WO2018010524A1 - 电机及其刹车盘、轮毂电机和具有盘式轮毂电机的汽车 - Google Patents

电机及其刹车盘、轮毂电机和具有盘式轮毂电机的汽车 Download PDF

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Publication number
WO2018010524A1
WO2018010524A1 PCT/CN2017/089118 CN2017089118W WO2018010524A1 WO 2018010524 A1 WO2018010524 A1 WO 2018010524A1 CN 2017089118 W CN2017089118 W CN 2017089118W WO 2018010524 A1 WO2018010524 A1 WO 2018010524A1
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WO
WIPO (PCT)
Prior art keywords
coil
brake disc
magnet
brake
hole
Prior art date
Application number
PCT/CN2017/089118
Other languages
English (en)
French (fr)
Inventor
王其光
郭孔辉
庄晔
李玉梅
徐宝华
王哲
加小科
赵春清
Original Assignee
山东贝格新能源科技有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201610562321.XA external-priority patent/CN106160325B/zh
Priority claimed from CN201620752372.4U external-priority patent/CN206226198U/zh
Priority claimed from CN201610561314.8A external-priority patent/CN106143118B/zh
Priority claimed from CN201610561312.9A external-priority patent/CN106015387B/zh
Priority claimed from CN201620750872.4U external-priority patent/CN206221537U/zh
Priority claimed from CN201620750830.0U external-priority patent/CN205768621U/zh
Application filed by 山东贝格新能源科技有限公司 filed Critical 山东贝格新能源科技有限公司
Priority to US16/092,285 priority Critical patent/US11053996B2/en
Priority to EP17826862.9A priority patent/EP3487052A4/en
Publication of WO2018010524A1 publication Critical patent/WO2018010524A1/zh
Priority to US16/092,287 priority patent/US10788090B2/en

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/02—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type
    • H02K49/04—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
    • H02K49/046—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type with an axial airgap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/28—Eddy-current braking
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/02—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type
    • H02K49/04—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present invention relates to the technical field of electric vehicles, and in particular to a motor and its brake disc, hub motor and automobile having a disc hub motor.
  • Hub motor technology also known as wheel-mounted motor technology, is characterized by the integration of the power unit, transmission and brakes into the hub, which greatly simplifies the mechanical part of the electric vehicle.
  • the brake disc is a very important component in the brake system.
  • the existing brake disc must be braked by the cooperation of the brake caliper during the braking process, that is, the brake can only be realized by mechanical parts, and the braking mode is single.
  • the existing hub motor has a complicated structure, requires a separate design of the hub, and has a complicated mechanical connection structure, and needs to change the disc brake structure of the prototype. Due to the complicated structure and heavy weight of the integrated integral components of the existing hub motor, the moment of inertia of the hub is increased, which affects the steering stability of the vehicle.
  • the existing hub motor has a complicated structure, requires a separate design of the hub, and has a complicated mechanical connection structure, and needs to change the disc brake structure of the original vehicle. Due to the complicated structure and heavy weight of the integrated integral components of the existing hub motor, the moment of inertia of the hub is increased, which affects the steering stability of the vehicle.
  • the present invention provides a brake disc that increases the braking mode.
  • the invention also provides a A motor having the above brake disc.
  • the invention provides a hub motor which simplifies the structure of the hub motor to improve the stability of the vehicle handling.
  • the invention provides an automobile with a simple hub motor structure and small mass, which can improve the steering stability of the automobile.
  • the present invention provides the following technical solutions:
  • a brake disc comprising a brake disc main body, wherein an end surface of the brake disc main body has a through hole, and a magnet having a magnetization direction parallel to an axis of the brake disc main body is disposed in the through hole;
  • a coil opposite the magnet that is capable of rotating the brake disc body after charging.
  • the plurality of through holes are plural.
  • all of the through holes are evenly arranged along the circumferential direction of the brake disc main body.
  • the through hole is a circular through hole
  • the magnet is a cylindrical magnet that cooperates with the through hole
  • the magnet is a permanent magnet.
  • the coil includes a first coil and a second coil distributed on both sides of the brake disc main body.
  • the side surface of the brake disc body has a vent.
  • a motor comprising a brake disc, wherein the brake disc is a brake disc according to any of the above.
  • a hub motor includes:
  • the brake disc fixedly connected to the central shaft, the brake disc has a through hole on an end surface thereof, and a magnet having a magnetization direction parallel to an axis of the brake disc is disposed in the through hole;
  • a coil holder sleeved on the central shaft and rotatable relative to the central shaft, the coil holder being provided with a coil opposite to the magnet, the coil being capable of rotating the brake disc after being charged.
  • the coil bobbin includes a first coil bobbin and a second coil bobbin respectively disposed on both sides of the brake disc, and the first coil bobbin and the second coil bobbin are sleeved
  • the first coil bobbin and the second coil bobbin each have the coil on the central shaft.
  • the first coil bracket and the second coil bracket are both An annular housing having an opening adjacent one side of the brake disc, the coil being disposed at an opening of the annular housing opposite the magnet.
  • the first coil bobbin and the second coil bobbin are fixedly connected by screws.
  • the brake disk has a first vent on a circumferential surface thereof, the first coil bracket and the second coil bracket are connected and form a second vent on the circumferential surface, and the phase
  • the central angles of the two adjacent second vents are integer multiples of the central angles of two adjacent first vents.
  • the annular casing has a retaining groove for mounting a brake caliper.
  • the annular casing is a five-fifth ring, and the notch formed by the annular casing is the retaining groove.
  • the plurality of through holes are plural, and the magnets are in one-to-one correspondence with the through holes.
  • all of the through holes are evenly arranged along the circumferential direction of the brake disk.
  • the through hole is a circular through hole
  • the magnet is a cylindrical permanent magnet that cooperates with the through hole
  • a vehicle having a disc hub motor comprising:
  • An in-wheel motor comprising a central shaft, the central shaft being connected to the wheel; a brake disc fixedly coupled to the central shaft, the end surface of the brake disc having a through hole, wherein the through hole is provided with a magnet that is parallel to the axis of the brake disc; a coil holder that is sleeved on the central shaft and that is rotatable relative to the central shaft, and the coil holder is provided with a coil opposite to the magnet, After the coil is charged, the brake disc can be rotated;
  • a knuckle having an end face connected to the coil support
  • the central shaft is coupled to the transmission half shaft
  • a motor controller for controlling supply of alternating current to the coil, wherein when the coil is positively charged, the central shaft rotates forward to provide forward power to the wheel; when the coil is reversed, The central shaft brakes or reverses to achieve braking or reversing of the wheel, and the brake disc rotates during the rotation When the coil does not pass current, it charges the power source to realize braking energy recovery.
  • the coil bobbin includes a first coil bobbin and a second coil bobbin respectively disposed on both sides of the brake disc, and the first coil bobbin and the second coil bobbin are sleeved on On the central axis, the first coil support and the second coil support each have the coil, the first coil support is adjacent to the wheel, and the second coil support is coupled to the steering knuckle.
  • the first coil bobbin and the second coil bobbin are both annular shells, and the annular shell has an opening near one side of the brake disc, and the coil is disposed at the The opening of the annular housing is opposite the magnet.
  • the first coil bobbin and the second coil bobbin are fixedly connected by screws.
  • the annular casing has a retaining groove mounted by a brake caliper.
  • the annular casing is a five-fifth ring, and the notch formed by the annular casing is the retaining groove.
  • the plurality of through holes are plural and are evenly arranged along the circumferential direction of the brake disk, and the magnets are in one-to-one correspondence with the through holes.
  • the through hole is a circular through hole
  • the magnet is a cylindrical magnet that cooperates with the through hole.
  • the magnet is a permanent magnet.
  • the brake disk has a first vent on a circumferential surface thereof, the first coil support and the second coil support are connected and form a second vent on the circumferential surface, and adjacent
  • the central angles of the two second vents are integer multiples of the central angles of two adjacent first vents.
  • the present invention discloses a brake disc including a brake disc main body and a coil
  • the brake disc main body has a through hole on an end surface thereof, and the through hole has a magnet having a magnetization direction parallel to the axis of the brake disc.
  • the coil corresponds to the magnet, and the brake body can be rotated after the coil is charged.
  • the brake disc in the present application can rotate the main body of the brake disc after charging the coil, thereby realizing electric braking or providing power, and not only relying on the brake caliper for braking, thereby increasing the braking mode of the brake disc.
  • the present invention discloses a hub motor including a central shaft and a brake. a disk and a coil holder, the brake disk is fixed on the central shaft, the end surface of the brake disk has a through hole, and the through hole has a magnet having a magnetization direction parallel to the axis of the brake disk, and the coil holder has a coil corresponding to the magnet, and The brake disc can be rotated after the coil is charged.
  • the hub motor of the present application has a simple structure, and the power supply, the transmission and the braking can be realized through the charging process, which simplifies the complicated problem of the mechanical mechanism of the hub motor in the prior art, reduces the weight of the hub motor, and improves the weight.
  • the steering stability of the car is a simple structure, and the power supply, the transmission and the braking can be realized through the charging process, which simplifies the complicated problem of the mechanical mechanism of the hub motor in the prior art, reduces the weight of the hub motor, and improves the weight.
  • the steering stability of the car is described in the following
  • the present invention discloses an automobile including a wheel, a hub motor, a steering knuckle, a suspension, a transmission half shaft and a motor controller.
  • the hub motor comprises a central shaft, a brake disc and a coil bracket, wherein the central shaft is connected to the wheel, the brake disc is fixed on the central shaft, the end surface of the brake disc has a through hole, and the through hole has a magnetization direction and a brake disc a magnet parallel to the axis, the coil holder has a coil corresponding to the magnet, and the coil is charged to rotate the brake disc, the knuckle is connected to the coil bracket, and the suspension is connected with the steering knuckle, the central shaft and the transmission shaft connection.
  • the motor controller controls the supply of alternating current to the coil.
  • the central shaft rotates forward to provide forward power to the wheel; when the coil is reversed, the central shaft brakes or reverses to realize the wheel system. If the coil does not pass current during the rotation of the brake disc, the power supply is charged to realize the braking energy recovery.
  • the application adds an axially arranged permanent magnet to the brake disc, and correspondingly sets a coil, which can provide power, brake and the like to the automobile through the action of the magnetic field.
  • the hub motor of the present application has a simple structure, and the power supply, transmission and braking can be realized through the charging process, which simplifies the complicated mechanical structure of the hub motor in the prior art, reduces the weight of the hub motor, and improves the weight.
  • the steering stability of the car is a simple structure, and the power supply, transmission and braking can be realized through the charging process, which simplifies the complicated mechanical structure of the hub motor in the prior art, reduces the weight of the hub motor, and improves the weight.
  • FIG. 1 is a front view of a brake disc according to an embodiment of the present invention.
  • FIG. 2 is a side view of a brake disc according to an embodiment of the present invention.
  • FIG. 3 is an exploded view of a part of a vehicle according to an embodiment of the present invention.
  • FIG. 4 is a top view of the first coil bracket and the second coil bracket after being connected according to an embodiment of the present invention.
  • Figure 5 is a left side view of the first coil holder and the second coil holder according to an embodiment of the present invention.
  • Figure 6 is a front elevational view of a brake disc according to an embodiment of the present invention.
  • Figure 7 is a side view of a brake disc according to an embodiment of the present invention.
  • Figure 8 is a front elevational view of a second coil holder according to an embodiment of the present invention.
  • Figure 9 is a side view of a second coil holder according to an embodiment of the present invention.
  • Figure 10 is a front elevational view of a first coil holder according to an embodiment of the present invention.
  • Figure 11 is a side view of a first coil holder according to an embodiment of the present invention.
  • FIG. 12 is a schematic structural view of a second coil bracket and a steering knuckle according to an embodiment of the present invention
  • Figure 13 is a side elevational view of a steering knuckle provided by an embodiment of the present invention.
  • Figure 14 is a front elevational view of a steering knuckle provided by an embodiment of the present invention.
  • the core of the invention is to provide a brake disc that increases the braking mode.
  • Another core of the present invention is to provide a motor having the above brake disc.
  • the core of the invention is to provide a hub motor that simplifies the structure of the hub motor to improve the steering stability of the vehicle.
  • the core of the present invention is to provide a car that simplifies the structure of the hub motor to improve the steering stability of the car.
  • the present invention discloses a brake disc including a brake disc main body 2 and a coil 10 having a through hole on an end surface thereof, and a magnetization direction and a brake disc main body in the through hole.
  • the magnet 21 of the axis 2 is parallel, the coil 10 corresponds to the magnet 21, and the brake disk main body 2 can be rotated after the coil 10 is charged.
  • the brake disc in the present application can rotate the brake disc main body 2 after charging the coil 10, thereby realizing electromagnetic damping force braking or providing power, and not only relying on the brake caliper for braking, thereby increasing the brake of the brake disc. the way.
  • the magnets 21 in the present application correspond one-to-one with the through holes, that is, each of the through holes has a magnet 21.
  • the through holes disclosed in the above embodiments are circular through holes, the corresponding magnet 21 is a cylindrical magnet, and the magnet 21 is a permanent magnet. It can be understood by those skilled in the art that the shape and size of the magnet 21, the through hole, and the number of the through holes can be defined according to different needs in practice, and are not specifically limited by those skilled in the art, and are all within the scope of protection.
  • the coil 10 can also be arranged as an excitation coil to excite a stronger magnetic field.
  • the coil 10 can also be a conventional coil.
  • the coil 10 in the present application includes a first coil and a second coil which are respectively disposed on both sides of the brake disk 2.
  • the use of two sets of coils 10 increases the effect of the magnetic field force, thereby increasing the power support for the vehicle.
  • the number of turns of the coil 10 disclosed in the present application may be 1000-1500 ⁇ , and the wire diameter is 0.2-0.8 mm.
  • only a range of the size and number of turns of the coil 10 is provided, and in practice, it can be selected according to different needs.
  • the brake disc main body 2 disclosed in the present application has a vent on the side thereof, and the cylindrical permanent magnet is equal to the brake disc main body 2, and the diameter of the cylindrical permanent magnet is smaller than the maximum diameter of the vent, thereby ensuring uniform heat dissipation and heat dissipation effect of the brake disc main body 2.
  • the present application also discloses a motor having the above brake disc. Therefore, the motor having the brake disc also has all of the above technical effects, and details are not described herein again.
  • the present invention discloses a hub motor including a central shaft 5, a brake disc 2 and a coil bracket.
  • the brake disc 2 is fixed on the central shaft 5, and the end surface of the brake disc 2 has a through hole. Further, the through hole has a magnet 21 having a magnetization direction parallel to the axis of the brake disc 2, and the coil holder has a coil 10 corresponding to the magnet 21, and the coil 10 can be rotated to rotate the brake disc 2.
  • an axially disposed magnet 21 is added to the brake disc 2, and a coil 10 is disposed correspondingly, and an axial driving torque, a braking torque, and the like can be provided to the brake disc by the action of a magnetic field.
  • the hub motor in the present application has a simple structure, and the power supply and the braking can be realized through the charging process, which simplifies the complicated mechanical structure of the hub motor in the prior art, reduces the weight of the hub motor, and improves the automobile. Steering stability.
  • the coil 10 provides three-phase or five-phase alternating current to generate a rotating magnetic field, and the axial magnetic field in the coil 10 interacts with the magnetic field of the magnet 21 on the brake disc 2 to generate torque to power the vehicle.
  • Car brake During the vehicle, no current flows in the coil 10. Due to the continued rotation of the magnet 21 on the brake disc 2, the magnetic induction line is cut, a reverse current is generated in the coil 10, and electromagnetic damping is performed, and the current generated in the coil 10 passes.
  • the motor controller 01 charges the power source for the purpose of braking energy recovery. During medium-intensity braking, a reverse current is applied to the coil 10 to generate a reverse-rotating magnetic field to brake the brake disc 2.
  • the brake caliper 8 When the brake is applied, the brake caliper 8 is pressed to press the brake pad 2 to achieve mechanical friction braking and friction braking. Combined with electromagnetic damping braking, the braking performance of the brake disc 2 is improved. During the reversing process, the rotating magnetic field is controlled to reverse and the motor is reversed.
  • the coil bobbin in the present application includes a first coil bobbin 1 and a second coil bobbin 3 respectively disposed on both sides of the brake disc 2, and the first coil bobbin 1 and the second coil bobbin 3 are sleeved on the central shaft 5, Both the coil bobbin 1 and the second coil bobbin 3 have the coil 10 described above.
  • the use of two coil holders increases the magnetic field force and thus enhances the power support for the car.
  • the number of turns of the coil 10 disclosed in the present application may be 1000-1500 ⁇ , and the wire diameter is 0.2-0.8 mm.
  • only a range of the size and number of turns of the coil 10 is provided, and in practice, it can be selected according to different needs.
  • only one coil holder or a plurality of coil holders may be provided, as long as it is capable of meeting the demand, and is within the protection range.
  • the first coil bobbin 1 and the second coil bobbin 3 are both annular casings, and the annular casing has an opening near one side of the brake disc 2, and the coil 10 is disposed at the opening of the annular casing. It is opposite to the magnet 21.
  • the present invention discloses a structure of a coil holder, in particular a toroidal housing, and has a U-shaped structure in a radial cross section, that is, the housing has a bottom surface, a top surface, and a side surface connecting the top surface and the bottom surface.
  • the top surface and the bottom surface are both circular surfaces, wherein the side near the brake disc 2 is an open structure, and no surface, the coil 10 is installed between the top surface and the bottom surface, and is disposed corresponding to the magnet 21.
  • the coil holder can also be provided as a simple bracket structure, and only the installation of the coil can be realized.
  • the first coil support 1 and the second coil support 3 disclosed in the present application are all sleeved on the central shaft 5, and during the rotation of the central shaft 5, the first coil support 1 and the second coil support 3 are not rotated with the central axis. .
  • the first coil support 1 and the second coil support 3 are bolted together to improve the stability of the first coil support 1 and the second coil support 3, in particular, the first coil support 1 has a threaded mounting hole. 11.
  • the second coil holder 3 has a mounting hole 31 therein.
  • the brake disc 2 is located between the first coil bobbin 1 and the second coil bobbin 3, and the brake disc 2 is fixedly coupled to the central shaft 5, that is, with the central axis 5 rotation, in particular, the central shaft 5 and the brake disc 2 are connected by fixing bolts, therefore, in order to avoid the influence of the coil bracket on the brake disc 2, it is necessary to connect the brake disc 2 with the first coil bobbin 1 and the second coil bobbin 3 Both are set to have a gap of 1.0-2.0 mm.
  • the brake disk 2 has a first vent on the circumferential surface thereof, and the first coil support and the second coil support are connected and form a second vent on the circumferential surface, specifically, the first coil support 1
  • the second coil holder 3 has a second vent right half 32, a second vent left half 12 and a second vent right half 32 form a second vent.
  • the central angles of the adjacent two second vents are integer multiples of the central angles of the adjacent two first vents.
  • the number of the second vents is six, and the number of the screw mounting holes 11 is four, and the phases are arranged.
  • the cylindrical permanent magnet is equal to the brake disc 2, and the diameter of the cylindrical permanent magnet is smaller than the maximum diameter of the first vent, thereby ensuring uniform heat dissipation and heat dissipation of the brake disc 2.
  • a brake caliper 8 is further included, and the structure and installation manner of the brake caliper 8 are the same as those in the prior art, but in the present application, the brake disc 2
  • the coil bracket is disposed on both sides.
  • the annular casing disclosed in the present application further has a retaining groove mounted by the brake caliper 8 to ensure normal installation and use of the brake caliper 8.
  • an axial through hole can be opened only in the brake disc 2, a magnet 21 is disposed in the through hole, and the first coil holder 1 and the second coil holder 3 are correspondingly increased, and thus, The shapes of the first coil bobbin 1 and the second coil bobbin 3 need to be set according to the space of the existing structure.
  • the above arrangement reduces the modifications to the existing car structure.
  • first coil support 1 and the second coil support 3 are both five-fifths of an annular shell structure, and the notch formed by the annular shell is a retaining groove.
  • the dimensions of both the first coil support 1 and the second coil support 3 can be set according to different needs, and are all within the protection range.
  • the through holes provided in the brake disc 2 disclosed in the present application are plural, (preferably 15 or 21) and are evenly arranged along the circumferential direction of the brake disc 2, and the magnets 21 in the present application correspond one-to-one with the through holes. That is, there is one magnet 21 in each through hole.
  • the first coil bobbin 1 and the second coil bobbin 3 It is a ring structure with a notch, but the distance between the adjacent coils 10 is also the same, that is, the coils 10 are evenly arranged on the corresponding coil holder.
  • the magnet 21 cuts the magnetic induction line to provide power under the action of the magnetic field force, and the brake disc 2 rotates.
  • the through holes disclosed in the above embodiments are circular through holes, the corresponding magnet 21 is a cylindrical magnet, and the magnet 21 is a permanent magnet. It will be understood by those skilled in the art that in practice, the shape and size of the magnet 21, the through hole, and the number can be limited according to different needs, and the exciting coil can be added to excite a stronger magnetic field. It is not specifically limited by those skilled in the art, and they are all within the scope of protection.
  • the present invention discloses an automobile comprising a wheel 9, a hub motor, a steering knuckle 4, a suspension 6, a transmission half shaft 7, and a motor controller 01.
  • the hub motor comprises a central shaft 5, a brake disc 2 and a coil support, wherein the central shaft 5 is connected to the wheel 9, the brake disc 2 is fixed on the central shaft 5, the end surface of the brake disc 2 has a through hole, and the through hole has a magnet 21 having a magnetization direction parallel to the axis of the brake disc 2, the coil bobbin having a coil 10 corresponding to the magnet 21, and the coil 10 being charged to rotate the brake disc 2, the knuckle 4 being connected to the coil bobbin,
  • the suspension 6 is connected to the knuckle 4, and the central shaft 5 is connected to the transmission half shaft 7.
  • the motor controller 01 controls the supply of alternating current to the coil 10.
  • the central shaft 5 rotates forward to provide forward power to the wheel 9; when the coil 10 is reversed, the central shaft 5 brakes or Inverting, braking or reversing of the wheel 9 is achieved, and if the coil 10 does not pass current during the rotation of the brake disc 2, the power source is charged to realize braking energy recovery.
  • an axially disposed magnet 21 is added to the brake disc 2, and a coil 10 is disposed correspondingly to provide power, braking, and the like to the automobile by the action of a magnetic field.
  • the hub motor of the present application has a simple structure, and the power supply, transmission and braking can be realized through the charging process, which simplifies the complicated mechanical structure of the hub motor in the prior art, reduces the weight of the hub motor, and improves the weight of the hub motor.
  • the steering stability of the car is a simple structure, and the power supply, transmission and braking can be realized through the charging process, which simplifies the complicated mechanical structure of the hub motor in the prior art, reduces the weight of the hub motor, and improves the weight of the hub motor.
  • the motor controller 01 controls the voltage and current in the coil 10.
  • the motor controller 01 controls to supply three-phase or five-phase alternating current to the coil 10 to generate a rotating magnetic field, and the axial magnetic field in the coil 10 interacts with the magnetic field of the magnet 21 on the brake disc 2 to generate torque for driving the vehicle.
  • Charging the power supply through the motor controller 01 serves the purpose of braking energy recovery.
  • a reverse current is applied to the coil 10 to generate a counter-rotating magnetic field to brake
  • the disc 2 brakes, and the brake caliper 8 is pressed during the emergency braking to press the brake disc 2 to realize mechanical friction braking, and the friction brake is combined with the electromagnetic damping brake to improve the braking performance of the brake disc 2.
  • the rotating magnetic field is controlled to reverse and the motor is reversed.
  • the coil bobbin in the present application includes a first coil bobbin 1 and a second coil bobbin 3 respectively disposed on both sides of the brake disc 2, and the first coil bobbin 1 and the second coil bobbin 3 are sleeved on the central shaft 5, A coil holder 1 is adjacent to the wheel 9, and the second coil holder 3 is connected to the knuckle 4, and both the first coil holder 1 and the second coil holder 3 have the coil 10 described above.
  • the use of two coil holders increases the magnetic field force and thus enhances the power support for the car.
  • the number of turns of the coil 10 disclosed in the present application may be 1000-1500 ⁇ , and the wire diameter is 0.2-0.8 mm.
  • the first coil bobbin 1 and the second coil bobbin 3 are both annular casings, and the annular casing has an opening near one side of the brake disc 2, and the coil 10 is disposed at the opening of the annular casing. Opposite to the magnet 21.
  • the present invention discloses a structure of a coil holder, in particular a toroidal housing, and has a U-shaped structure in a radial cross section, that is, the housing has a bottom surface, a top surface, and a side surface connecting the top surface and the bottom surface.
  • the top surface and the bottom surface are both circular surfaces, wherein the side near the brake disc 2 is an open structure, and no surface, the coil 10 is installed between the top surface and the bottom surface, and is disposed corresponding to the magnet 21.
  • the coil holder can also be provided as a simple bracket structure, and only the installation of the coil can be realized.
  • the first coil support 1 and the second coil support 3 disclosed in the present application are all sleeved on the central shaft 5, and during the rotation of the central shaft 5, the first coil support 1 and the second coil support 3 are not rotated with the central axis.
  • the second coil bobbin 3 is connected to the knuckle 4, and in particular, the connection can be achieved by fixing bolts.
  • the first coil support 1 and the second coil support 3 are bolted together to improve the stability of the first coil support 1 and the second coil support 3, in particular, the first coil support 1 has a threaded mounting hole. 11.
  • the second coil holder 3 has a mounting hole 31 therein. Since the second coil bobbin 3 is fixedly coupled to the knuckle 4, the first coil bobbin 1 and the second coil bobbin 3 are both fixed, and the center shaft 5 is rotatable.
  • the installation gap between the central shaft 5 and the first coil support 1 and the second coil support 3 can be set according to different needs, and both are within the protection range, as long as the center can be guaranteed The shaft can be rotated stably.
  • the brake disc 2 is located between the first coil bobbin 1 and the second coil bobbin 3, and the brake disc 2 is fixedly coupled to the central shaft 5, that is, with the central axis 5 rotation, in particular, the central shaft 5 and the brake disc 2 are connected by fixing bolts, therefore, in order to avoid the influence of the coil bracket on the brake disc 2, it is necessary to connect the brake disc 2 with the first coil bobbin 1 and the second coil bobbin 3 Both are set to have a gap of 1.0-2.0 mm.
  • a brake caliper 8 is further included, and the structure and installation manner of the brake caliper 8 are the same as those in the prior art, but in the present application, the brake disc 2
  • the coil bracket is disposed on both sides.
  • the annular casing disclosed in the present application further has a retaining groove mounted by the brake caliper 8 to ensure normal installation and use of the brake caliper 8.
  • an axial through hole can be opened only in the brake disc 2, a magnet 21 is disposed in the through hole, and the first coil holder 1 and the second coil holder 3 are correspondingly increased, and thus, The shapes of the first coil bobbin 1 and the second coil bobbin 3 need to be set according to the space of the existing structure.
  • the above arrangement reduces the modifications to the existing car structure.
  • first coil support 1 and the second coil support 3 are both five-fifths of an annular shell structure, and the notch formed by the annular shell is a retaining groove.
  • the dimensions of both the first coil support 1 and the second coil support 3 can be set according to different needs, and are all within the protection range.
  • the through holes provided in the brake disc 2 disclosed in the present application are plural, (preferably 15 or 21) and are evenly arranged along the circumferential direction of the brake disc 2, and the magnets 21 in the present application correspond one-to-one with the through holes. That is, there is one magnet 21 in each through hole. Further, since the first coil bobbin 1 and the second coil bobbin 3 are annular structures having a notch, the distances between the adjacent coils 10 are also the same, that is, the coils 10 are evenly arranged on the corresponding coil bobbin. When the coil 10 is charged, the magnet 21 cuts the magnetic induction line to provide power under the action of the magnetic field force, and the brake disc 2 rotates.
  • the through holes disclosed in the above embodiments are circular through holes, the corresponding magnet 21 is a cylindrical magnet, and the magnet 21 is a permanent magnet. It will be understood by those skilled in the art that in practice, the shape and size of the magnet 21, the through hole, and the number can be limited according to different needs, and the exciting coil can be added to excite a stronger magnetic field. It is not specifically limited by those skilled in the art, and they are all within the scope of protection.
  • the brake disk 2 has a first vent on the circumferential surface thereof, and the first coil support and the second coil support are connected and form a second vent on the circumferential surface, specifically, the first coil support 1 has a second vent left half 12, the second coil support 3 has a second vent right half 32, a second vent left half 12 and a second vent right half 32 form a second vent.
  • the central angles of the adjacent two second vents are integer multiples of the central angles of the adjacent two first vents.
  • the number of the second vents is six, and the number of the screw mounting holes 11 is four, and the phases are arranged.
  • the cylindrical permanent magnet is equal to the brake disc 2, and the diameter of the cylindrical permanent magnet is smaller than the maximum diameter of the first vent, thereby ensuring uniform heat dissipation and heat dissipation of the brake disc 2.
  • the prototype can be modified or added to achieve pure electric power, or combined with the engine to form a hybrid vehicle.
  • the hub motor can realize electromagnetic damping braking and braking energy recovery of the vehicle, and can realize combined braking of electromagnetic damping braking and mechanical friction braking.
  • two of the hub motors can be modified or added to realize the dual front and double rear drive of the vehicle; four of the hub motors can be modified or added to realize the full-time four-wheel drive of the vehicle, or can be switched to Double front drive, double rear drive.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Dynamo-Electric Clutches, Dynamo-Electric Brakes (AREA)

Abstract

一种电机及其刹车盘、轮毂电机和具有盘式轮毂电机的汽车，刹车盘包括刹车盘主体（2）和线圈（10），该刹车盘主体（2）的端面上具有通孔，且通孔内具有充磁方向与刹车盘的轴线平行的磁体（21），线圈（10）与磁体（21）对应，并且线圈（10）充电后能够使所述刹车盘主体（2）转动。刹车盘在对线圈（10）充电后可使刹车盘主体（2）转动，从而实现电动的刹车或者提供动力，而不仅仅依靠刹车卡钳进行制动，因此，增加了该刹车盘的制动方式。

Description

电机及其刹车盘、轮毂电机和具有盘式轮毂电机的汽车
本申请要求于2016年07月15日提交中国专利局，申请号为201610561312.9和201620750872.4，发明名称为“一种电机及其刹车盘”；2016年07月15日提交中国专利局，申请号为201610562321.X和201620752372.4，发明名称为“一种轮毂电机”；2016年07月15日提交中国专利局，申请号为201610561314.8和201620750830.0，发明名称为“一种具有盘式轮毂电机的汽车”上述六个中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及电动汽车的技术领域，具体的说，是涉及一种电机及其刹车盘、轮毂电机和具有盘式轮毂电机的汽车。
背景技术
轮毂电机技术也被称为车轮内装电机技术，它最大的特点就是将动力装置、传动装置和制动装置都整合到轮毂内，得以将电动车辆的机械部分大为简化。
其中，刹车盘是制动系统中一个很重要的部件，现有的刹车盘在制动过程中必须通过刹车卡钳的配合实现制动，即只能通过机械部件实现制动，制动方式单一。
现有的轮毂电机结构复杂，需要单独设计轮毂，且机械连接结构复杂，需要更改原型车的盘式制动结构。由于现有的轮毂电机集成整体部件的结构复杂，重量很大，使得轮毂的转动惯量增大，影响了车辆的操纵稳定性。
现有的轮毂电机结构复杂，需要单独设计轮毂，且机械连接结构复杂，需要更改原有车辆的盘式制动结构。由于现有的轮毂电机集成整体部件的结构复杂，重量很大，使得轮毂的转动惯量增大，影响了车辆的操纵稳定性。
因此，如何提供一种刹车盘，增加制动方式，是本领域技术人员目前需要解决的技术问题。
发明内容
有鉴于此，本发明提供了一种刹车盘，增加制动方式。本发明还提供了一 种具有上述刹车盘的电机。本发明提供了一种轮毂电机，简化轮毂电机的结构，以提高汽车操纵的稳定性。本发明提供了一种汽车，具有简单的轮毂电机结构，质量小，可以提高汽车的操纵稳定性。
为实现上述目的，本发明提供如下技术方案：
一种刹车盘，包括刹车盘主体，其所述刹车盘主体的端面上具有通孔，所述通孔内设置有充磁方向与所述刹车盘主体的轴线平行的磁体；
还包括与所述磁体相对的线圈，所述线圈充电后能够使所述刹车盘主体转动。
优选地，上述的刹车盘中，所述通孔为多个。
优选地，上述的刹车盘中，所有的所述通孔沿所述刹车盘主体的周向均匀布置。
优选地，上述的刹车盘中，所述通孔为圆形通孔，所述磁体为与所述通孔配合的圆柱形磁体。
优选地，上述的刹车盘中，所述磁体为永磁体。
优选地，上述的刹车盘中，所述线圈包括分布在所述刹车盘主体的两侧的第一线圈和第二线圈。
优选地，上述的刹车盘中，所述刹车盘主体的侧面上具有通风口。
一种电机，包括刹车盘，其中，所述刹车盘为如上述任一项所述的刹车盘。
一种轮毂电机，其包括：
中心轴；
与所述中心轴固定连接的刹车盘，所述刹车盘的端面上具有通孔，所述通孔内设置有充磁方向与所述刹车盘的轴线平行的磁体；
套设在所述中心轴上且能够与所述中心轴相对转动的线圈支架，所述线圈支架上设置有与所述磁体相对的线圈，所述线圈充电后能够使所述刹车盘转动。
优选地，上述的轮毂电机中，所述线圈支架包括分别布置在所述刹车盘两侧的第一线圈支架和第二线圈支架，所述第一线圈支架和所述第二线圈支架均套设在所述中心轴上，所述第一线圈支架和所述第二线圈支架均具有所述线圈。
优选地，上述的轮毂电机中，所述第一线圈支架和所述第二线圈支架均为 环形壳体，所述环形壳体靠近所述刹车盘的一侧均具有开口，所述线圈设置在所述环形壳体的开口处与所述磁体相对。
优选地，上述的轮毂电机中，所述第一线圈支架和所述第二线圈支架通过螺钉固定连接。
优选地，上述的轮毂电机中，所述刹车盘的圆周面上具有第一通风口，所述第一线圈支架和所述第二线圈支架连接并在圆周面上形成第二通风口，且相邻的两个所述第二通风口的圆心角是相邻的两个所述第一通风口的圆心角的整数倍。
优选地，上述的轮毂电机中，所述环形壳体均具有刹车卡钳安装的让位槽。
优选地，上述的轮毂电机中，所述环形壳体均为六分之五圆环，所述环形壳体形成的缺口为所述让位槽。
优选地，上述的轮毂电机中，所述通孔为多个，所述磁体与所述通孔一一对应。
优选地，上述的轮毂电机中，所有的所述通孔沿所述刹车盘的周向均匀布置。
优选地，上述的轮毂电机中，所述通孔为圆形通孔，所述磁体为与所述通孔配合的圆柱形的永磁体。
一种具有盘式轮毂电机的汽车，其包括：
车轮；
轮毂电机，所述轮毂电机包括中心轴，所述中心轴与所述车轮相连；与所述中心轴固定连接的刹车盘，所述刹车盘的端面上具有通孔，所述通孔内设置有充磁方向与所述刹车盘的轴线平行的磁体；套设在所述中心轴上且能够与所述中心轴相对转动的线圈支架，所述线圈支架上设置有与所述磁体相对的线圈，所述线圈充电后能够使所述刹车盘转动；
一端面与所述线圈支架相连的转向节；
与所述转向节的另一端面相连的悬架；
所述中心轴与传动半轴连接；
用于控制向所述线圈提供交流电的电机控制器，向所述线圈充正向电时，所述中心轴正转，为所述车轮提供前进的动力；向所述线圈充反向电时，所述中心轴制动或反转，实现所述车轮的制动或反转，所述刹车盘转动过程中若所 述线圈不通电流，则向电源充电，实现制动能量回收。
优选地，上述的汽车中，所述线圈支架包括分别布置在所述刹车盘两侧的第一线圈支架和第二线圈支架，所述第一线圈支架和所述第二线圈支架均套设在所述中心轴上，所述第一线圈支架和所述第二线圈支架均具有所述线圈，所述第一线圈支架靠近所述车轮，所述第二线圈支架与所述转向节连接。
优选地，上述的汽车中，所述第一线圈支架和所述第二线圈支架均为环形壳体，所述环形壳体靠近所述刹车盘的一侧均具有开口，所述线圈设置在所述环形壳体的开口处与所述磁体相对。
优选地，上述的汽车中，所述第一线圈支架和所述第二线圈支架通过螺钉固定连接。
优选地，上述的汽车中，所述环形壳体均具有刹车卡钳安装的让位槽。
优选地，上述的汽车中，所述环形壳体均为六分之五圆环，所述环形壳体形成的缺口为所述让位槽。
优选地，上述的汽车中，所述通孔为多个，且沿所述刹车盘的周向均匀布置，所述磁体与所述通孔一一对应。
优选地，上述的汽车中，所述通孔为圆形通孔，所述磁体为与所述通孔配合的圆柱形磁体。
优选地，上述的汽车中，所述磁体为永磁体。
优选地，上述的汽车中，所述刹车盘的圆周面上具有第一通风口，所述第一线圈支架和所述第二线圈支架连接并在圆周面上形成第二通风口，且相邻的两个所述第二通风口的圆心角是相邻的两个所述第一通风口的圆心角的整数倍。
经由上述的技术方案可知，本发明公开了一种刹车盘包括刹车盘主体和线圈，该刹车盘主体的端面上具有通孔，且通孔内具有充磁方向与刹车盘的轴线平行的磁体，线圈与磁体对应，并且线圈充电后能够使所述刹车盘主体转动。本申请中的刹车盘在对线圈充电后可使刹车盘主体转动，从而实现电动的刹车或者提供动力，而不仅仅依靠刹车卡钳进行制动，因此，增加了该刹车盘的制动方式。
经由上述的技术方案可知，本发明公开了一种轮毂电机包括中心轴、刹车 盘和线圈支架，刹车盘固定在中心轴上，刹车盘的端面上具有通孔，且通孔内具有充磁方向与刹车盘的轴线平行的磁体，线圈支架上具有与磁体对应的线圈，并且线圈充电后能够使所述刹车盘转动。本申请中的轮毂电机结构简单，通过充电的过程即可实现动力的提供、传动以及制动的实现，简化了现有技术中轮毂电机机械机构复杂的问题，降低了轮毂电机的重量，提高了汽车的操纵稳定性。
经由上述的技术方案可知，本发明公开了一种汽车，包括车轮、轮毂电机、转向节、悬架、传动半轴和电机控制器。其中，轮毂电机包括中心轴、刹车盘和线圈支架，其中中心轴与车轮相连，刹车盘固定在中心轴上，刹车盘的端面上具有通孔，且通孔内具有充磁方向与刹车盘的轴线平行的磁体，线圈支架上具有与磁体对应的线圈，并且线圈充电后能够使所述刹车盘转动，上述的转向节与线圈支架相连，而悬架与转向节连接，中心轴与传动半轴连接。电机控制器控制向线圈提供交流电，在向线圈充正向电时，中心轴正转，为车轮提供前进的动力；向线圈充反向电时，中心轴制动或反转，实现车轮的制动或反转，而刹车盘转动过程中若线圈不通电流，则向电源充电，实现制动能量回收。本申请在刹车盘上增加了轴向设置的永磁体，并相应设置了线圈，可通过磁场的作用实现对汽车提供动力、制动等。本申请中的轮毂电机结构简单，通过充电的过程即可实现动力的提供、传动以及制动的实现，简化了现有技术中轮毂电机机械结构复杂的问题，降低了轮毂电机的重量，提高了汽车的操纵稳定性。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1是本发明实施例提供的刹车盘的主视图；
图2是本发明实施例提供的刹车盘的侧视图；
图3是本发明实施例提供的汽车部分结构爆炸图；
图4是本发明实施例提供的第一线圈支架和第二线圈支架连接后的俯视 图；
图5是本发明实施例提供的第一线圈支架和第二线圈支架连接后的左视图；
图6是本发明实施例提供的刹车盘的主视图；
图7是本发明实施例提供的刹车盘的侧视图；
图8是本发明实施例提供的第二线圈支架的主视图；
图9是本发明实施例提供的第二线圈支架的侧视图；
图10是本发明实施例提供的第一线圈支架的主视图；
图11是本发明实施例提供的第一线圈支架的侧视图；
图12是本发明实施例提供的第二线圈支架与转向节连接的结构示意图；
图13是本发明实施例提供的转向节的侧视图；
图14是本发明实施例提供的转向节的主视图。
具体实施方式
本发明的核心是提供一种刹车盘，增加制动方式。本发明的另一核心是提供一种具有上述刹车盘的电机。本发明的核心是提供一种轮毂电机，简化轮毂电机的结构，以提高汽车的操纵稳定性。本发明的核心是提供一种汽车，简化轮毂电机的结构，以提高汽车的操纵稳定性。
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
如图1和图2所示，本发明公开了一种刹车盘包括刹车盘主体2和线圈10，该刹车盘主体2的端面上具有通孔，且通孔内具有充磁方向与刹车盘主体2的轴线平行的磁体21，线圈10与磁体21对应，并且线圈10充电后能够使所述刹车盘主体2转动。本申请中的刹车盘在对线圈10充电后可使刹车盘主体2转动，从而实现电磁阻尼力刹车或者提供动力，而不仅仅依靠刹车卡钳进行制动，因此，增加了该刹车盘的制动方式。
本申请中公开的设置在刹车盘主体2上的通孔为多个，(优选的15或21 个)并且沿刹车盘主体2的周向均匀布置，本申请中的磁体21与通孔一一对应，即每个通孔内均具有一个磁体21。当线圈10充电后，在磁场力的作用下，刹车盘主体2上的磁体21切割磁感线，提供扭矩，使刹车盘主体2转动。
上述实施例中公开的通孔为圆形通孔，相应的磁体21为圆柱形磁体，并且该磁体21为永磁体。本领域技术人员可以理解的是，在实际中可根据不同的需要限定磁体21、通孔的形状和尺寸，以及个数，在此本领域技术人员不做具体限定，且均在保护范围内。
此外，还可将线圈10设置为励磁线圈，以激励更强的磁场。在实际中该线圈10也可为普通的线圈。
本申请中的线圈10包括分别布置在刹车盘2两侧的第一线圈和第二线圈。采用两组线圈10可提高磁场力的作用，从而提高对汽车的动力支持。对于本申请中公开的线圈10的匝数可为1000-1500匝，线径：0.2-0.8mm。此处只是提供了一种线圈10尺寸和匝数的范围，在实际中可根据不同的需要进行选择。
本申请中公开的刹车盘主体2的侧面上具有通风口，圆柱形永磁铁与刹车盘主体2等高，圆柱形永磁铁直径小于通风口最大直径，保证刹车盘主体2散热均匀和散热效果。
此外，本申请还公开了一种具有上述刹车盘的电机，因此，具有该刹车盘的电机也具有上述所有技术效果，在此不再一一赘述。
如图3-图12所示，本发明公开了一种轮毂电机，包括中心轴5、刹车盘2和线圈支架，刹车盘2固定在中心轴5上，刹车盘2的端面上具有通孔，且通孔内具有充磁方向与刹车盘2的轴线平行的磁体21，线圈支架上具有与磁体21对应的线圈10，并且线圈10充电后能够使所述刹车盘2转动。本申请在刹车盘2上增加了轴向设置的磁体21，并相应设置了线圈10，可通过磁场的作用实现对刹车盘提供轴向驱动力矩、制动力矩等。本申请中的轮毂电机结构简单，通过充电的过程即可实现动力的提供以及制动的实现，简化了现有技术中轮毂电机机械结构复杂的问题，降低了轮毂电机的重量，以提高汽车的操纵稳定性。
线圈10提供三相或五相交流电，产生旋转磁场，线圈10中的轴向磁场与刹车盘2上的磁体21磁场相互作用产生扭矩，为汽车行驶提供动力。汽车刹 车过程中，线圈10中不通电流，由于刹车盘2上的磁体21的继续旋转，切割磁感线，在线圈10中产生反向电流，起到电磁阻尼的作用，线圈10中产生的电流通过电机控制器01向电源充电，起到制动能量回收的目的。中强度制动时，在线圈10中施加反向电流产生反向旋转的磁场，使刹车盘2制动，紧急制动时增加刹车卡钳8挤压刹车片2实现机械摩擦制动，摩擦制动与电磁阻尼制动相结合，提高了刹车盘2制动性能。倒车过程中，控制旋转磁场反转，实现电机反转。
本申请中的线圈支架包括分别布置在刹车盘2两侧的第一线圈支架1和第二线圈支架3，并且第一线圈支架1和第二线圈支架3均套设在中心轴5上，第一线圈支架1和第二线圈支架3均具有上述的线圈10。采用两个线圈支架可提高磁场力的作用，从而提高对汽车的动力支持。对于本申请中公开的线圈10的匝数可为1000-1500匝，线径：0.2-0.8mm。此处只是提供了一种线圈10尺寸和匝数的范围，在实际中可根据不同的需要进行选择。此外，在实际中也可仅设置一个线圈支架或者设置多个线圈支架，只要是能够满足需求的方式均在保护范围内。
本申请中公开的轮毂电机中，第一线圈支架1和第二线圈支架3均为环形壳体，而环形壳体靠近刹车盘2的一侧均具有开口，线圈10设置在环形壳体的开口处与磁体21相对。本申请中公开了一种线圈支架的结构，具体的为圆环形壳体，并且在径向截面为U型结构，即该壳体具有底面、顶面和连接顶面和底面的一个侧面，其中，顶面和底面均为圆面，其中靠近刹车盘2的侧面为开口结构，没有面，线圈10安装在顶面和底面之间，并且与磁体21对应布置。此外，还可将线圈支架设置为简单的支架结构，只需要能够实现对线圈的安装即可。本申请中公开的第一线圈支架1和第二线圈支架3均套设在中心轴5上，在中心轴5转动过程中，第一线圈支架1和第二线圈支架3是不随中心轴转动的。
本申请中第一线圈支架1和第二线圈支架3通过螺栓连接在一起，以提高第一线圈支架1和第二线圈支架3的稳定性，具体地，第一线圈支架1上具有螺纹安装孔11，第二线圈支架3上具有安装孔31。对于中心轴5与第一线圈支架1以及第二线圈支架3之间的安装间隙可根据不同的需要进行设定，且均 在保护范围内，只要能够保证中心轴的稳定转动即可。此外，第一线圈支架1和第二线圈支架3在安装时，刹车盘2位于第一线圈支架1和第二线圈支架3之间，而刹车盘2与中心轴5固定连接，即随中心轴5转动，具体地，中心轴5与刹车盘2通过固定螺栓连接，因此，为了避免线圈支架对刹车盘2的影响，需要将刹车盘2与第一线圈支架1和第二线圈支架3之间均设置为具有1.0-2.0mm的间隙。
更进一步的实施例中，刹车盘2的圆周面上具有第一通风口，第一线圈支架和第二线圈支架连接并在圆周面上形成第二通风口，具体地，第一线圈支架1上具有第二通风口左半12，第二线圈支架3具有第二通风口右半32，第二通风口左半12和第二通风口右半32组成第二通风口。具体地，相邻的两个第二通风口的圆心角是相邻的两个第一通风口的圆心角的整数倍。具体地，第二通风口的个数为六个，螺纹安装孔11的个数为四个，且相间布置。圆柱形永磁铁与刹车盘2等高，圆柱形永磁铁直径小于第一通风口最大直径，保证刹车盘2散热均匀和散热效果。
进一步的实施例中，为了提高刹车盘2的刹车效果，还包括刹车卡钳8，具体的该刹车卡钳8的结构和安装方式与现有技术中的相同，但是，本申请中在刹车盘2的两侧均设置了线圈支架，为了对刹车卡钳8提供安装空间，本申请中公开的环形壳体还具有刹车卡钳8安装的让位槽，以保证刹车卡钳8的正常安装和使用。鉴于上述描述可知，在原有的结构可仅在刹车盘2上开设轴向的通孔，在通孔内设置磁体21，并相应的增加第一线圈支架1和第二线圈支架3，因此，在第一线圈支架1和第二线圈支架3的形状需要根据现有结构的空间进行设定。采用上述设置减小了对现有汽车结构的改动。
具体地实施例中，上述的第一线圈支架1和第二线圈支架3均为六分之五的圆环壳体结构，并且该环形壳体形成的缺口为让位槽。对于第一线圈支架1和第二线圈支架3两者的尺寸而言可根据不同的需要进行设定，且均在保护范围内。
本申请中公开的设置在刹车盘2上的通孔为多个，(优选的15或21个)并且沿刹车盘2的周向均匀布置，本申请中的磁体21与通孔一一对应，即每个通孔内均具有一个磁体21。此外，由于第一线圈支架1和第二线圈支架3 为具有缺口的环形结构，但是设置的线圈10相邻之间的距离也是相同的，即这些线圈10在对应线圈支架上也是均匀布置的。当线圈10充电后，在磁场力的作用下，磁体21切割磁感线提供动力，刹车盘2转动。
上述实施例中公开的通孔为圆形通孔，相应的磁体21为圆柱形磁体，并且该磁体21为永磁体。本领域技术人员可以理解的是，在实际中可根据不同的需要限定磁体21、通孔的形状和尺寸，以及个数，也可以增加励磁线圈以激励更强的磁场。在此本领域技术人员不做具体限定，且均在保护范围内。
如图3-图14所示，本发明公开了一种汽车，包括车轮9、轮毂电机、转向节4、悬架6、传动半轴7和电机控制器01。其中，轮毂电机包括中心轴5、刹车盘2和线圈支架，其中中心轴5与车轮9相连，刹车盘2固定在中心轴5上，刹车盘2的端面上具有通孔，且通孔内具有充磁方向与刹车盘2的轴线平行的磁体21，线圈支架上具有与磁体21对应的线圈10，并且线圈10充电后能够使所述刹车盘2转动，上述的转向节4与线圈支架相连，而悬架6与转向节4连接，中心轴5与传动半轴7连接。电机控制器01控制向线圈10提供交流电，在向线圈10充正向电时，中心轴5正转，为车轮9提供前进的动力；向线圈10充反向电时，中心轴5制动或反转，实现车轮9的制动或反转，而刹车盘2转动过程中若线圈10不通电流，则向电源充电，实现制动能量回收。本申请在刹车盘2上增加了轴向设置的磁体21，并相应设置了线圈10，可通过磁场的作用实现对汽车提供动力、制动等。本申请中的轮毂电机结构简单，通过充电的过程即可实现动力的提供、传动以及制动的实现，简化了现有技术中轮毂电机机械结构复杂的问题，降低了轮毂电机的重量，以提高了汽车的操纵稳定性。
具体地，电机控制器01控制线圈10中电压和电流。电动汽车前进过程中，电机控制器01控制向线圈10提供三相或五相交流电，产生旋转磁场，线圈10中的轴向磁场与刹车盘2上的磁体21磁场相互作用产生扭矩，为汽车行驶提供动力。汽车刹车过程中，线圈10中不通电流，由于刹车盘2上的磁体21的继续旋转，切割磁感线，在线圈10中产生反向电流，起到电磁阻尼的作用，线圈10中产生的电流通过电机控制器01向电源充电，起到制动能量回收的目的。中强度制动时，在线圈10中施加反向电流产生反向旋转的磁场，使刹车 盘2制动，紧急制动时增加刹车卡钳8挤压刹车盘2实现机械摩擦制动，摩擦制动与电磁阻尼制动相结合，提高了刹车盘2制动性能。倒车过程中，控制旋转磁场反转，实现电机反转。
本申请中的线圈支架包括分别布置在刹车盘2两侧的第一线圈支架1和第二线圈支架3，并且第一线圈支架1和第二线圈支架3均套设在中心轴5上，第一线圈支架1靠近车轮9，第二线圈支架3与转向节4连接，第一线圈支架1和第二线圈支架3均具有上述的线圈10。采用两个线圈支架可提高磁场力的作用，从而提高对汽车的动力支持。对于本申请中公开的线圈10的匝数可为1000-1500匝，线径：0.2-0.8mm。此处只是提供了一种线圈10尺寸和匝数的范围，在实际中可根据不同的需要进行选择。此外，在实际中也可仅设置一个线圈支架或者设置多个线圈支架，只要是能够满足需求的方式均在保护范围内。
本申请中公开的汽车中，第一线圈支架1和第二线圈支架3均为环形壳体，而环形壳体靠近刹车盘2的一侧均具有开口，线圈10设置在环形壳体的开口处与磁体21相对。本申请中公开了一种线圈支架的结构，具体的为圆环形壳体，并且在径向截面为U型结构，即该壳体具有底面、顶面和连接顶面和底面的一个侧面，其中，顶面和底面均为圆面，其中靠近刹车盘2的侧面为开口结构，没有面，线圈10安装在顶面和底面之间，并且与磁体21对应布置。此外，还可将线圈支架设置为简单的支架结构，只需要能够实现对线圈的安装即可。本申请中公开的第一线圈支架1和第二线圈支架3均套设在中心轴5上，在中心轴5转动过程中，第一线圈支架1和第二线圈支架3是不随中心轴转动的，其中，第二线圈支架3与转向节4连接，具体地，可通过固定螺栓实现连接。
本申请中第一线圈支架1和第二线圈支架3通过螺栓连接在一起，以提高第一线圈支架1和第二线圈支架3的稳定性，具体地，第一线圈支架1上具有螺纹安装孔11，第二线圈支架3上具有安装孔31。由于第二线圈支架3与转向节4固定连接，从而实现第一线圈支架1和第二线圈支架3均固定不动，而中心轴5可转动。对于中心轴5与第一线圈支架1以及第二线圈支架3之间的安装间隙可根据不同的需要进行设定，且均在保护范围内，只要能够保证中心 轴的稳定转动即可。此外，第一线圈支架1和第二线圈支架3在安装时，刹车盘2位于第一线圈支架1和第二线圈支架3之间，而刹车盘2与中心轴5固定连接，即随中心轴5转动，具体地，中心轴5与刹车盘2通过固定螺栓连接，因此，为了避免线圈支架对刹车盘2的影响，需要将刹车盘2与第一线圈支架1和第二线圈支架3之间均设置为具有1.0-2.0mm的间隙。
进一步的实施例中，为了提高刹车盘2的刹车效果，还包括刹车卡钳8，具体的该刹车卡钳8的结构和安装方式与现有技术中的相同，但是，本申请中在刹车盘2的两侧均设置了线圈支架，为了对刹车卡钳8提供安装空间，本申请中公开的环形壳体还具有刹车卡钳8安装的让位槽，以保证刹车卡钳8的正常安装和使用。鉴于上述描述可知，在原有的结构可仅在刹车盘2上开设轴向的通孔，在通孔内设置磁体21，并相应的增加第一线圈支架1和第二线圈支架3，因此，在第一线圈支架1和第二线圈支架3的形状需要根据现有结构的空间进行设定。采用上述设置减小了对现有汽车结构的改动。
具体地实施例中，上述的第一线圈支架1和第二线圈支架3均为六分之五的圆环壳体结构，并且该环形壳体形成的缺口为让位槽。对于第一线圈支架1和第二线圈支架3两者的尺寸而言可根据不同的需要进行设定，且均在保护范围内。
本申请中公开的设置在刹车盘2上的通孔为多个，(优选的15或21个)并且沿刹车盘2的周向均匀布置，本申请中的磁体21与通孔一一对应，即每个通孔内均具有一个磁体21。此外，由于第一线圈支架1和第二线圈支架3为具有缺口的环形结构，但是设置的线圈10相邻之间的距离也是相同的，即这些线圈10在对应线圈支架上也是均匀布置的。当线圈10充电后，在磁场力的作用下，磁体21切割磁感线提供动力，刹车盘2转动。
上述实施例中公开的通孔为圆形通孔，相应的磁体21为圆柱形磁体，并且该磁体21为永磁体。本领域技术人员可以理解的是，在实际中可根据不同的需要限定磁体21、通孔的形状和尺寸，以及个数，也可以增加励磁线圈以激励更强的磁场。在此本领域技术人员不做具体限定，且均在保护范围内。
更进一步的实施例中，刹车盘2的圆周面上具有第一通风口，第一线圈支架和第二线圈支架连接并在圆周面上形成第二通风口，具体地，第一线圈支架 1上具有第二通风口左半12，第二线圈支架3具有第二通风口右半32，第二通风口左半12和第二通风口右半32组成第二通风口。具体地，相邻的两个第二通风口的圆心角是相邻的两个第一通风口的圆心角的整数倍。具体地，第二通风口的个数为六个，螺纹安装孔11的个数为四个，且相间布置。圆柱形永磁铁与刹车盘2等高，圆柱形永磁铁直径小于第一通风口最大直径，保证刹车盘2散热均匀和散热效果。
上述的汽车，可以对原型车进行改装或增装，以实现纯电动，或与发动机结合形成混合动力车型。所述轮毂电机可以实现车辆的电磁阻尼制动和制动能量回收，可以实现电磁阻尼制动和机械摩擦制动的联合制动。
上述的汽车，可改装或增装两个所述轮毂电机，实现车辆的双前驱、双后驱；可改装或增装四个所述轮毂电机，实现车辆的全时四驱，也可以切换为双前驱、双后驱。
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (28)

  1. 一种刹车盘，包括刹车盘主体(2)，其特征在于，所述刹车盘主体(2)的端面上具有通孔，所述通孔内设置有充磁方向与所述刹车盘主体的轴线平行的磁体(21)；
    还包括与所述磁体(21)相对的线圈(10)，所述线圈(10)充电后能够使所述刹车盘主体(2)转动。
  2. 根据权利要求1所述的刹车盘，其特征在于，所述通孔为多个。
  3. 根据权利要求2所述的刹车盘，其特征在于，所有的所述通孔沿所述刹车盘主体(2)的周向均匀布置。
  4. 根据权利要求1所述的刹车盘，其特征在于，所述通孔为圆形通孔，所述磁体(21)为与所述通孔配合的圆柱形磁体。
  5. 根据权利要求1-4任一项所述的刹车盘，其特征在于，所述磁体(21)为永磁体。
  6. 根据权利要求5所述的刹车盘，其特征在于，所述线圈(10)包括分布在所述刹车盘主体(2)的两侧的第一线圈和第二线圈。
  7. 根据权利要求1-4任一项所述的刹车盘，其特征在于，所述刹车盘主体(2)的侧面上具有通风口。
  8. 一种电机，包括刹车盘，其特征在于，所述刹车盘为如权利要求1-7任一项所述的刹车盘。
  9. 一种轮毂电机，其特征在于，包括：
    中心轴(5)；
    与所述中心轴(5)固定连接的刹车盘(2)，所述刹车盘(2)的端面上具有通孔，所述通孔内设置有充磁方向与所述刹车盘(2)的轴线平行的磁体(21)；
    套设在所述中心轴(5)上且能够与所述中心轴(5)相对转动的线圈支架，所述线圈支架上设置有与所述磁体(21)相对的线圈(10)，所述线圈(10)充电后能够使所述刹车盘(2)转动。
  10. 根据权利要求9所述的轮毂电机，其特征在于，所述线圈支架包括分别布置在所述刹车盘(2)两侧的第一线圈支架(1)和第二线圈支架(3)，所 述第一线圈支架(1)和所述第二线圈支架(3)均套设在所述中心轴(5)上，所述第一线圈支架(1)和所述第二线圈支架(3)均具有所述线圈(10)。
  11. 根据权利要求10所述的轮毂电机，其特征在于，所述第一线圈支架(1)和所述第二线圈支架(3)均为环形壳体，所述环形壳体靠近所述刹车盘(2)的一侧均具有开口，所述线圈(10)设置在所述环形壳体的开口处与所述磁体(21)相对。
  12. 根据权利要求11所述的轮毂电机，其特征在于，所述第一线圈支架(1)和所述第二线圈支架(3)通过螺钉固定连接。
  13. 根据权利要求12所述的轮毂电机，其特征在于，所述刹车盘(2)的圆周面上具有第一通风口，所述第一线圈支架(1)和所述第二线圈支架(3)连接并在圆周面上形成第二通风口，且相邻的两个所述第二通风口的圆心角是相邻的两个所述第一通风口的圆心角的整数倍。
  14. 根据权利要求11所述的轮毂电机，其特征在于，所述环形壳体均具有刹车卡钳(8)安装的让位槽。
  15. 根据权利要求12所述的轮毂电机，其特征在于，所述环形壳体均为六分之五圆环，所述环形壳体形成的缺口为所述让位槽。
  16. 根据权利要求9-15任一项所述的轮毂电机，其特征在于，所述通孔为多个，所述磁体(21)与所述通孔一一对应。
  17. 根据权利要求16所述的轮毂电机，其特征在于，所有的所述通孔沿所述刹车盘(2)的周向均匀布置。
  18. 根据权利要求16所述的轮毂电机，其特征在于，所述通孔为圆形通孔，所述磁体(21)为与所述通孔配合的圆柱形的永磁体。
  19. 一种具有盘式轮毂电机的汽车，其特征在于，包括：
    车轮(9)；
    轮毂电机，所述轮毂电机包括中心轴(5)，所述中心轴(5)与所述车轮(9)相连；与所述中心轴(5)固定连接的刹车盘(2)，所述刹车盘(2)的端面上具有通孔，所述通孔内设置有充磁方向与所述刹车盘(2)的轴线平行的磁体(21)；套设在所述中心轴(5)上且能够与所述中心轴(5)相对转动的线圈支架，所述线圈支架上设置有与所述磁体(21)相对的线圈(10)，所述线圈(10)充电后能够使所述刹车盘(2)转动；
    一端面与所述线圈支架相连的转向节(4)；
    与所述转向节(4)的另一端面相连的悬架(6)；
    所述中心轴(5)与传动半轴(7)连接；
    用于控制向所述线圈提供交流电的电机控制器(01)，向所述线圈(10)充正向电时，所述中心轴(5)正转，为所述车轮(9)提供前进的动力；向所述线圈(10)充反向电时，所述中心轴(5)制动或反转，实现所述车轮(9)的制动或反转，所述刹车盘(2)转动过程中若所述线圈(10)不通电流，则向电源充电，实现制动能量回收。
  20. 根据权利要求19所述的汽车，其特征在于，所述线圈支架包括分别布置在所述刹车盘(2)两侧的第一线圈支架(1)和第二线圈支架(3)，所述第一线圈支架(1)和所述第二线圈支架(3)均套设在所述中心轴(5)上，所述第一线圈支架(1)和所述第二线圈支架(3)均具有所述线圈(10)，所述第一线圈支架(1)靠近所述车轮(9)，所述第二线圈支架(3)与所述转向节(4)连接。
  21. 根据权利要求20所述的汽车，其特征在于，所述第一线圈支架(1)和所述第二线圈支架(3)均为环形壳体，所述环形壳体靠近所述刹车盘(2)的一侧均具有开口，所述线圈(10)设置在所述环形壳体的开口处与所述磁体(21)相对。
  22. 根据权利要求21所述的汽车，其特征在于，所述第一线圈支架(1)和所述第二线圈支架(3)通过螺钉固定连接。
  23. 根据权利要求21所述的汽车，其特征在于，所述环形壳体均具有刹车卡钳(8)安装的让位槽。
  24. 根据权利要求23所述的汽车，其特征在于，所述环形壳体均为六分之五圆环，所述环形壳体形成的缺口为所述让位槽。
  25. 根据权利要求19-24任一项所述的汽车，其特征在于，所述通孔为多个，且沿所述刹车盘(2)的周向均匀布置，所述磁体(21)与所述通孔一一对应。
  26. 根据权利要求25所述的汽车，其特征在于，所述通孔为圆形通孔，所述磁体(21)为与所述通孔配合的圆柱形磁体。
  27. 根据权利要求26所述的汽车，其特征在于，所述磁体(21)为永磁 体。
  28. 根据权利要求25所述的汽车，其特征在于，所述刹车盘(2)的圆周面上具有第一通风口，所述第一线圈支架(1)和所述第二线圈支架(3)连接并在圆周面上形成第二通风口，且相邻的两个所述第二通风口的圆心角是相邻的两个所述第一通风口的圆心角的整数倍。
PCT/CN2017/089118 2016-07-15 2017-06-20 电机及其刹车盘、轮毂电机和具有盘式轮毂电机的汽车 WO2018010524A1 (zh)

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