KR20160000630A

KR20160000630A - Axial-gap motor for vehicle

Info

Publication number: KR20160000630A
Application number: KR1020140077994A
Authority: KR
Inventors: 김종현
Original assignee: 주식회사 만도
Priority date: 2014-06-25
Filing date: 2014-06-25
Publication date: 2016-01-05

Abstract

An axial-gap motor for a vehicle of the present invention includes a shaft; a stator installed on the shaft; a rotor which is installed on the shaft, faces the stator, and rotates by interlocking with the shaft; and a linear actuator which is connected to the stator, and separates the stator from the rotor according to the number of rotation of the rotor or approaches. The present invention relates to an axial-gap motor for a vehicle to perform high-efficiency operation at low and high speed in an electric vehicle by using a simple configuration and a simple operation.

Description

[0001] AXIAL-GAP MOTOR FOR VEHICLE [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an axial gap type motor for a vehicle, and more particularly, to an axial gap type motor for a vehicle which enables a high-efficiency operation at a low speed and a high speed running of the electric-

An axial-gap motor is a disk-shaped motor that generally has a short shaft length, and is currently a device for receiving in-wheel motors of electric-powered vehicles.

In such an axial gap type motor, the rotor and the stator are fixed to the shaft to maintain a constant air gap.

Therefore, when the electrically driven vehicle is traveling at a high speed outside the back electromotive voltage region, it is necessary to perform complicated abbreviation control (Flux Weakening Control) through the ECU.

Typically, the motor input voltage is fixed, so the maximum speed of the motor may be the speed at which the back electromotive voltage induced by the rotation of the motor rotor is equal to the terminal voltage.

Therefore, since the increase of the rotation speed leads to an increase of the back electromotive voltage, the high speed operation of the motor is hindered, so that the magnetic flux density can be lowered to lower the back electromotive voltage.

From this point of view, abbreviation control is necessary, and abbreviation control is a control logic in which magnetism is generated in the opposite direction of the magnetic flux to weaken the magnetic flux. However, since the control logic is too complicated to control the abbreviations, the efficiency of the abbreviations must be increased to increase the speed of abbreviations.

Patent No. 10-0976885

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above problems, and it is an object of the present invention to provide an axial gap type motor for a vehicle which can operate at a low speed and at a high speed in an electric driving vehicle with high efficiency.

According to an aspect of the present invention, A stator mounted on the shaft; A rotor mounted on the shaft and facing the stator and rotating in association with the shaft; And a linear actuator connected to the stator and spaced apart from or near the stator according to the number of rotations of the rotor.

Here, the linear actuator moves the stator away from the rotor as the number of rotations of the rotor increases, and brings the stator closer to the rotor as the number of rotations of the rotor decreases. That is, when the vehicle travels at high speed, The stator is separated from the rotor, and the stator is brought close to the rotor when the vehicle travels at a low speed.

An initial air gap is formed between the rotor and the stator. The linear actuator separates the stator from the rotor within a range of 1 to 5 times the initial air gap .

The vehicle axial gap type motor further includes a magnet mounted on an edge of the rotor facing the stator.

The vehicle axial gap type motor further includes a sensor mounted on the stator or the rotor, electrically connected to the linear actuator, and sensing a rotational speed or a rotational speed of the rotor.

The shaft may be connected to an electric drive motor or may be connected to an electric drive accelerator.

According to the present invention having such a structure, the linear actuator connected to the stator can be abruptly controlled by a simple operation of separating or bringing the stator away from the rotor in accordance with the number of rotations of the rotor rotating in conjunction with the shaft , It is possible to operate at a high efficiency at low speed driving as well as at high speed driving.

Particularly, the present invention controls the gap between the rotor and the stator by controlling the operation of the linear actuator by receiving feedback of the rotation speed of the rotor, that is, the rotation speed, instead of performing abbreviation control through the ECU at the time of high- This control can be said to achieve optimum efficiency at high speed driving.

1 is a conceptual diagram showing the overall configuration of an axial clearance motor for a vehicle according to an embodiment of the present invention.
2 is a conceptual diagram showing the overall configuration of an axial gap type motor for a vehicle according to another embodiment of the present invention.
3 is a graph showing a comparison between a conventional axial gap type motor and a change in output and torque according to the number of revolutions and torque of an axial gap type motor for a vehicle according to an embodiment of the present invention. Fig. 3 (b) shows an axial gap type motor for a vehicle according to an embodiment of the present invention.
FIG. 4 is a graph showing a comparison between the conventional axial gap type motor and the axial gap type motor for a vehicle according to an embodiment of the present invention in terms of the number of revolutions and the efficiency according to torque. FIG. 4 (a) Fig. 4 (b) shows an axial gap type motor according to an embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention, and how to accomplish them, will become apparent by reference to the embodiments described in detail below with reference to the accompanying drawings.

However, the present invention is not limited to the embodiments described herein but may be embodied in other forms.

Rather, the embodiments disclosed herein are provided so that the disclosure can be thorough and complete, and will fully convey the concept of the invention to those skilled in the art.

In the drawings, the thicknesses of layers and regions are exaggerated for clarity.

Terms such as top, bottom, top, bottom, or top, bottom, etc. are used to distinguish relative positions in components.

For example, in the case of naming the upper part of the drawing as upper part and the lower part as lower part in the drawings for convenience, the upper part may be named lower part and the lower part may be named upper part without departing from the scope of right of the present invention .

The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention.

The singular expressions include plural expressions unless the context clearly dictates otherwise.

In this application, the terms "comprises", "having", and the like are used to specify that a feature, a number, a step, an operation, an element, a part or a combination thereof is described in the specification, But do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the meaning in the context of the relevant art and are to be construed as ideal or overly formal in meaning unless explicitly defined in the present application Do not.

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

FIG. 1 is a conceptual diagram showing the overall configuration of an axial gap type motor according to an embodiment of the present invention, and FIG. 2 is a conceptual diagram showing the overall configuration of an axial gap type motor for a vehicle according to another embodiment of the present invention.

2, reference numeral 70 denotes a bearing, and 80, a battery for supplying power to the linear actuator 50, respectively.

As shown in the drawings, the present invention includes a shaft 10, a stator 20 mounted on the shaft 10, a rotor 20 mounted on the shaft 10 and facing the stator 20 and rotating in association with the shaft 10, And a linear actuator 50 connected to the stator 20 and spaced or brought closer to the rotor 30 from the rotor 30 in accordance with the number of rotations of the rotor 30.

Therefore, unlike the conventional abbreviated speed control in which the magnetic flux is weakened by forming a repulsive force in the opposite direction of the magnetic flux, the present invention reduces the magnetic flux density through simple control of moving the stator 20 away from or close to the rotor 30 So that it is possible to operate at a high efficiency particularly at a high speed running.

In particular, the present invention controls the interval between the rotor and the stator by controlling the operation of the linear actuator by receiving feedback of the rotation speed change of the rotor, that is, the rotation speed, instead of performing abbreviation control through the ECU at the time of high- It is possible to obtain optimum efficiency at the time of traveling.

It is to be understood that the present invention may be embodied in many other specific forms without departing from the spirit or scope of the invention.

The stator 20 and the rotor 30 are mounted on the shaft 10 having a relatively short length along the longitudinal direction as compared with the conventional shaft so as to be formed into a disc shape suitable for application to an in-wheel motor.

Here, the magnet 31 is mounted on the edge of the rotor 30 facing the stator 20 so that the speed of the magnet 30 is controlled by generating an electromotive force.

At this time, an initial air gap g is formed between the rotor 30 and the stator 20 at a predetermined interval, and the linear actuator 50, which will be described later, The stator 20 is spaced apart from or closer to the rotor 30 within the range of the rotor 30.

Usually, the initial air gap g is determined at about 1.2 mm, and in the range of 1.2 to 6.0 mm, the linear actuator 50 to be described later separates or brings the stator 20 away from the rotor 30.

The linear actuator 50 mechanically controls the abrupt speed according to the change in the number of rotations of the rotor 30. The linear actuator 50 rotates the stator 20 from the rotor 30 As the number of revolutions of the rotor 30 decreases, the stator 20 approaches the rotor 30.

That is, the linear actuator 50 separates the stator 20 from the rotor 30 when the vehicle travels at a high speed, and brings the stator 20 closer to the rotor 30 when the vehicle travels at a low speed.

The linear actuator 50 may be a LM guide that is connected to the stator 20 to apply an expanding or contracting fluid cylinder or an LM guide that reciprocates the stator 20 along the rails formed on the outer circumferential surface of the shaft 10, 10 and a rack and pinion structure that reciprocates along the forming direction of the first and second plates 10 and 10.

2, the present invention may be applied to a stator 20 or a rotor 30, electrically connected to a linear actuator 50, and coupled to a shaft 10 connected to an electric motor or an accelerator 60, And a sensor 40 for sensing the rotational speed or the rotational speed of the rotating rotor 30.

Accordingly, it can be seen from FIG. 3 that the axial gap type motor for a vehicle according to the present invention as described above significantly improves the output and torque at the time of high-speed running as compared with the conventional axial gap type motor for a vehicle.

3 is a graph showing a comparison between a conventional axial clearance type motor and an axial clearance type motor for a vehicle according to an embodiment of the present invention in comparison of changes in output and torque according to the number of revolutions and torque, (a) shows an existing axial gap type motor for a vehicle, and FIG. 3 (b) shows an axial gap type motor for a vehicle according to an embodiment of the present invention.

The curve indicated by the solid line in Fig. 3 represents the output of the curve indicated by the dotted line of the torque.

That is, when the vehicle is traveling at a high speed, the linear actuator 50 operates to adjust the air gap g between the rotor 30 and the stator 20 from 1.2 mm to 6.0 mm. However, it was found that the torque and the output were improved in the high speed region.

In addition, the axial gap type motor for a vehicle according to the present invention as described above has a significantly improved efficiency in a high-speed running compared to a conventional axial gap type motor for a vehicle.

4A and 4B are graphs showing a comparison between the conventional axial gap type motor and the efficiency of the axial gap type motor for a vehicle according to an embodiment of the present invention, Fig. 4 (b) shows an axial gap type motor for a vehicle according to an embodiment of the present invention.

In FIG. 4, the portion where the thicker dot is filled indicates the higher efficiency region.

That is, when the vehicle travels at a high speed, the linear actuator 50 operates to adjust the air gap g between the rotor 30 and the stator 20 from 1.2 mm to 6.0 mm, Could know.

As described above, it is understood that the present invention is based on a technical idea to provide an axial gap type motor for a vehicle which can operate at a high efficiency in a low speed and a high speed running of an electric drive vehicle by a simple structure and a simple operation.

It will be apparent to those skilled in the art that many other modifications and applications are possible within the scope of the basic technical idea of the present invention.

10 ... shaft
20 ... stator
30 ... rotor
31 ... Magnet
40 ... sensor
50 ... linear actuator
60 ... motor, accelerator
70 ... bearing
80 ... battery
g ... air gap

Claims

shaft;
A stator mounted on the shaft;
A rotor mounted on the shaft and facing the stator and rotating in association with the shaft; And
And a linear actuator that is connected to the stator and that separates or brings the stator away from the rotor in accordance with the number of rotations of the rotor.

The method according to claim 1,
The linear actuator includes:
As the number of revolutions of the rotor increases, the stator is separated from the rotor,
And the stator is brought close to the rotor as the number of rotations of the rotor decreases.

The method according to claim 1,
The linear actuator includes:
The stator is separated from the rotor when the vehicle is traveling at a high speed,
And the stator is brought close to the rotor when the vehicle travels at a low speed.

The method according to claim 1,
An initial air gap is formed between the rotor and the stator and the linear actuator is arranged to move the stator away from or close to the rotor within a range of 1 to 5 times the initial air gap Axial gap type motor for vehicle.

The method according to claim 1,
The axial gap type motor for a vehicle,
And a magnet mounted on an edge of the rotor facing the stator.

The method according to claim 1,
The axial gap type motor for a vehicle,
Further comprising a sensor mounted on the stator or the rotor and electrically connected to the linear actuator, the sensor sensing a rotation speed or a rotation speed of the rotor.

The method according to claim 1,
And the shaft is connected to an electric drive type motor.

The method according to claim 1,
Wherein the shaft is connected to an electric drive type accelerator.