KR20190078090A - Driving motor for vehicle tracing controlling rotor - Google Patents

Abstract

The present invention provides a drive motor for vehicles traction-controlling a rotor which can extend a lifetime of a thrust ball-and-roller bearing installed at the rear end of a rotor. According to an embodiment of the present invention, the drive motor for vehicles traction-controlling a rotor comprises: a stator in which a stator coil is wound on a ring shaped stator core; a rotor which is located inside the stator and in which a permanent magnet is attached to a rotor core integratedly connected to a shaft and rotated together; a rotor traction unit located at a front end of the rotor and generating a pulling force with regard to the rotor in a direction of reducing a thrust load of a ball-and-roller bearing generated in a shaft direction; and a controller determining a current direction and a current level of the rotor traction unit in order to control the pulling force of the rotor traction unit in accordance with a magnetic pole of the rotor.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a drive motor for traction control of a rotor,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle drive motor for controlling a traction of a rotor, and more particularly, to a motor drive motor for controlling a traction of a rotor, including a rotor traction structure for reducing a thrust load in the shaft direction, To a vehicle drive motor for traction control of the rotor.

Generally, a hybrid electric vehicle or an electric vehicle called an eco-friendly automobile can generate a driving force by a driving motor that obtains a rotational force by electric energy.

The hybrid vehicle travels in the EV mode, which is a pure electric vehicle mode using only the power of the drive motor, or in the HEV mode, which uses both the engine and the rotational force of the drive motor as power. And a general electric vehicle drives by using the rotational power of the driving motor as a power source.

As such, an electric vehicle or a hybrid vehicle mainly uses a permanent magnet type synchronous AC motor as a drive motor.

This permanent magnet type synchronous AC motor basically has a stator and a rotor. Specifically, the stator is a stator, and a core in which a coil is wound is coupled to the inside of the cylindrical case on the outside. The rotor is a rotor, which is disposed with a constant gap inside the stator by attaching the permanent magnet to the surface or by embedding it in the shaft. Accordingly, the permanent magnet type synchronous AC motor is driven by applying a current to the coil wound around the core of the stator to generate a rotating magnetic field and rotating the rotor.

Here, the rotor is supported at both ends by rolling bearings. The rolling bearing is an element that supports relative movement between the rotor shaft and the cylindrical case and supports the load transmitted from the rotor shaft.

Generally, the service life of the rolling bearing can be expressed by the following equation (1).

Where a ₁ is the reliability coefficient, a _ISO is the coefficient determined by the lubrication, C is the equivalent equivalent bearing capacity, P is the bearing equivalent load, r is 3 for ball bearings and 10/3 for roller bearings. The life of the bearing is increased by increasing C or decreasing P, as shown in equation (1).

Generally, the life of bearings is mainly used to increase C's. In this case, in order to increase C, the diameter of the bearing is increased or the number of rolling elements of the bearing is increased.

However, such a method has limitations in that it is difficult to increase C when the bearing installation space is limited, such as a permanent magnet type synchronous AC motor of an electric vehicle or a hybrid vehicle.

Accordingly, there is a need to propose a method for increasing the life of a bearing in a permanent magnet type synchronous AC motor.

Korean Patent Publication No. 2001-0015086

An object of the present invention is to provide a motor drive motor for traction control of a rotor for extending the service life of a thrust rolling bearing provided at a rear end of a rotor by providing a rotor traction structure for reducing a thrust load in the shaft direction at the front end of the rotor.

A vehicle drive motor for traction control of a rotor according to an embodiment of the present invention includes a stator in which a stator coil is wound around an annular stator core; A rotor positioned inside the stator and integrally connected to the shaft and having a permanent magnet attached to the rotor core rotating together; A rotor traction unit positioned at a front end of the rotor to generate a traction force with respect to the rotor in a direction to reduce a thrust load of a rolling bearing generated in the shaft direction; And a controller for determining the current direction and current magnitude of the rotor pulling portion to control the pulling force of the rotor pulling portion in accordance with the magnetic pole position of the rotor.

The stator core may be an assembled core assembled into an annular assembly structure using a plurality of divided cores, or may be an integral core formed with a plurality of slots.

The stator core may be one in which the stator coils of three phases (U phase, V phase, W phase) are alternately wound for each of the divided cores in the case of the assembled type core and each slot in the case of the integral type core.

The permanent magnet may be one obtained by equally dividing the outer circumferential surface of the rotor core and alternately attaching the N pole and the S pole magnet.

The rolling bearing may be such that the rolling bearing rotatably supports the shaft and is provided at the rear end of the rotor.

According to one embodiment, the Hall sensor may further include a Hall sensor for detecting a magnetic pole position of the rotor.

The rotor pulling portion may be formed by winding a rotor pulling portion coil on an X-shaped tooth formed on the rotor pulling portion core.

The shaft may be coupled through a hollow formed between the teeth of the rotor take-up core.

The controller controls the direction of the alternating current applied to the rotor pulling portion coil so that a pulling force of the rotor pulling portion is generated by aligning the magnetic pole direction of the magnetic pole of the rotor with the magnetic pole position of the rotor detected by the hall sensor . ≪ / RTI >

The controller may determine the magnitude of the alternating current applied to the rotor traction coil by applying a high frequency signal to the rotor traction unit to calculate the distance of the rotor.

The present invention can extend the service life of the thrust rolling bearing provided at the rear end of the rotor by providing the rotor traction structure for reducing the thrust load in the shaft direction on the front end of the rotor.

Further, the present invention can improve the packaging performance of the product by positioning the motor and the bearing in the proposed space.

1 is an exploded perspective view of a vehicle drive motor for traction control of a rotor according to an embodiment of the present invention,
FIG. 2 is a cross-sectional view taken along the line AA 'of the assembled state of the vehicle drive motor of FIG. 1;

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description and the accompanying drawings, detailed description of well-known functions or constructions that may obscure the subject matter of the present invention will be omitted. It should be noted that the same constituent elements are denoted by the same reference numerals as possible throughout the drawings.

The terms and words used in the present specification and claims should not be construed in an ordinary or dictionary sense, and the inventor shall properly define the terms of his invention in the best way possible It should be construed as meaning and concept consistent with the technical idea of the present invention.

Therefore, the embodiments described in the present specification and the configurations shown in the drawings are merely the most preferred embodiments of the present invention, and not all of the technical ideas of the present invention are described. Therefore, It is to be understood that equivalents and modifications are possible.

In the accompanying drawings, some of the elements are exaggerated, omitted or schematically shown, and the size of each element does not entirely reflect the actual size. The invention is not limited by the relative size or spacing depicted in the accompanying drawings.

When an element is referred to as "including" an element throughout the specification, it is to be understood that the element may include other elements as well, without departing from the spirit or scope of the present invention. Also, when a part is referred to as being "connected" to another part, it includes not only "directly connected" but also "electrically connected" with another part in between.

The singular expressions include plural expressions unless the context clearly dictates otherwise. It will be understood that terms such as "comprise" or "comprise ", when used in this specification, specify the presence of stated features, integers, , But do not preclude the presence or addition of one or more other features, elements, components, components, or combinations thereof.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

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

FIG. 1 is an exploded perspective view of a vehicle drive motor for traction control of a rotor according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view taken along the line A-A 'of the assembled state of the vehicle drive motor of FIG.

1, a vehicle drive motor (hereinafter referred to as " vehicle drive motor ") for traction control of a rotor according to an embodiment of the present invention is a permanent magnet type synchronous AC motor, A rotor trace structure that reduces the thrust load in the shaft direction can be provided to extend the life of the thrust rolling bearing installed at the rear end of the rotor.

The vehicle drive motor includes a stator 110, a rotor 120, a shaft 130, a hall sensor 140, a rotor traction unit 150, and a controller (not shown). 1, the stator 110 is shown in cross section for convenience of explanation, and the hall sensor 140 is omitted in FIG.

The stator 110 includes a stator core 111 that strikes a thin electrical steel sheet (e.g., a silicon steel sheet) and stacks a plurality of punched out electrical steel sheets and assembles them into an annular shape, a stator coil 112 ).

The stator core 111 may be an assembled core that is assembled into an annular assembly structure using a plurality of divided cores, or may be an integral core formed with a plurality of slots. The stator core 111 may be formed by mixing an amorphous metal powder and a binder, or by mixing the amorphous metal powder, the crystalline metal powder having excellent soft magnetic properties and the binder at a predetermined ratio

In the stator core 111, the individual divided stator coils 112 of three phases (U-phase, V-phase, W-phase) are alternately wound in each of the divided cores, Star connection or three-phase delta connection. At this time, a non-magnetic material is wrapped around the outer circumferential surface of the stator core 111 where the stator coil 112 is wound. Here, the stator coil 112 may be copper (Cu), aluminum (Al), or the like.

The rotor 120 is an inner rotor positioned inside the stator 110 and includes a cylindrical rotor core 121 integrally connected to the shaft 130 and rotated together with the shaft 130, (Not shown). At this time, the permanent magnet 122 equally divides the outer circumferential surface of the rotor core 121 to alternately attach the N pole and the S pole magnet. Here, a case where the outer circumferential surface of the rotor core 121 is divided into four equal parts will be described as an example. The permanent magnet 122 is attached to the outer circumferential surface of the rotor 120, but may be embedded in the rotor core 121. [

The shaft 130 is rotatably supported by a first bearing 171 and a second bearing 172 provided at both ends of the rotor 120. The first bearing 171 and the second bearing 172 are rolling bearings, and in particular, the first bearing 171 corresponds to a thrust rolling bearing in which a thrust load is applied in the shaft direction.

On the other hand, when an alternating current is applied to the stator coil 112, the stator 110 generates a rotating magnetic field, and generates a rotating torque to the rotor 120 by the rotating magnetic field. At this time, the stator 110 generates a rotating magnetic field by using the stator coil 112 wound around the stator core 111, and the rotor 120 rotates the fixed magnetic field by using the permanent magnet 122 attached to the rotor core 121 I make it. As a result, a stator magnetic field generated in the rotor 120 generates a force to follow the rotating magnetic field formed in the stator 110. Accordingly, the rotor 120 rotates in synchronism with the rotation of the rotating magnetic field formed on the stator 110.

The Hall sensor 140 senses a voltage varying with the intensity of the magnetic field using a Hall effect and detects the position of the magnetic pole (magnet polarity) of the rotor 120. In this case, the controller can also be controlled to operate in the desired rotational direction by applying an appropriate current to the stator coil 112 of the stator 110 to match the position of the rotor 120 detected from the Hall sensor 140 .

The rotor traction unit 150 performs traction control on the rotor 120 in the direction to reduce the thrust load in the direction of the shaft 130 at the front end of the rotor 120 under the control of the controller. That is, the controller performs traction control on the rotor 120 using the rotor traction unit 150 based on the magnetic pole position of the rotor 120 detected from the hall sensor 140. As a result, the thrust load in the shaft direction of the first bearing (171) provided at the rear end of the rotor (120) is reduced.

The rotor pulling part 150 is wound around the rotor teeth pulling part coil 152 on the teeth of the X shape formed in the rotor pulling part core 151. At this time, the non-magnetic material is wrapped around the outer circumferential surface of the rotor pulling-out portion core 151 in which the rotor pulling portion coil 152 is wound. The shaft 130 is coupled through the hollow formed between the teeth of the rotor pulling-out core 151.

When the alternating current is applied to the rotor pulling portion coil 152, the rotor pulling portion 150 generates a magnetic field and can generate a pulling force with respect to the rotor 120 by the magnetic field.

That is, the controller controls the rotor 120 so that the traction force of the rotor traction unit 150 is generated by aligning the magnetic pole position of the rotor 120 with the magnetic field direction, according to the magnetic pole position of the rotor 120 detected by the hall sensor 140. [ Determines the direction of the alternating current applied to the sub-coil (152).

The controller determines the magnitude of the alternating current applied to the rotor traction coil 152 by calculating the distance x of the rotor 120 by applying a high frequency signal to the rotor traction unit 150 and using Equation 2 below: do.

Although the foregoing is directed to novel features of the present invention that are applicable to various embodiments, those skilled in the art will appreciate that the apparatus and method described above, without departing from the scope of the present invention, It will be understood that various deletions, substitutions, and alterations can be made in form and detail without departing from the spirit and scope of the invention. Accordingly, the scope of the present invention is defined by the appended claims rather than the foregoing description. All variations within the scope of the appended claims are embraced within the scope of the present invention.

110: stator 111: stator core
112: stator coil 120: rotor
121: rotor core 122: permanent magnet
130: shaft 140: Hall sensor
150: rotor pulling portion 151: rotor pulling-out core
152: rotor pulling coil 171: first bearing
172: second bearing

Claims (10)

A stator in which a stator coil is wound on an annular stator core;
A rotor positioned inside the stator and integrally connected to the shaft and having a permanent magnet attached to the rotor core rotating together;
A rotor traction unit positioned at a front end of the rotor to generate a traction force with respect to the rotor in a direction to reduce a thrust load of a rolling bearing generated in the shaft direction; And
A controller for determining a current direction and a current magnitude of the rotor pulling portion to control a pulling force of the rotor pulling portion in accordance with a magnetic pole position of the rotor;
And a drive motor for driving the rotor.
The method according to claim 1,
The stator core includes:
A motor drive motor for traction control of a rotor, which is an assembled core assembled into an annular assembly structure using a plurality of divided cores, or an integral core formed with a plurality of slots.
3. The method of claim 2,
The stator core includes:
(U-phase, V-phase, and W-phase) are alternately wound around each of the divided cores in the case of the assembled core and each of the slots in each of the slots in the case of the integral core, motor.
The method according to claim 1,
Wherein the permanent magnet comprises:
Wherein the outer peripheral surface of the rotor core is divided equally and an N pole and an S pole magnet are alternately attached to each other.
The method according to claim 1,
The rolling bearing,
Wherein the shaft is rotatably supported, and the rotor is provided at a rear end of the rotor.
The method according to claim 1,
A Hall sensor for detecting a magnetic pole position of the rotor;
And a motor for driving the motor.
The method according to claim 1,
The rotor-
Wherein a rotor-traction coil is wound around an X-shaped tooth formed on the rotor-traction core.
8. The method of claim 7,
The shaft includes:
Wherein the rotor is pulled through a hollow formed between teeth of the rotor pulling-out core.
8. The method of claim 7,
The controller comprising:
Wherein a direction of an alternating current applied to the rotor pulling-out portion coil is determined so as to generate a pulling force of the rotor pulling portion by aligning a magnetic pole position of the rotor with a magnetic field direction according to a magnetic pole position of the rotor, Drive motor.
8. The method of claim 7,
The controller comprising:
Wherein a magnitude of an alternating current applied to the rotor traction coil is determined by calculating a distance of the rotor by applying a high frequency signal to the rotor traction unit.

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