KR20200124355A - Air blower for vehicle - Google Patents

Abstract

The present invention may provide an air compressor for a vehicle, which comprises: a shaft coupled with an impeller which compresses and discharges air; a rotor formed on a portion of an outer side of the shaft; a stator surrounding the rotor and rotating the rotor; and a housing provided with a space surrounding the stator. The stator has air cooling channels formed in a first region adjacent to the housing and a second region adjacent to the rotor, respectively. Accordingly, it is possible to improve the cooling performance of a bearing and reduce the loss of the rotor.

Description

Air blower for vehicle {Air blower for vehicle}

The embodiment relates to an air compressor for a vehicle.

A vehicle air compressor is a device that sucks outside air and delivers it into a vehicle. For example, an air compressor for a vehicle may compress air sucked from the outside using an impeller and then deliver it to the fuel cell stack of the vehicle.

Such. The vehicle air compressor may include a housing, a stator, a rotor, a shaft, and an impeller. Due to the electrical interaction between the stator and the rotor, the rotor can rotate. The shaft rotates in conjunction with the rotor. The impeller rotates in conjunction with the shaft. The shaft is rotatably supported by bearings.

The stator may include a stator core and a coil wound around the stator core. The coil can cause electrical interaction with the magnet placed on the rotor. As a winding method of coils, the centralized sphere winding all coils on one core is advantageous for low speed and high torque, but there is a problem of generating heat. In particular, the space around the bearing is narrow, and heat generation at high temperatures can be fatal to the bearing.

Patent Document: Republic of Korea Patent Registration No. 0962903 (2010.06.01. Announcement)

Accordingly, the embodiment is to solve the above problems, and it is an object to be solved to provide an air compressor for a vehicle that improves the cooling performance of the bearing and reduces the loss of the rotor.

The problem to be solved by the present invention is not limited to the problems mentioned above, and other problems that are not mentioned herein will be clearly understood by those skilled in the art from the following description.

The embodiment includes a shaft coupled with an impeller that compresses and discharges air, a rotor formed on a portion of the outer portion of the shaft, a stator surrounding the rotor and rotating the rotor, and a housing having a space surrounding the stator However, the stator may provide an air compressor having an air cooling channel formed in a first region adjacent to the housing and a second region adjacent to the rotor, respectively.

Preferably, the stator includes a stator core and a coil, and a radial length of the stator core may be greater than a radial length of the coil based on a radial direction of the stator.

Preferably, the housing may include a cooling water jacket adjacent to the first region.

Preferably, in the stator, a direction of a winding axis of the coil may be different from a radial direction of the stator.

Preferably, the air cooling passage includes a first cooling passage disposed in the first region and a second cooling passage disposed in the second region, and the second cooling passage is a hollow of the impeller and the shaft. Can communicate.

Preferably, it may further include a third cooling passage communicating the first cooling passage and the hollow of the shaft.

Preferably, a first cover covering the housing, a second cover covering the first cover, a journal bearing accommodated in the first cover to rotatably support the shaft, and the first cover and the second A thrust bearing disposed between the covers to rotatably support the shaft, and the first cover may include a through hole communicating between the housing and the first cover and the second cover.

Preferably, the third cooling passage may include the through hole and an inner space of the thrust bearing for communicating the through hole and the hollow of the shaft.

Preferably, it may further include a fourth cooling passage communicating the second cooling passage and the hollow of the shaft.

Preferably, the third cooling passage may include an inner space of the journal bearing communicating the second cooling passage and the through hole.

An embodiment includes a housing including a coolant jacket, a stator disposed inside the housing, a rotor disposed inside the stator, a shaft coupled with the rotor and an impeller coupled with the shaft, and supporting the shaft And a thrust bearing supporting the shaft, wherein the stator includes a stator core and a coil wound around the stator core, and the stator core is disposed in a radial direction. A plurality of cores spaced apart from each other in a circumferential direction of the stator core and a connection portion connecting the core, the coil is wound on the connection portion, and a space between the core and the core in the circumferential direction of the stator core is , It is possible to provide a vehicle air compressor communicating with the impeller, the journal bearing, the thrust bearing, and the hollow of the shaft.

Preferably, at least a portion of the space between the core and the core may be disposed adjacent to the cooling water jacket.

Preferably, it includes a first cooling passage defined as a space between the coil and the inner wall of the housing adjacent to the cooling water jacket, and the first cooling passage may communicate the impeller and the hollow of the shaft.

Preferably, the stator includes a second cooling passage defined as a space between the rotor and the coil based on a radial direction of the motor, and the second cooling passage comprises a hollow of the impeller and the shaft. You can communicate.

Preferably, it may further include a third cooling passage communicating the first cooling passage and the hollow of the shaft.

Preferably, it further comprises a first cover covering the housing and a second cover covering the first cover, wherein the journal bearing is accommodated in the first cover, and the thrust bearing comprises the first cover and the second cover. It is disposed between the covers, the first cover may include a through hole communicating between the housing and the first cover and the second cover.

Preferably, the third cooling passage may include the through hole and an inner space of the thrust bearing for communicating the through hole and the hollow of the shaft.

Preferably, it may further include a fourth cooling passage communicating the second cooling passage and the hollow of the shaft.

Preferably, the third cooling passage may include an inner space of the journal bearing communicating the second cooling passage and the through hole.

The embodiment provides an advantageous effect of improving the cooling performance of the bearing through the cooling flow path around the rotor and the stator.

The embodiment provides an advantageous effect of reducing the loss of the rotor.

1 is a view showing a motor according to an embodiment;
2 is a view showing a stator,
3 is a perspective view showing the stator core shown in FIG. 2;
4 is a plan view of the stator core,
5 is a view showing a stator core with a coil wound;
6 is a view showing the flow of a part of compressed air in the impeller;
7 is a view showing a flow of air from a first cooling passage to a third cooling passage;
8 is a view showing a flow of air from a second cooling passage to a fourth cooling passage;
9 is a view showing the temperature of an air compressor for a vehicle according to a comparative example;
10 is a view showing the temperature of an air compressor for a vehicle according to the embodiment.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments in conjunction with the accompanying drawings. In addition, in describing the present invention, detailed descriptions of related known technologies that may unnecessarily obscure the subject matter of the present invention will be omitted.

Terms including ordinal numbers, such as second and first, may be used to describe various elements, but the elements are not limited by the terms. These terms are used only for the purpose of distinguishing one component from another component. For example, without departing from the scope of the present invention, a second component may be referred to as a first component, and similarly, a first component may be referred to as a second component. The term and/or includes a combination of a plurality of related listed items or any of a plurality of related listed items.

1 is a view showing a motor according to an embodiment.

Referring to FIG. 1, a vehicle air compressor according to an embodiment includes a housing 100, a stator 200, a rotor 300, a shaft 400, an impeller 500, and a first cover 600. ), a second cover 700, a journal bearing 800, and a thrust bearing 900.

The housing 100 may be divided into a part accommodating the impeller 500, a stator 200, a rotor 300, and a part including a part of the shaft 400. The housing 100 may have a passage through which outside air flows into the impeller 500. In addition, the housing 100 may include a cooling water jacket 110. Cooling water is supplied into the cooling water jacket 110. The cooling water stored in the cooling water jacket 110 cools the interior of the housing 100 through heat exchange.

The stator 200 is disposed outside the rotor 300.

The rotor 300 is disposed inside the stator 200.

The shaft 400 is coupled to the inside of the rotor 300. When the rotor 300 rotates, the shaft 400 interlocks and rotates. A hollow is disposed inside the shaft 400.

Impeller 500 is coupled to the end of the shaft 400. The impeller 500 rotates in conjunction with the shaft 400. Air introduced into the housing 100 is compressed by the impeller 500. Part of the compressed air is introduced into the stator 200 for cooling.

The first cover 600 covers the open rear of the housing 100. In addition, the first cover 600 includes a pocket accommodating the journal bearing 800.

The second cover 700 is coupled to the first cover 600 to cover the thrust bearing 900. The second cover 700 covers the shaft 400 so that it is not exposed to the outside.

The journal bearing 800 is accommodated in the first cover 600 to rotatably support the shaft 400. The journal bearing 800 may have a through hole formed in the bearing case to form a cooling passage therein.

The thrust bearing 900 is disposed between the first cover 600 and the second cover 700 to rotatably support the shaft 400. The thrust bearing 900 is disposed at the rear end of the shaft 400.

The air compressor for a vehicle according to the embodiment includes a first cooling passage P1 and a second cooling passage P2. The first cooling passage P1 and the second cooling passage P2 contain a portion of the air compressed by the impeller 500 in the rear of the journal bearing 800 and the thrust bearing 900 and the hollow of the shaft 400. As a guide, the cooling performance of the journal bearing 800 and the thrust bearing 900 is improved.

The first cooling passage P1 and the second cooling passage P2 may be formed such that the winding axis of the coil 220 is disposed differently from the radial direction of the stator 200 (eg, an annular winding).

2 is a view showing the stator 200, FIG. 3 is a perspective view showing the stator core 210 shown in FIG. 2, and FIG. 4 is a plan view of the stator core 210.

2 to 4, the stator 200 includes a stator core 210 and a coil 220 wound around the stator core 210. The stator core 210 includes a plurality of cores 211. The core 211 may be disposed radially with respect to the center of the stator core 210.

The plurality of cores 211 are disposed spaced apart from each other in the circumferential direction. And the stator core 210 includes a connection part 212 connecting the core 211. The coil 220 is wound with the connection part 212 as a winding shaft. The connection part 212 may have a direction of a winding shaft different from a radial direction of the stator core 210. For example, the connection part 212 may be disposed along the circumferential direction with respect to the center C of the stator 200 (hereinafter referred to as an annular winding). Based on the radial direction of the stator 200, the outer and inner sides of the connection part 212 correspond to the winding space of the coil 220.

On the reference line (L) representing the radial direction with respect to the center (C) of the stator 200, the radial width of the connection part 212 is, so that the winding space of the coil 220 can be secured, the core 211 is It can be larger and smaller than the radial width.

5 is a diagram showing the stator core 210 on which the coil 220 is wound.

4 and 5, a coil 220 is wound around the connection part 212. The direction of the winding shaft coincides with the circumferential direction of the stator core 210. The radial length L1 of the stator core 210 is greater than the radial length L2 of the coil 220. A first cooling channel P1 may be disposed in a first area adjacent to the housing 100. A second cooling channel P2 may be disposed in the second area adjacent to the rotor.

O1 in FIG. 5 is a reference line indicating the position of the inner wall of the housing 100, and O2 in FIG. 5 is a reference line indicating the position of the outer peripheral surface of the rotor 300. When the coil 220 is wound around the connection part 212, the first cooling channel P1 is defined as a space between the coil 220 and the reference line O1. In addition, the second cooling passage P2 is defined as a space between the coil 220 and the reference line O2. Referring to FIG. 1, the first cooling passage P1 and the second cooling passage P2 are respectively an impeller 500, a journal bearing 800, a thrust bearing 900, and a hollow ( 410).

6 is a view showing the flow of a part of air compressed by the impeller 500.

6, when the shaft 400 rotates, the impeller 500 rotates. The air introduced into the impeller 500 is partially supplied to the first cooling passage P1 and the second cooling passage P2, as shown in U1 of FIG. 6.

The first cooling passage P1 is adjacent to the cooling water jacket 110. The air passing through the first cooling channel P1 is cooled by exchanging heat with the cooling water of the cooling water jacket 110.

7 is a diagram illustrating a flow of air from the first cooling passage P1 toward the third cooling passage.

Referring to FIG. 7, air passing through the first cooling passage P1 is introduced into the third cooling passage P3. The third cooling passage P3 communicates the first cooling passage P1 and the hollow 410 of the shaft 400. Meanwhile, the first cover 600 includes a through hole 610. The through hole 610 communicates a space in which the stator 200 is accommodated and a space between the first cover 600 and the second cover 700.

The third cooling passage P3 may include a through hole 610 and an inner space of the thrust bearing 900. Air passing through the through hole 610 passes through the inside of the thrust bearing 900 and is introduced into the hollow 410 of the shaft 400. Since the thrust bearing 900 is disposed at the rear end of the shaft 400, the air cooled through the first cooling channel P1 passes through the thrust bearing 900, thereby reducing the temperature of the thrust bearing 900. There is an advantage.

8 is a diagram illustrating a flow of air from the second cooling passage P2 to the fourth cooling passage.

Referring to FIG. 8, air passing through the second cooling passage P2 is introduced into the fourth cooling passage P4. The fourth cooling passage P4 communicates the second cooling passage P2 with the hollow 410 of the shaft 400. The fourth cooling passage P4 may include an inner space of the journal bearing 800 and a through hole 610. Air passing through the inside of the journal bearing 800 passes through the through hole 610 and flows into the hollow 410 of the shaft 400. The temperature of the air passing through the second cooling channel P2 is relatively lower than that of the air passing between the stator 200 and the rotor 300 wound in a general concentrated winding method. Therefore, there is an advantage of increasing the cooling performance of the journal bearing 800.

9 is a view showing the temperature of the vehicle air compressor according to the comparative example, Figure 10 is a view showing the temperature of the vehicle air compressor according to the embodiment.

9 and 10, in the case of the comparative example, as shown in A1 of FIG. 9, the temperature of the air flowing into the journal bearing 800 is 220 °C, but in the case of the embodiment, as shown in A2 of FIG. 10, the journal bearing It can be seen that the temperature of the incoming air of 800 is 200 °C, and due to the annular winding, the cooling performance of the journal bearing 800 is superior to that of the comparative example.

In addition, in the case of the comparative example, as shown in B1 of FIG. 9, the temperature of the thrust bearing 900 is 240° C., but in the case of the embodiment, as shown in B2 of FIG. 10, the temperature of the thrust bearing 900 is 219° C., It can be seen that the cooling performance of the thrust bearing 900 is superior to that of the comparative example through the air cooled in the first cooling passage P1.

As described above, the air compressor for a vehicle according to an exemplary embodiment of the present invention has been described in detail with reference to the accompanying drawings.

It is to be understood that the above-described embodiment of the present invention is illustrative and non-limiting in all respects, and the scope of the present invention will be indicated by the claims to be described later rather than the detailed description described above. And it should be construed that the meaning and scope of the claims, as well as all changes or deformable forms derived from the equivalent concept, are included in the scope of the present invention.

100: housing
110: coolant jacket
200: stator
300: rotor
400: shaft
500: impeller
600: first cover
700: second cover
800: journal bearing
900: thrust bearing

Claims (19)

A shaft coupled with an impeller that compresses and discharges air;
A rotor formed on an outer portion of the shaft;
A stator surrounding the rotor and rotating the rotor;
Including a housing provided with a space surrounding the stator,
The stator is an air compressor for a vehicle in which an air cooling passage is formed in a first region adjacent to the housing and a second region adjacent to the rotor. The method of claim 1,
The stator includes a stator core and a coil,
Based on the radial direction of the stator,
A vehicle air compressor having a radial length of the stator core greater than a radial length of the coil. The method of claim 1,
The housing is a vehicle air compressor including a coolant jacket adjacent to the first region. The method of claim 1,
The stator is a vehicle air compressor in which a direction of a winding shaft of the coil is different from a radial direction of the stator. The method of claim 1,
The air cooling passage includes a first cooling passage disposed in the first region and a second cooling passage disposed in the second region,
The air compressor for a vehicle through which the second cooling passage communicates the impeller and the hollow of the shaft. The method of claim 5,
An air compressor for a vehicle further comprising a third cooling passage communicating the first cooling passage and the hollow of the shaft. The method of claim 6,
A first cover covering the housing;
A second cover covering the first cover;
A journal bearing accommodated in the first cover to rotatably support the shaft; And
Further comprising a thrust bearing disposed between the first cover and the second cover to rotatably support the shaft,
The first cover includes a through hole communicating between the housing and the first cover and the second cover. The method of claim 7,
The third cooling flow path includes the through hole and an inner space of the thrust bearing communicating the through hole and the hollow of the shaft. The method of claim 8,
An air compressor for a vehicle further comprising a fourth cooling passage communicating the second cooling passage and the hollow of the shaft. The method of claim 9,
The third cooling passage is a vehicle air compressor including an inner space of the journal bearing communicating the second cooling passage and the through hole. As a vehicle air compressor,
A housing including a coolant jacket, a stator disposed inside the housing, a rotor disposed inside the stator, a shaft coupled with the rotor and an impeller coupled with a shaft, a journal bearing supporting the shaft, and And a thrust bearing supporting the shaft,
The stator includes a stator core and a coil wound around the stator core,
The stator core is disposed in a radial direction. A plurality of cores spaced apart from each other in a circumferential direction of the stator core and a connection part connecting the core,
The coil is wound on the connection part,
A vehicle air compressor in which a space between the core and the core in the circumferential direction of the stator core communicates with the impeller, the journal bearing, the thrust bearing, and the hollow of the shaft. The method of claim 8,
At least a portion of the space between the core and the core is disposed adjacent to the coolant jacket. The method of claim 9,
And a first cooling passage defined as a space between the coil and the inner wall of the housing adjacent to the cooling water jacket,
The air compressor for a vehicle through which the first cooling passage communicates the impeller and the hollow of the shaft. The method of claim 10,
The stator includes a second cooling channel defined as a space between the rotor and the coil based on a radial direction of the motor,
The air compressor for a vehicle through which the second cooling passage communicates the impeller and the hollow of the shaft. The method of claim 11,
An air compressor for a vehicle further comprising a third cooling passage communicating the first cooling passage and the hollow of the shaft. The method of claim 11,
A first cover covering the housing; and
Further comprising a second cover covering the first cover,
The journal bearing is accommodated in the first cover,
The thrust bearing is disposed between the first cover and the second cover,
The first cover includes a through hole communicating between the housing and the first cover and the second cover. The method of claim 13,
The third cooling flow path includes the through hole and an inner space of the thrust bearing communicating the through hole and the hollow of the shaft. The method of claim 13,
An air compressor for a vehicle further comprising a fourth cooling passage communicating the second cooling passage and the hollow of the shaft. The method of claim 15,
The third cooling flow path is a vehicle air compressor including an inner space of the journal bearing communicating the second cooling flow path and the through hole.

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