, wherein the deceleration device is connected to an end of the motor shaft, and may be formed in the housing together.

Specifically, the guide pin may further include a guide pin, one end of which is coupled to the hollow of the motor shaft and the other end of which is connected to the decelerator to limit movement in a direction perpendicular to the axis of the decelerator.

Specifically, the speed reduction device includes an eccentric rotation part formed at an output end of the motor shaft and eccentrically rotated; An internal gear eccentrically rotated by the eccentric rotation portion; An outer gear engaged with an outer surface of the inner gear to allow the inner gear to revolve or rotate; And a carrier for supplying a rotational force to an end for outputting a rotational force by rotation of a carrier pin respectively installed in a plurality of through holes of the inner gear, And the other end is connected to the carrier to restrict movement in a direction perpendicular to the axis of the reduction gear.

Specifically, the end portions of the motor shaft and the carrier may have coaxial axes.

Specifically, a bearing portion formed between the decelerator and the stator in the housing, which absorbs the impact from the decelerator and limits axial movement of the decelerator, may be further included.

Also, a braking system according to the present invention includes: a disk including the motor, the disk rotating together with the wheel of the vehicle; A friction pad for pressing the disc to generate a braking force; And a pressing portion for driving the friction pad to press the disc, wherein the pressing portion is connected in parallel to the axial direction of the motor shaft.

Specifically, the motor control device may further include a deceleration device provided between the motor shaft and the compression unit to increase a braking force supplied from the motor, wherein the motor shaft, the compression unit, and the decelerator may have coaxial axes.

The motor and the braking system including the motor according to the present invention have the effect of maximizing the braking output performance by providing the reducer and the motor coaxially and minimizing the noise.

Further, the motor and the braking system including the motor according to the present invention are configured such that the shape of the motor is configured in the longitudinal direction to minimize the space occupied by the motor in the vehicle, thereby sufficiently securing the space for building the braking system, There is an effect that the reduction gear and the motor can be arranged coaxially in the vehicle substantially without reducing the performance.

1 is a conceptual diagram of a braking system including a conventional motor.
2 is a cross-sectional view of a braking system including a conventional motor.
3 is a cross-sectional view of a conventional motor.
4 is a conceptual diagram of a braking system including a motor according to an embodiment of the present invention.
5 is a perspective view of a braking system including a motor in accordance with an embodiment of the present invention.
6 is an exploded view of a motor according to an embodiment of the present invention.
7 is a cross-sectional view of a motor according to an embodiment of the present invention.
8 is a cross-sectional view of the speed reduction device according to the embodiment of the present invention as viewed from Y-Y 'in FIG.

BRIEF DESCRIPTION OF THE DRAWINGS The objects, particular advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements are assigned the same number as much as possible even if they are displayed on different drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Fig. 1 is a conceptual view of a braking system including a conventional motor, and Fig. 2 is a cross-sectional view of a braking system including a conventional motor.

1 and 2, a conventional motor 10 and a braking system 1 including the same are provided with a motor 10, a first reduction device 30, a second reduction device 40, 3 decelerating device 50, and a braking device 70.

A conventional motor 10 and a braking system 1 including the same will now be described with reference to Figs. 1 and 2. Fig.

The conventional motor 10 and the braking system 1 including the conventional motor 10 employ an electronic disk motor brake system. Specifically, the conventional motor 10 includes a disk (not shown) rotating together with a wheel A pair of friction pads P for pressing the disc D, a guide carrier C for supporting the pair of friction pads P, (Not shown), a motor 10 for generating a rotational force in the forward and reverse directions, and a pair of friction pads P, which convert the rotational motion of the motor 10 into a linear reciprocating motion And a braking device (70).

The braking device 70 presses one of the pair of friction pads P toward the disk D through the pressing portion 71 to thereby apply a braking force to the disk D .

The pressing portion 71 includes a piston 712 accommodated in the cylinder portion 711 and adapted to press any one of the pair of friction pads P toward the disk D, And a conversion unit 713 that receives the braking force from the output end 52a and converts the braking force into a linear motion and transmits the linear motion to the piston 712. The braking force transmitted from the motor 10 is transmitted to the disk D.

Here, the conversion unit 713 includes a screw shaft 713a provided on the conversion unit 713 and a female screw shaft (not shown) formed on the piston 712, 712a are converted into linear motions.

In other words, the conventional motor 10 and the braking system 1 including the same are configured such that the driving force of the motor 10 is transmitted to the converting unit 713, and the rotation is restricted in accordance with the rotating direction of the converting unit 713 The piston 712 of the piston 712 performs a linear reciprocating motion and presses the friction pad P toward the disk D to perform the braking action.

Generally, since the motor 10 has a high revolutions per minute (RPM) and a low torque, it usually uses the decelerators 30 to 50 to increase the torque. The conventional motor 10 and the braking system 1, a speed reducer for increasing the driving force of the motor 10 is connected between the motor 10 and the conversion unit 713.

In order to increase the reduction ratio, the speed reducer is usually provided so that a plurality of planetary gear units (not shown) are stacked in the axial direction of the motor 10 so as to be decelerated in multiple stages (first method) (The second method).

When the first type of speed reducer is provided, the total length of the braking system 1 formed in the axial direction of the motor 10 becomes excessively long, which is a factor for lowering the space utilization of the vehicle.

The first to third decelerators 30 to 50 are formed of the second type of decelerators 30 to 50 and the braking force is amplified in three stages by the first to third decelerators 30 to 50. (See Fig. 2)

In the motor 10 and the braking system 1 including the motor 10 according to the conventional embodiment, the speed reducers 30 to 50 of the second scheme will be described below.

The first reduction gear device 30 includes a pinion gear 31 having a first axis X1 coaxial with the output shaft of the motor 10 and a pinion gear 31 meshed with the pinion gear 31, And an idle gear 32 in which a second axis X2 is formed and a third gear 32 which is meshed with the idle gear 32 and coaxial with the second and third reduction gears 40, And a final gear 33 having a shaft X3 and the second reduction device 40 includes a first sun gear 41, a first satellite gear 42, a first carrier 43, and a ring gear 44 And the third decelerator 50 has a satellite gear reduction mechanism having a second satellite gear 51, a carrier 52 and an output end 52a.

The torque generated by the motor 10 is firstly amplified by the difference in the number of gear teeth of the pinion gear 31 and the final gear 33 in the first reduction gear device 30, And are secondarily and thirdly amplified by the third decelerator 50.

In order to solve the problem of the second method, as described above, in the first method, the total length of the braking system 1 formed in the axial direction of the motor 10 is made excessively long It has become a factor to lower the space utilization of the vehicle.

Accordingly, the present applicant has developed a motor 20 and a braking system 2 including the same according to an embodiment of the present invention to solve the above problems, which will be described in detail below.

Fig. 4 is a conceptual diagram of a braking system including a motor according to an embodiment of the present invention, Fig. 5 is a perspective view of a braking system including a motor according to an embodiment of the present invention, Fig. FIG. 7 is a cross-sectional view of the motor according to the embodiment of the present invention, and FIG. 8 is a cross-sectional view of the speed reduction device according to the embodiment of the present invention as viewed from Y-Y 'of FIG.

4 to 8, the motor 20 according to the present invention and the braking system 2 including the motor 20 include a motor 20, a speed reducing device 60, a braking device 70, 80).

The motor 20 according to the present invention and the braking system 2 including the same are provided with the conventional motor 10 shown in Figs. 1 and 2 and the motor 20 in the braking system 1 including the same, The same reference numerals are used for the same components as those of the apparatus 60 and the bearing portion 80, but they are not necessarily referred to by the same reference numerals.

Hereinafter, the configuration of the braking device 70 is the same as that of the conventional motor 10 and the braking system 1 including the same, so that the motor 20, The device 60 and the bearing portion 80 will be described in detail.

The motor 20 forms an outer appearance with the housing cover 21a and the housing 21b and generates a braking force to be transmitted to the braking device 70 through the magnetic flux devices 23a, 23b, 24,

The magnetic flux devices 23a, 23b, 24 and 25 include rotors 23a and 23b, a permanent magnet 24 and a stator 25. The magnetic fluxes of the rotors 23a and 23b and the stator 25 Torque is generated through the interaction between the magnetic fluxes to form a braking force on the vehicle.

The rotors 23a and 23b rotate about the motor shaft 26 provided in the housing 21b and the stator 25 is fixed in the housing 21b to rotate the rotors 23a and 23b Respectively.

In the flux devices 23a, 23b, 24 and 25, a current flows into the brush 22a through the electric wire EL so that the intermittent current flows into the commutator 22b by the brush 22a, 23b of the rotors 23a, 23b to generate magnetic flux in the armature 23a of the rotors 23a, 23b.

At this time, the stator 25 has one end A1 and the other end A2 facing each other on a plane perpendicular to the axial direction of the motor shaft 26. The stator 25 has one end A1 and the other end A2, (Not shown). Here, the permanent magnets 24 can generate a magnetic flux in the stator 25.

Torque is generated through the interaction between the magnetic fluxes of the rotors 23a and 23b and the magnetic flux of the stator 25. The armature 23a rotates and the motor shaft 26 rotates do.

The magnetic flux devices 23a, 23b, 24, and 25 are formed longer in the direction perpendicular to the axial direction of the motor shaft 26 than the axial direction of the motor shaft 26.

To this end, the stator 25 of the magnetic flux devices 23a, 23b, 24 and 25 is extended from one end A1 to the other end A2 on a plane perpendicular to the axial direction of the motor shaft 26, The width becomes larger as the distance from the motor shaft 26 increases, and the width becomes smaller as the distance from the motor shaft 26 increases.

Specifically, the stator 25 extends from the one end (A1) to the other end (A2) on the plane perpendicular to the axial direction of the motor shaft (26) and extends from the motor shaft (26) B2 and a minimum width B3-B4 at the one end A1 and the other end A2 and the length from the one end A1 to the other end A2 is the maximum width B1- As shown in FIG. That is, the stator 25 may be formed in a rectangular shape.

As described above, the motor 20 according to the present invention is configured such that the shape of the stator 25 is formed in the longitudinal direction to minimize the space occupied by the motor 20 in the vehicle, so that the building space of the braking system 2 can be sufficiently secured have.

The motor 20 according to the present invention may be configured such that the stator 25 is configured as follows so that the performance of the motor 20 is not reduced but rather raised even if the shape of the stator 25 is configured in the longitudinal direction .

The stator 25 can have a left upper stator 251, a left lower stator 252, an upper right stator 253, and a lower right stator 254, which are divided into four parts horizontally and vertically with reference to a maximum width B1-

The left upper stator 251 and the right lower stator 254 have the same polarity and the upper right stator 253 and the left lower stator 252 have the same polarity. Lt; / RTI > For example, the upper left stator 251 and the lower right stator 254 have an N (N) polarity, and the upper right stator 253 and the lower left stator 252 may have an S (S) polarity.

The permanent magnet 24 is disposed between the left upper stator 251 and the left lower stator 252 so that the upper side has the same polarity as the left upper stator 251 and the lower side has the same polarity as the left lower stator 252 The first permanent magnet 241 is disposed between the right upper stator 253 and the right lower stator 254 so that the upper side is the same polarity as the upper right stator 253 and the lower side is formed to have the same polarity as the lower right stator 254. [ And a second permanent magnet 242 that is magnetically coupled to the first permanent magnet.

For example, the first permanent magnet 241 may have an upper (N) polarity in the direction of the left upper stator 251 and a lower side in the left lower stator 252 direction may have an S (S) The upper side in the direction of the upper right stator 253 may have the S (S) polarity and the lower side in the lower right stator 254 direction may have the N (N) polarity. That is, four permanent magnets 241 and 242 form four poles.

The armature 23a of the rotors 23a and 23b is configured such that the maximum width of the stator 25 around the motor shaft 26 on a plane perpendicular to the axial direction of the motor shaft 26 May be formed in a radial shape with the radius of the length of each of the first and second baffles (B1-B2).

3, a magnetic field is formed by forming a yoke as a yoke as a stator 11 and attaching permanent magnets 121 to 124 inside a stator 11. In the conventional case, the motor 10 should have four poles alternately to form four poles (for example, the first permanent magnet 121 has an N pole, The third permanent magnet 123 is an N pole and the fourth permanent magnet 124 is an S pole. The second permanent magnet 122 is an S pole, the third permanent magnet 123 is an N pole, The radius of the armature 13 must be reduced and the torque is accordingly reduced.

In this embodiment of the present invention, as described above, the shape of the stator 25 is rectangular, and only two permanent magnets 24 are provided at both ends A1 and A2 of the stator 25, The armature 23a can be increased in magnetic field even though the radius of the armature 23a is not reduced, so that the performance of the motor 20 is improved.

As described above, the motor 20 according to the embodiment of the present invention is configured such that the shape of the stator 25 is formed in the longitudinal direction so that the space occupied by the motor 20 in the vehicle is minimized, The pressing force of the motor 20 and the pressing portion 71 of the braking device 70 are substantially parallel to the axial direction of the motor shaft 26 in the vehicle without reducing the performance of the motor 20 (Preferably, coaxially).

The motor shaft 26 may be integrally formed with the rotors 23a and 23b and may be a rotary shaft of the rotors 23a and 23b and an eccentric rotary part 64 described later may be integrally formed at the end thereof.

Further, the motor shaft 26 is hollowed and the guide pin 26a can be inserted into the hollow.

One end of the guide pin 26a is coupled to the hollow of the motor shaft 26 and the other end thereof is connected to the carrier 63 of the decelerator 60 to be described later to move the decelerator 60 in the direction perpendicular to the axis Can be limited.

At this time, the motor shaft 26 may be formed so as to have the same axis as the end of the carrier 63.

The decelerator 60 is formed so as to have coaxial axes between the rotors 23a and 23b and the urging portion 71 so that the braking force supplied from the motor 20 can be increased.

The braking system 2 including the motor 20 according to the present invention has the effect of maximizing the braking output performance by providing the decelerator 60 and the motor 20 in a coaxial manner and minimizing noise and vibration .

The decelerator 60 may be connected to the output end (not shown) of the rotors 23a and 23b and may be formed together in the housing 21b of the motor 20. This makes it possible to make the braking system 2 more compact and to maximize the effect of noise and vibration absorption by the housing 21b.

The decelerator 60 may be a cycloid gear.

Specifically, the decelerator 60 includes an eccentric rotary portion 64 integrally formed at the output end of the motor shaft 26 and eccentrically rotated, an internal gear 61 eccentrically rotated by the eccentric rotary portion 64, An external gear 62 meshing with the outer surface of the gear 61 and allowing the internal gear 61 to revolve and rotate and a carrier pin (not shown) provided in a plurality of through holes (not shown) of the internal gear 61 And a carrier 63a for supplying rotational force to the output end 63c by rotation of the output shaft 63b.

The eccentric rotation portion 64 may be eccentrically formed from the rotation center O at which the output end of the motor shaft 26 is engaged so as to be eccentrically rotated.

At this time, the difference in radius between the internal gear 61 and the external gear 62 may differ by an amount of eccentricity. When one side of the internal gear 61 contacts the other side of the external gear 62, It can be separated by twice the amount of eccentricity.

When the output end of the motor shaft 26 rotates counterclockwise (T1), the internal gear 61 rotates in the clockwise direction T2, whereby the carrier pin 63b is rotated again in the counterclockwise direction T3 The rotational force can be transmitted to the output end 63c while rotating.

The bearing portion 80 may be formed between the reduction gear unit 60 and the stator 25 in the housing 21b to separate the stator 25 and the reduction gear unit 60 from each other, It is possible to limit the directional movement and also to absorb the impact from the decelerator 60.

That is, the bearing portion 80 restricts the axial movement of the speed reducing device 60, and the guide pin 26a described above can restrict the movement of the speed reducing device 60 in the direction perpendicular to the axis.

As described above, the motor 20 and the braking system 2 including the motor according to the present invention have the effect of maximizing the braking output performance by providing the decelerator 60 and the motor 20 coaxially and minimizing the noise have.

The motor 20 and the braking system 2 including the motor 20 according to the present invention are configured such that the shape of the motor 20 is configured in the longitudinal direction to minimize the space occupied by the motor 20 in the vehicle, So that it is possible to substantially reduce the performance of the motor 20 and substantially coaxially arrange the decelerator 60 and the motor 20 in the vehicle.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification and the modification are possible.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

1: Conventional braking system 2: Braking system of the present invention
10: Conventional motor 11: Stator
121: first permanent magnet 122: second permanent magnet
123: third permanent magnet 124: fourth permanent magnet
13: Rotor 20: Motor of the present invention
21a: housing cover 21b: housing
22a: Brush 22b: Commutator
23: Rotor 23a: Amateur
23b: coil 24: permanent magnet
241: first permanent magnet 242: second permanent magnet
25: stator 251: left upper stator
252: Left lower stator 253: Idler stator
254: lower right stator 26: motor shaft
26a: guide pin 30: first reduction device
31: Pinion gear 32: Idle gear
33: Final gear 40: Second reduction gear
41: first sun gear 42: first satellite gear
43: first carrier 44: ring gear
50: Third reduction device 51: Second planetary gear
52: carrier 52a:
60: Reduction device 61: Inner gear
62: external gear 63a: carrier
63b: carrier pin 63c: output terminal
64: eccentric rotation part 70: braking device
71: pressing portion 711: cylinder
712: piston 712a: female thread part
713: conversion unit 713a:
72: Finger refusal 80: Bearing part
X1: 1st axis X2: 2nd axis
X3: 3rd axis P: Friction pad
D: Disk C: Guide carrier
EL: Wires

Claims

A motor shaft provided in the housing; And
And a stator which is fixed in the housing and surrounds the rotor and which is at least partly divided and formed, wherein torque is transmitted through the interaction between the magnetic flux of the rotor and the magnetic flux of the stator And a magnetic flux generating device for generating a braking force on the vehicle,
The length of the flux device,
The motor shaft is formed longer in a direction perpendicular to the axial direction of the motor shaft than an axial direction of the motor shaft,
Further comprising a permanent magnet for generating a magnetic flux in the stator,
Wherein the permanent magnet comprises:
Wherein the stator is formed between the end portions formed by the division of the stator and has a polarity arranged in parallel with the tangent direction of the stator and formed in a square shape,
The stator comprises:
Left, right, top and bottom, and has upper left, lower left, upper right and lower right stator, and has alternating polarities around the motor shaft in the clockwise direction,
Wherein the permanent magnet comprises:
A first permanent magnet disposed between the left upper stator and the left lower stator, the upper pole having the same polarity as the upper left stator and the lower pole having the same polarity as the lower left stator; And
And a second permanent magnet disposed between the upper right stator and the lower right stator, the upper side of the second permanent magnet having the same polarity as that of the upper right stator and the lower side having the same polarity as the lower right stator.

The stator of claim 1,
The motor shaft having one end and the other end facing each other, the end being formed by the division in a plane perpendicular to the axial direction of the motor shaft,
And the permanent magnets are provided at the one end and the other end.

3. The magnetic recording and reproducing apparatus according to claim 2,
Wherein the motor shaft extends from the one end to the other end on a plane perpendicular to the axial direction of the motor shaft, and the width increases as the motor shaft is closer to the motor shaft, and narrower as the motor shaft moves away from the motor shaft.

4. The stator of claim 3,
A motor shaft extending from the one end to the other end on a plane perpendicular to the axial direction of the motor shaft and having a maximum width at the motor shaft and a minimum width at the one end and the other end,
And the length from the one end to the other end is longer than the maximum width.

5. The method of claim 4,
And a radial shape is formed on a plane perpendicular to an axial direction of the motor shaft with a maximum width of the stator as a radius around the motor shaft.

delete

6. The method of claim 5,
Wherein the left upper stator and the right lower stator have an N (N) polarity,
The upper right stator and the lower left stator have S (S) polarity,
The first permanent magnet has an upper (N) polarity in the left upper stator direction and a lower right (S) polarity in the left lower stator direction,
Wherein the second permanent magnets have an S (S) polarity on the upper side in the direction of the right upper stator and a N (N) polarity on the lower side in the right lower stator direction.

The method according to claim 1,
Further comprising a deceleration device for increasing a braking force supplied from the magnetic flux device,
The speed reducing device includes:
And is connected to an end of the motor shaft, and is formed in the housing together.

9. The method of claim 8,
Further comprising a guide pin, one end of which is coupled to the hollow of the motor shaft and the other end of which is connected to the speed reducing device to limit movement in a direction perpendicular to the axis of the speed reducing device.

10. The apparatus according to claim 9,
An eccentric rotation portion formed at an output end of the motor shaft and eccentrically rotated;
An internal gear eccentrically rotated by the eccentric rotation portion;
An outer gear engaged with an outer surface of the inner gear to allow the inner gear to revolve or rotate; And
And a carrier for supplying a rotational force to an end for outputting a rotational force by rotation of a carrier pin provided to each of a plurality of through holes of the internal gear, the cycloid gear comprising:
The guide pin
Wherein one end is coupled to the hollow of the motor shaft and the other end is connected to the carrier to limit movement in a direction perpendicular to the axis of the reduction gear.

11. The motorcycle according to claim 10, wherein the end portions of the motor shaft
Wherein the motor has a coaxial.

10. The method of claim 9,
Further comprising a bearing portion formed between the decelerator and the stator in the housing for absorbing an impact from the decelerator and restricting axial movement of the decelerator.

The motor according to claim 1,
A disk rotating together with a wheel of the vehicle;
A friction pad for pressing the disc to generate a braking force; And
Further comprising a pressing portion for driving the friction pad to press the disc,
The pressing unit includes:
And is connected in parallel with an axial direction of the motor shaft.

14. The method of claim 13,
Further comprising a deceleration device provided between the motor shaft and the compression unit for increasing a braking force supplied from the motor,
Wherein the motor shaft, the urging portion, and the reduction gear have coaxial axes.