KR20200073329A - Rotor for motor of electric vehicle - Google Patents

Abstract

Disclosed is a rotor for a motor driving an electric vehicle which complements stiffness. According to the present invention, the rotor for a motor driving an electric vehicle comprises: a plurality of cores individually formed of a plurality of iron cores to be radially coupled to a hub; a permanent magnet inserted between the cores and divided into multiple pieces in an outer direction around the hub; and a bridge formed to be extended from the iron cores to a divided space between the permanent magnets and connecting the iron cores.

Description

Rotor for electric vehicle-driven electric motor {ROTOR FOR MOTOR OF ELECTRIC VEHICLE}

The present invention relates to a rotor for an electric motor driven by an electric vehicle, and more specifically, to divide the permanent magnet and connect the cores on both sides of the permanent magnet through a bridge between the divided permanent magnets to adjust the leakage flux while compensating for stiffness. It relates to a rotor for an electric vehicle-driven electric motor.

2. Description of the Related Art Recently, with the depletion of fossil fuels and environmental problems due to the use of fossil fuels, interest and demand for electric vehicles have increased. Technical elements that are important for commercialization of electric vehicles include batteries that supply electric energy and electric motors that convert electric energy supplied from batteries into mechanical energy for driving.

In order to use the electric motor in an electric vehicle, high efficiency and high power are required. At this time, a permanent magnet type electric motor is used as an electric motor of an electric vehicle together with an induction motor.

Among the permanent magnet motors, there is an embedded permanent magnet motor in which a permanent magnet is inserted (embedded) in a rotor. The rotor for the electric motor driven motor among the embedded permanent magnet motors has a structure in which the permanent magnet is radially inserted into the rotor core around the rotation axis.

The electric motor for a conventional electric vehicle driving motor is used for driving an electric vehicle as described above, but requires high speed/high torque due to the characteristics of the electric vehicle. Therefore, centrifugal force due to high-speed operation acts on the iron core, and due to the characteristics of the rotor, stress is concentrated around the iron core adjacent to the shaft. As a result, the rotor can withstand stress and scatter during high-speed operation.

Particularly, in the separable structure, each iron core and the permanent magnet are not structurally connected, and the core is blocked to prevent scattering of the permanent magnet. The integral structure has a problem in that the iron core is made of one and is structurally safe, but the upper part is connected to generate a leakage flux.

Background art of the present invention is disclosed in the'Self-concentrating permanent magnet electric motor' of Republic of Korea Patent Publication No. 10-2012-0110275 (2012.10.10).

The present invention was devised to improve the above-mentioned problems, and the object according to one aspect of the present invention is to divide the permanent magnets and connect the cores on both sides of the permanent magnets through the bridges between the divided permanent magnets to control the leakage flux while maintaining rigidity. It is to provide a rotor for an electric vehicle-driven electric motor to supplement the.

The rotor for an electric vehicle-driven electric motor according to an aspect of the present invention includes a plurality of cores, each of which is formed of a plurality of iron cores and radially coupled to a hub; A permanent magnet inserted between the cores and divided into a plurality of pieces in the outer direction around the hub; And a bridge extending from the iron core to a divided space between the permanent magnets and connecting the iron core.

The bridge of the present invention is characterized in that extending from at least one of the iron core.

The permanent magnet of the present invention is characterized in that it is divided into an inner permanent magnet inserted into the hub side, and an outer permanent magnet inserted into the outside of the hub around the inner permanent magnet.

The present invention is formed to extend to be in contact with a portion of the end of the permanent magnet on the iron core fixed projection for fixing the permanent magnet; And it characterized in that it comprises an anchoring film for fixing the permanent magnet is formed to be extended to the whole of the end of the permanent magnet to the iron core.

The fixing protrusions of the present invention are characterized in that they are respectively protruded from the iron core toward the neighboring core side of the core and are interviewed at both sides of the end portion of the permanent magnet.

The fixing membrane of the present invention is characterized in that it extends from the iron core so as to connect with the iron core of the neighboring core among the cores, so as to be in contact with the entire end of the permanent magnet.

The iron core on which the fixing protrusions are formed for each core of the present invention and the iron core on which the fixing film is formed are respectively stacked at a preset number of preset ratios.

It characterized in that the iron core is formed of the fixing projection of the present invention is disposed at a rate of 80 to 90% of the iron core.

The rotor for an electric vehicle-driven electric motor according to an aspect of the present invention divides the permanent magnet and connects the cores on both sides of the permanent magnet through the bridge between the divided permanent magnets to control leakage flux while compensating for rigidity.

The rotor for an electric vehicle-driven electric motor according to another aspect of the present invention improves leakage and structural vulnerability of the rotor.

1 is a schematic diagram of an electric vehicle drive motor according to an embodiment of the present invention.
2 is a perspective view of a rotor for an electric vehicle-driven electric motor according to an embodiment of the present invention.
3 is a view showing in detail a bridge of a rotor for an electric vehicle drive electric motor according to an embodiment of the present invention.
4 is an enlarged view of part A of FIG. 2.
5 is a plan view of a rotor for an electric vehicle-driven electric motor according to an embodiment of the present invention.
6 is an enlarged view of part B of FIG. 5.
7 is an enlarged view of part C of FIG. 2.
8 is a perspective view of a fixing protrusion formed on an iron core according to an embodiment of the present invention.
9 is a plan view of a fixing protrusion formed on an iron core according to an embodiment of the present invention.
10 is a perspective view of a fixing film formed on an iron core according to an embodiment of the present invention.
11 is a plan view of a fixed membrane formed on an iron core according to an embodiment of the present invention.

Hereinafter, a rotor for an electric vehicle-driven electric motor according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. In this process, the thickness of the lines or the size of components shown in the drawings may be exaggerated for clarity and convenience. In addition, terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to a user's or operator's intention or practice. Therefore, the definition of these terms should be made based on the contents throughout the specification.

The implementation described herein can be implemented, for example, as a method or process, apparatus, software program, data stream or signal. Although discussed only in the context of a single form of implementation (eg, discussed only as a method), the implementation of the features discussed may also be implemented in other forms (eg, devices or programs). The device can be implemented with suitable hardware, software and firmware. The method can be implemented in an apparatus, such as a processor, generally referring to a processing device, including, for example, a computer, microprocessor, integrated circuit, or programmable logic device. The processor also includes communication devices such as computers, cell phones, portable/personal digital assistants ("PDAs") and other devices that facilitate communication of information between end-users.

1 is a schematic diagram of an electric vehicle drive motor according to an embodiment of the present invention.

Referring to FIG. 1, an electric vehicle driving electric motor according to an embodiment of the present invention includes a housing 100, a stator 200, a rotor 300, and a rotating shaft 400.

The housing 100 accommodates the stator 200 and the rotor 300. The housing 100 may be formed in a cylindrical shape, and its shape may be changed according to individual shapes of the stator 200 and the rotor 300.

The stator 200 includes a plurality of teeth 210 disposed in a circle and coils 220 wound around each of the teeth 210, and is formed in a ring shape in which the coils 220 are wound on the plurality of teeth 210. do. The stator 200 is disposed around the interior of the housing 100.

Since the specific configuration of the housing 100 and the stator 200 is as known, additional descriptions thereof will be omitted.

Figure 2 is a perspective view of a rotor for an electric vehicle drive motor according to an embodiment of the present invention, Figure 3 is a view showing in detail a bridge of a rotor for an electric vehicle drive motor according to an embodiment of the present invention, Figure 4 is 2 is an enlarged view of part A, FIG. 5 is a plan view of an electric vehicle drive motor rotor according to an embodiment of the present invention, FIG. 6 is an enlarged view of part B of FIG. 5, and FIG. 7 is a view. 2 is an enlarged view of part C.

The rotor 300 is disposed inside the stator 200 inside the housing 100 and rotates together with the rotating shaft 400 to generate electromagnetic force. As illustrated in FIGS. 2 to 5, the hub 310 and the core ( 320), a permanent magnet 330, a pin 340, a clamp 350 and a block 360.

The hub 310 is coupled to the rotating shaft 400 and rotates together with the rotating shaft 400. A coupling groove 311 for coupling the core 320 is formed on the outer circumferential surface of the hub 310. The coupling groove 311 may be formed to extend along one longitudinal direction from one end of the hub 310 to the other end. Therefore, as described later, the core 320 is coupled to the hub 310 by inserting the coupling protrusion 321 of the core 320 into the coupling groove 311 of the hub 310 along the longitudinal direction of the hub 310. Can be.

In addition, a plurality of coupling grooves 311 may be formed along the circumferential direction of the hub 310. Therefore, a plurality of cores 320 may be radially coupled to the hub 310. However, the number and spacing of the coupling grooves 311 may vary according to individual design conditions, and thus will not be specifically described herein.

In addition, the cross-section of the engaging groove 311 when the depth of the engaging groove 311 is deep, that is, when it goes to the center of the hub 310 along the radial direction of the hub 310, the width at that portion of the hub 310 It may be formed to be wider than the width on the outer peripheral surface of the. For example, the cross section of the engaging groove 311 may be formed in a dovetail shape as shown in FIG. 6. However, this is only to prevent the core 320 from being disengaged in the radial direction of the hub 310 from the hub 310 by its centrifugal force even if the core 320 rotates in a state coupled to the hub 310, as will be described later. The cross section of the coupling groove 311 may be formed in a different shape, such as a T-shape, as illustrated in FIG. 6, as long as the 320 can be prevented from separating from the hub 310 in the radial direction of the hub 310. If the cross section of the coupling groove 311 is formed in a T-shape, the lower end of the T-shape will be formed to face the outer circumferential surface of the hub 310. However, hereinafter, for convenience of description, the cross section of the coupling groove 311 will be described, for example, as a dovetail type as shown in FIG. 6.

The hub 310 may be formed of a non-magnetic material to prevent magnetic flux from leaking through the hub 310 to the rotating shaft 400.

The permanent magnet 330 is inserted between neighboring cores 320. More specifically, it can be inserted into the space defined by the outer peripheral surface of the hub 310, each side facing each other of the neighboring core 320, and each fixing protrusion 322 of the neighboring core 320. have.

In addition, a plurality of permanent magnets 330 may be installed and may be radially disposed around the hub 310. At this time, the permanent magnet 330 may be arranged in the form of a flux-focusing spoke type. That is, neighboring permanent magnets 330 may be arranged to face each other with the same polarity.

In addition, the cross-section of the permanent magnet 330 is formed to be shorter than the length corresponding to the length from the outer peripheral surface of the hub 310 to the fixing protrusion 322 of the core 320, and the permanent magnet 330 is shown in FIG. It can be arranged to be spaced from the hub 310, as shown in. At this time, the space between the hub 310 and the permanent magnet 330, the pin 340 and the block 360 is inserted. The pin 340 and the block 360 will be described later.

In addition, the permanent magnet 330 is divided into a plurality of pieces in the outer direction around the hub. For example, the permanent magnet 330 may be divided into an inner permanent magnet 331 and an outer permanent magnet 332.

The inner permanent magnet 331 is inserted into the hub 310 side, and the outer permanent magnet 332 is inserted into the outer side of the hub 310 around the inner permanent magnet 331. That is, the inner permanent magnet 331 and the outer permanent magnet 332 are sequentially inserted around the hub 310.

As described above, as the permanent magnet 330 is divided into two parts, the inner permanent magnet 331 and the outer permanent magnet 332, centrifugal force generated by rotation of the rotor 300 may be dispersed.

Between the inner permanent magnet 331 and the outer permanent magnet 332, a bridge 325 extending from both adjacent iron cores 324 is disposed. As the bridge 325 is disposed between the inner permanent magnet 331 and the outer permanent magnet 332 as described above, the inner permanent magnet 331 and the outer permanent magnet 332 are inserted and fixed, so that the permanent magnet 330 is Even if the inner permanent magnet 331 and the outer permanent magnet 332 are divided into two, the stiffness of the rotor for an electric vehicle driving electric motor can be secured. The bridge 325 will be described later.

The core 320 is formed in a structure in which a plurality of thin iron cores 324 are stacked and coupled to the hub 310. More specifically, the core 320 is provided with a coupling protrusion 321 of a shape corresponding to the coupling groove 311 of the hub 310, as described above, the coupling protrusion 321 of the core 320 has a hub ( It may be coupled to the hub 310 by being inserted into the coupling groove 311 of the hub 310 along the longitudinal direction of 310. That is, the cross section of the engaging projection 321 may be made of a dovetail type, as shown in FIG. 6, if the cross section of the engaging groove 311 of the hub 310 is formed of a T-shape as described above, the engaging projection ( 321) unlike the one shown in Figure 6 will be made of a T-shape.

Also, a plurality of cores 320 may be installed and radially coupled to the hub 310. In this case, the engaging projection 321 of each core 320 will be inserted into each engaging groove 311 of the hub 310.

In addition, the entire cross-section of the core 320 may be formed in a fan shape as shown in FIG. 5. In order to interact with the stator 200 while the rotor 300 rotates, it is preferable that the entire cross section of the rotor 300 is circular. In order to reduce the manufacturing time and cost of the permanent magnet 330, it is preferable that the cross section of the permanent magnet 330 is made of a rectangle having a relatively simple shape. Likewise, when installed radially around the hub 310, the core 320 serves to connect neighboring permanent magnets 330 to each other, but in order to make the entire cross-section of the rotor 300 circular, the core ( It is preferable that the entire cross section of 320) is formed in a fan shape. However, the entire cross-section of the rotor 300 is not necessarily limited to a circular shape, and the cross-section of the permanent magnet 330 is not necessarily limited to a rectangular shape. The cross section of the core 320 is also not necessarily limited to a fan shape. However, hereinafter, for convenience of description, it will be described, for example, that the entire cross-section of the core 320 is formed in a fan shape as illustrated in FIG. 5.

At this time, in the portion corresponding to both ends of the fan-shaped arc of the core 320, even if the permanent magnet 330 rotates while inserted between the neighboring cores 320 as will be described later, the hub from the core 320 by its centrifugal force A fixed protrusion 322 and a fixed film 323 are formed to prevent departure in the radial direction of 310. Here, the fixing protrusion 322 may be formed to protrude toward the neighboring core 320, and the fixing membrane 323 may be formed to connect the neighboring cores 320 to each other. That is, a fixed membrane 323 is formed on a part of the plurality of iron cores 324 and a fixed projection 322 is formed on the remaining iron cores 324, thereby rotating at a high speed by the fixed membrane 323 and the fixed projections 322. By the separation or damage of the permanent magnet 330 is prevented, and the ratio of the iron core 324 having a fixed membrane 323 and the iron core 324 having a fixed projection 322 among the entire iron cores 324 is adjusted, Leakage flux can also be reduced. The fixed membrane 323 and the fixed projection 322 will be described in more detail with reference to FIGS. 7 to 11.

The core 320 may be made of an electric steel plate to serve as a passage for magnetic flux.

In addition, a bridge 325 extending to the iron core 324 of another neighboring core 30 is formed on at least one of the iron cores 324 of the core 30.

The bridge 325 extends between the iron core 324 and the permanent space 320, that is, the inner permanent magnet 3231 and the outer permanent magnet 324 to connect the iron core 324.

That is, since the bridge 325 is formed between the inner permanent magnet 331 and the outer permanent magnet 332, the inner permanent magnet 331 and the outer permanent magnet 332 are inserted on both sides around the bridge 325, respectively. do. Therefore, even if the permanent magnet 330 is divided into two, the inner permanent magnet 331 and the outer permanent magnet 332, the rigidity of the rotor 300 for an electric motor driven electric vehicle can be secured.

In addition, the bridge 325 may be formed on all the iron cores 324, but may be selectively formed on any one or more of these iron cores 324.

When each iron core 324 is connected through the bridge 325, since they are magnetically shorted, leakage magnetic flux may occur. Thus, by selectively forming the iron core 325 on at least one of the iron cores 324, the leakage flux through the bridge 325 can be adjusted.

That is, by selectively distributing the bridge 325 for a portion of the iron core 325 of each neighboring core 320, the leakage flux through the bridge 325 can be adjusted.

As described above, the bridge 325 is formed to extend between the inner permanent magnet 331 and the outer permanent magnet 332, as described above, and thus the electric vehicle driving electric motor divided into two by the inner permanent magnet 331 and the outer permanent magnet 332. In addition to allowing the rigidity of the rotor to be secured, it is selectively formed only for a part of the iron core 324 to control the leakage flux through the bridge 325.

The pin 340 is disposed in the longitudinal direction of the hub 310 and is inserted into the spaced apart between the hub 310 and the permanent magnet 330 as described above. More specifically, as shown in FIG. 4, when it is based on the circumferential direction of the hub 310, they are respectively inserted into the spaced apart spaces on both sides of the core 320. That is, when viewed from the spaced space, two pins 340 are disposed on both sides of the spaced space, respectively. In addition, the pin 340 may be installed such that its end is exposed to the outside. At this time, the clamp 350 is fastened to the end of the pin 340.

The clamp 350 connects the ends of the pins 340 disposed on both sides of the core 320 to each other, and serves to press the pins 350 onto the outer circumferential surface of the hub 310. That is, the clamp 350 causes the pin 350 to exert a force in the direction of an arrow indicated by a solid line on the outer circumferential surface of the hub 310 by applying a tension to the pin 350.

As described above, when the core 320 rotates in a state coupled to the hub 310, the coupling protrusion 321 of the core 320 is indicated by a dotted line on the hub 310 as shown in FIG. 6 by its centrifugal force. Apply force in the direction of the arrow. This allows the width on the outer circumferential surface of the coupling groove 311 of the hub 310 to be wider, so that the core 320 can be detached from the hub 310 in the radial direction of the hub 310. However, at this time, the force applied by the pin 340 on the outer circumferential surface of the hub 310 offsets the force applied by the coupling protrusion 321 of the core 320 to the hub 310, and among the coupling grooves 311 of the hub 310 Do not make the width on the outer circumference wider. Therefore, the structural stability of the rotor 300 may be improved by preventing the core 320 from deviating from the hub 310 in the radial direction of the hub 310.

On the other hand, if an excessive tension is applied to the clamp 350, that is, an excessive force is applied only to the end of the pin 340, the pin 340 may be deformed to bend in some cases. Therefore, a block 360 may be further inserted in the spaced space. At this time, the cross-section of the block 360 may be formed to have a length corresponding to the length between the pins 340 disposed on both sides of the space. Therefore, the block 360 supports the outer circumferential surface of the pin 340 to prevent the pin 340 from being deformed.

On the other hand, in each of the iron cores 324 constituting the core 320, one of the fixed membrane 323 and the fixed projections 322 is formed as described above in portions corresponding to both ends of the arc of the fan shape, and a preset setting ratio Accordingly, a fixed film 323 may be formed on a portion of the entire iron core 324 and a fixed protrusion 322 may be formed on the other. Accordingly, as illustrated in FIG. 7, a fixed film 323 may be formed on a portion of the core 32, and a fixed protrusion 322 may be formed on the other.

Here, the set ratio may be appropriately set to reduce the leakage current while reducing the twisting or scattering of the rotor due to the high-speed rotation of the motor, and the fixed projection 322 of the entire iron core 324 is a fixed membrane ( 323). For example, the iron core 324 on which the fixed membrane 323 is formed may be disposed by 10-20% of the entire iron core 324, and the iron core 324 on which the fixed protrusions 322 are formed may be disposed by 80-90%. .

In more detail, as shown in FIGS. 8 and 9, the fixing protrusions 322 protrude from the portions corresponding to both ends of the fan-shaped arc of the iron core 324 in the direction of other adjacent iron cores 324, respectively. .

Therefore, the ends of the outer permanent magnet 332 are contacted by the two fixing protrusions 322, and only a part thereof is exposed to the outside by an interval between the two fixing protrusions 322. In this way, the outer permanent magnet 332 is fixed by two fixing protrusions 322, so that even if the rotor 300 rotates at high speed, the permanent magnet 330 (inner permanent magnet 331 or outer permanent magnet 332) It will not scatter outside.

In addition, as shown in FIGS. 10 and 11, the fixed membrane 323 is formed such that both ends of the fan-shaped arc of the iron core 324 are connected to each other so that other adjacent iron cores 324 are connected to each other by the fixed membrane 323. Connected. That is, the fixed membrane 323 extends from both sides of the iron core 324 to the iron core 324 of the neighboring core 320 of the core 320 to be in contact with the entire end of the outer permanent magnet 332.

Therefore, the entire end of the outer permanent magnet 332 is contacted by the fixing membrane 320 so that the permanent magnet 330 is fixed by the fixing membrane 323. In this way, the outer permanent magnet 332 is fixed by the fixing membrane 323, so that even if the rotor 300 rotates at a high speed, the permanent magnet 330 does not scatter to the outside.

In this way, the rotor for an electric vehicle-driven electric motor according to an embodiment of the present invention divides the permanent magnet and connects the cores on both sides of the permanent magnet through a bridge between the divided permanent magnets to adjust the leakage flux while compensating for stiffness. And, it can improve the leakage and structural vulnerability of the rotor.

The present invention has been described with reference to the embodiment shown in the drawings, but this is only exemplary, and those skilled in the art to which the technology belongs can recognize that various modifications and other equivalent embodiments are possible therefrom. Will understand. Therefore, the true technical protection scope of the present invention should be defined by the claims below.

100: housing 200: stator
210: tooth 220: coil
300: rotor 310: hub
311: coupling groove 320: core
321: engaging projection 322: fixed projection
323: fixed membrane 325: bridge
330: permanent magnet 331: inner permanent magnet
332: outer permanent magnet 340: pin
350: Clamp 360: Block
400: rotating shaft

Claims (8)

A plurality of cores each consisting of a plurality of iron cores and radially coupled to the hub;
A permanent magnet inserted between the cores and divided into a plurality of pieces in the outer direction around the hub; And
A rotor for an electric vehicle-driven electric motor including a bridge extending from the iron core to a divided space between the permanent magnets and connecting the iron core.
The bridge of claim 1, wherein the bridge extends from at least one of the iron cores.
The electric motor driven electric motor according to claim 1, wherein the permanent magnet is divided into an inner permanent magnet inserted into the hub side and an outer permanent magnet inserted into the outside of the hub around the inner permanent magnet. Dragon rotor.
According to claim 1,
A fixing protrusion extending to the iron core so as to be in contact with a part of the end of the permanent magnet to fix the permanent magnet; And
Rotor for an electric vehicle-driven electric motor, characterized in that it comprises a fixed membrane that is formed to be extended to the whole of the end of the permanent magnet to the iron core to fix the permanent magnet.
The rotor for an electric vehicle driving electric motor according to claim 4, wherein the fixing protrusions are protruded from the iron core toward the neighboring core side of the core and are interviewed at both sides of the end portion of the permanent magnet.
The rotor for an electric vehicle driving motor according to claim 4, wherein the fixing membranes are extended from the iron cores so as to connect with the iron cores of adjacent cores among the cores, and are in contact with the entire ends of the permanent magnets.
The rotor for an electric vehicle-driven electric motor according to claim 4, wherein the iron core on which the fixing protrusions are formed for each core and the iron core on which the fixing film is formed are stacked at a predetermined number of preset ratios.
8. The rotor for an electric vehicle-driven electric motor according to claim 7, wherein the iron core on which the fixing protrusion is formed is disposed at a ratio of 80 to 90% of the iron core.

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