WO2023103224A1 - Moteur électrique, système de direction assistée électrique et véhicule - Google Patents

Moteur électrique, système de direction assistée électrique et véhicule Download PDF

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Publication number
WO2023103224A1
WO2023103224A1 PCT/CN2022/082602 CN2022082602W WO2023103224A1 WO 2023103224 A1 WO2023103224 A1 WO 2023103224A1 CN 2022082602 W CN2022082602 W CN 2022082602W WO 2023103224 A1 WO2023103224 A1 WO 2023103224A1
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WO
WIPO (PCT)
Prior art keywords
stator
core
motor
air gap
rotor
Prior art date
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PCT/CN2022/082602
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English (en)
Chinese (zh)
Inventor
朱莲莉
徐珂
葛笑
Original Assignee
安徽威灵汽车部件有限公司
广东威灵汽车部件有限公司
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Application filed by 安徽威灵汽车部件有限公司, 广东威灵汽车部件有限公司 filed Critical 安徽威灵汽车部件有限公司
Publication of WO2023103224A1 publication Critical patent/WO2023103224A1/fr

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/12—Stationary parts of the magnetic circuit
    • H02K1/14—Stator cores with salient poles
    • H02K1/146—Stator cores with salient poles consisting of a generally annular yoke with salient poles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0403—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by constructional features, e.g. common housing for motor and gear box
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/12—Stationary parts of the magnetic circuit
    • H02K1/14—Stator cores with salient poles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/27—Rotor cores with permanent magnets
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/27—Rotor cores with permanent magnets
    • H02K1/2706—Inner rotors
    • H02K1/272—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
    • H02K1/274—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets
    • H02K1/2753—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets the rotor consisting of magnets or groups of magnets arranged with alternating polarity
    • H02K1/276—Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/27—Rotor cores with permanent magnets
    • H02K1/2706—Inner rotors
    • H02K1/272—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
    • H02K1/274—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets
    • H02K1/2753—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets the rotor consisting of magnets or groups of magnets arranged with alternating polarity
    • H02K1/278—Surface mounted magnets; Inset magnets
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
    • H02K21/02—Details
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
    • H02K21/02—Details
    • H02K21/021—Means for mechanical adjustment of the excitation flux
    • H02K21/022—Means for mechanical adjustment of the excitation flux by modifying the relative position between field and armature, e.g. between rotor and stator
    • H02K21/025—Means for mechanical adjustment of the excitation flux by modifying the relative position between field and armature, e.g. between rotor and stator by varying the thickness of the air gap between field and armature
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
    • H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
    • H02K21/14—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating within the armatures
    • H02K21/16—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating within the armatures having annular armature cores with salient poles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2201/00—Specific aspects not provided for in the other groups of this subclass relating to the magnetic circuits
    • H02K2201/03—Machines characterised by aspects of the air-gap between rotor and stator
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/03—Machines characterised by numerical values, ranges, mathematical expressions or similar information
    • 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 application relates to the technical field of motors, in particular, to a motor, an electric power steering system and a vehicle.
  • the motor inevitably has the problem of magnetic flux leakage at the end, which seriously affects the performance of the motor's output torque and torque ripple, and deteriorates the mechanical vibration and noise of the motor.
  • This application aims to solve at least one of the technical problems existing in the prior art or related art.
  • a first aspect of the present application consists in proposing an electric machine.
  • the second aspect of the present application is to propose an electric power steering system.
  • a third aspect of the present application is to provide a vehicle.
  • a motor which includes a stator core, a rotor core and an air gap, the rotor core is set inside the stator core, and the air gap is located between the rotor core and the stator core. between cores.
  • the axial height Ls of the stator core, the outer diameter Dso of the stator core, the stator split ratio k of the stator core, the axial height Lr of the rotor core, and the width lg of the air gap satisfy:
  • the motor provided by the application includes a stator core, a rotor core and an air gap, an air gap is provided between the rotor core and the stator core, and the rotor core can rotate relative to the stator core.
  • the axial height of the stator core is Ls
  • the axial height of the rotor core is Lr
  • the absolute value of the difference between the axial heights of the stator core and the rotor core is
  • the outer diameter of the stator core The diameter is Dso
  • the stator crack ratio of the stator core is k
  • the stator crack ratio is the ratio of the inner diameter of the stator core to the outer diameter of the stator core
  • the width of the air gap is lg to satisfy the above relationship.
  • This application can effectively solve the problem of motor performance degradation caused by magnetic flux leakage at the end of the motor by optimizing the dimensional relationship between the stator core, the rotor core and the air gap between them, without increasing the number of components. Therefore, the cogging torque is reduced, torque ripple is suppressed, the average torque of the motor is increased, and the vibration noise of the motor is improved. While ensuring the performance of the motor, the weight of the motor can be reduced to the greatest extent, and the production cost can be reduced.
  • Tave* When 0 ⁇ X ⁇ 0.4, Tave* is at an optimal level, and Cost* is maintained at a low level, so that the average torque output can be guaranteed, the performance of the motor will not be affected by the end magnetic flux leakage, and it can also control Motor production costs.
  • the cogging torque refers to the torque generated by the magnetic field generated by the permanent magnet and the cogging action of the armature when the armature winding is open.
  • the cogging torque is the tangential component of the force between the magnetic field of the permanent magnet and the cogging.
  • Cogging torque always tries to position the rotor in a certain position, also known as cogging torque.
  • the cogging torque causes the torque and speed fluctuations of the motor, causing the motor to generate vibration and noise.
  • resonance will occur, which will inevitably amplify the vibration and noise of the cogging torque ,
  • the torque ripple is too large, the stability of the mechanical load energy dragged by the motor will be reduced, and the performance of the motor will be affected at this time.
  • torque ripple mainly includes ripple torque ripple and reluctance torque ripple
  • ripple torque refers to the high-order harmonics in the back EMF and the high-order harmonics in the armature current
  • Part of the torque fluctuation caused by the reluctance torque fluctuation refers to the partial torque fluctuation caused by the uneven inductance of the direct axis and the quadrature axis of the motor caused by the uneven reluctance of the rotor.
  • the per unit value is a kind of relative unit system, and it is also a numerical marking method commonly used in power system analysis and engineering calculations. It represents the relative value of each physical quantity and parameter, and the unit is pu (it can also be considered dimensionless). In power system calculations, per unit values are also widely used.
  • the axial height Ls of the stator core, the outer diameter Dso of the stator core, the stator split ratio k of the stator core, the axial height of the rotor core Lr, the air gap The width lg satisfies:
  • the value range of the stator split ratio k satisfies: 0 ⁇ k ⁇ 0.7.
  • the stator split ratio is the ratio of the inner diameter to the outer diameter of the specified stator core.
  • the width lg of the air gap satisfies:
  • the air gap is located between the stator core and the rotor core, and the width of the air gap needs to satisfy the above relationship, so that the width of the air gap is within an appropriate range.
  • the size of the air gap determines the magnitude of the magnetic flux. If the air gap is too large, the reluctance will increase, the magnetic flux will decrease and the flux leakage will increase, so that the efficiency of the motor will decrease. If the air gap is too small, on the one hand, the air gap is too small to affect the manufacturing process, and the assembly between the rotor core and the stator core is difficult; on the other hand, when the rotor core rotates relative to the stator core, friction between the two is likely to occur , causing sweeping and burning out the motor.
  • the stator core includes a stator yoke and a plurality of stator teeth, the plurality of stator teeth are connected to the stator yoke at intervals, the air gap is located between the stator teeth and the rotor core, and the width of the air gap is lg Refers to the radial distance between the rotor core and the stator teeth.
  • the central axis of the stator core overlaps with the central axis of the rotor core.
  • the central axis of the rotor core coincides with the central axis of the stator core.
  • the rotation space required by the rotor core is a regular cylinder. It is installed inside the stator core, or outside the stator core. The coincidence of the central axes of the two can reduce the required radial space as much as possible, so that the radial size of the motor can be effectively controlled, and it is suitable for the complete motor. miniaturization development trend.
  • the rotor core is arranged eccentrically relative to the stator core, and the radial dimension occupied by the two will be larger, contrary to the motor miniaturization development trend.
  • the motor further includes magnet slots and first permanent magnets, the magnet slots are opened axially through the rotor core, and the first permanent magnets are arranged in the magnet slots.
  • a magnet slot is provided on the rotor core, and the magnet slot runs through the interior of the rotor core.
  • the first permanent magnet is embedded in the magnet slot and contacts the rotor core.
  • the magnet slot is convenient for the first permanent magnet Positioning installation ensures the position stability of the first permanent magnet.
  • the groove wall of the magnet groove can provide multi-directional position limitation for the first permanent magnet. Ensure the positional stability of the rotor core and the first permanent magnet.
  • the number of magnet slots is multiple, and the multiple magnet slots are distributed on the rotor core at intervals along the circumferential direction, the number of first permanent magnets is multiple, and one first permanent magnet is embedded in one magnet slot.
  • the motor further includes a second permanent magnet, and the second permanent magnet is arranged on a side of the rotor core facing the stator core.
  • the rotor core includes a side surface in the circumferential direction, and when the rotor core is located inside the stator core, the second permanent magnet is attached to the outer peripheral surface of the rotor core. When the rotor core is located outside the stator core, the second permanent magnet is attached to the inner peripheral surface of the rotor core. It is worth noting that the second permanent magnet is located between the rotor core and the stator core.
  • the second permanent magnet may be glued to the rotor iron core, or the second permanent magnet may be fixed to the rotor iron core by injection molding.
  • a plurality of second permanent magnets are evenly spaced and surface-attached on the side of the rotor core, which improves the structural symmetry and thus improves the efficiency of the motor.
  • the rotor core includes core segments arranged in the axial direction, and the number of core segments is at least two.
  • the rotor core includes core segments, the number of core segments is at least two, and at least two core segments are stacked in the axial direction.
  • the main purpose of the segmented design of the rotor core is to obtain a skewed pole rotor, that is, a certain angle is staggered in the circumferential direction between two adjacent core segments.
  • the role of the skewed pole rotor is to reduce the cogging speed of the motor. torque and torque ripple, improving motor performance.
  • the core segments can be formed by stacking the rotor punches, and then the core segments are stacked, so that the formation of the rotor core is divided into two steps, which can be well controlled
  • the accuracy of stacking, early detection of stacking deviations, ensures the stacking accuracy of rotor cores.
  • multiple rotor punches are used to directly stack the rotor core, it is very difficult to stack.
  • the air gap is a uniform air gap.
  • the stator core includes a stator yoke and a stator tooth.
  • the stator tooth is connected to the stator yoke.
  • the stator tooth is arranged close to the rotor core relative to the stator yoke.
  • Between the stator tooth and the rotor core Has an air gap.
  • the air gap is made to be a uniform air gap, that is, the distance between each position of the stator teeth and the rotor core is equal. At this time, the output torque of the motor is large, the power density is high, and the efficiency is high.
  • the air gap is a non-uniform air gap.
  • the number of stator teeth is multiple, and the distance between different positions of each stator tooth and the rotor core is not exactly equal, that is, along the circumferential direction, it can gradually increase or decrease, or be first increase and then decrease.
  • the distance between the stator teeth and the rotor core is uneven, the magnetic field waveform can be improved, the cogging torque amplitude can be reduced, and the loss of the rotor core can also be reduced through the reasonable setting of the uneven air gap.
  • the output torque is increased, so that the performance of the motor is improved.
  • the stator core includes a stator yoke and a plurality of stator teeth, the plurality of stator teeth are connected to the stator yoke at intervals, and the plurality of stator teeth surround the rotor cavity, and the rotor The iron core is located in the rotor cavity.
  • the stator core includes a stator yoke and a plurality of stator teeth.
  • the stator yoke is in a ring structure, and the plurality of stator teeth are connected to the stator yoke at intervals.
  • the rotor cavity is formed by a plurality of stator teeth.
  • the rotor cavity is located inside the stator core, and the rotor core is located in the rotor cavity, that is to say, the rotor core is an inner rotor.
  • the air gap is located between the stator teeth and the rotor core, and the width of the air gap is the radial distance between the specified stator teeth and the rotor core.
  • the stator core includes a plurality of iron core blocks, and the plurality of iron core blocks are spliced along the circumferential direction.
  • the stator core includes a plurality of iron core blocks, and each iron core block includes a sub-yoke and a stator tooth.
  • the plurality of iron core blocks are spliced along the circumferential direction, and the multiple sub-yokes are spliced and connected to each other to form a stator.
  • the yoke has a ring structure. That is to say, the stator yoke can be an integral ring structure, or can be formed by splicing multiple sub-yokes.
  • the segmented stator core can facilitate the winding of the stator winding.
  • each core block After each core block completes the winding of the stator winding, it is spliced and assembled to form a complete stator core, which is convenient for the winding of the stator winding and can also improve the phase
  • the slot fullness ratio of the stator slot between two adjacent stator teeth enables the stator winding to be better arranged in the stator slot, and the stator winding assembly is improved to improve the performance of the motor.
  • an electric power steering system including the motor provided by any of the above-mentioned designs.
  • the electric power steering system provided by the present application includes the motor provided by any of the above-mentioned designs, so it has all the beneficial effects of the motor, and will not be repeated here.
  • EPS Electric Power Steering
  • HPS Hydraulic Power Steering
  • ECU electronic control unit
  • a vehicle including the motor or the electric power steering system provided by any of the above-mentioned designs.
  • the vehicle provided by the present application includes the motor or the electric power steering system provided by any of the above-mentioned designs, so it has all the beneficial effects of the motor or the electric power steering system, and will not be repeated here.
  • vehicles include new energy vehicles and traditional fuel vehicles.
  • Fig. 1 shows a schematic structural diagram of a motor according to an embodiment of the present application
  • Fig. 2 shows a graph according to an embodiment of the present application in motor performance and cost analysis
  • Fig. 3 shows a schematic structural diagram of a motor with a uniform air gap according to an embodiment of the present application
  • Fig. 4 shows a schematic structural diagram of a motor with a non-uniform air gap according to an embodiment of the present application
  • Fig. 5 shows a schematic structural diagram of a motor having a second permanent magnet according to an embodiment of the present application
  • Fig. 6 shows a schematic structural diagram of an iron core block according to an embodiment of the present application
  • Fig. 7 shows a schematic structural diagram of an electric power steering system according to an embodiment of the present application.
  • stator core 110 stator core, 111 stator yoke, 112 stator teeth, 113 core block,
  • a motor 100 , an electric power steering system and a vehicle provided according to some embodiments of the present application are described below with reference to FIGS. 1 to 7 .
  • a motor 100 which includes a stator core 110, a rotor core 120 and an air gap 130. Internally, an air gap 130 is located between the rotor core 120 and the stator core 110 .
  • the axial height Ls of the stator core 110, the outer diameter Dso of the stator core 110, the stator split ratio k of the stator core 110, the axial height Lr of the rotor core 120, and the width lg of the air gap 130 satisfy:
  • the motor 100 provided in the present application includes a stator core 110 , a rotor core 120 and an air gap 130 . There is an air gap 130 between the rotor core 120 and the stator core 110 .
  • the rotor core 120 can rotate relative to the stator core 110 .
  • the axial height of the stator core 110 is Ls
  • the axial height of the rotor core 120 is Lr
  • the absolute value of the difference between the axial heights of the stator core 110 and the rotor core 120 is
  • the stator The outer diameter of the iron core 110 is Dso
  • the stator split ratio of the stator iron core 110 is k
  • the stator split ratio is the ratio of the inner diameter of the stator iron core 110 to the outer diameter of the stator iron core 110
  • the width of the air gap 130 is lg to satisfy the above relationship.
  • the problem of the motor 100 caused by the magnetic flux leakage at the end of the motor 100 can be effectively solved without adding parts.
  • the problem of performance degradation, thereby reducing cogging torque, suppressing torque ripple, increasing the average torque of the motor 100, improving the vibration and noise of the motor 100, while ensuring the performance of the motor 100, can minimize the weight of the motor 100, and reduce production costs.
  • the magnetic flux leakage at the end of the motor in the related art exists on both axial end faces of the motor, which is unavoidable.
  • There are permanent magnets in the rotor core and most of the total magnetic flux provided by the permanent magnets close to the axial end face will form the main magnetic flux along the main magnetic circuit and the winding chain on the stator core, and there is a part due to the end effect
  • the magnetic flux that is not linked with the winding turns, this part of the end flux leakage will not only cause the motor torque to drop, but also affect the cogging torque and torque ripple of the motor, and deteriorate the vibration and noise of the motor.
  • Tave* is at an optimal level, and Cost* is maintained at a low level, so that the average torque output can be guaranteed, and the performance of the motor 100 will not be affected by the magnetic flux leakage at the end. Control the production cost of the motor 100 .
  • the cogging torque refers to the torque generated by the magnetic field generated by the permanent magnet and the cogging action of the armature when the armature winding is open.
  • the cogging torque is the tangential component of the force between the magnetic field of the permanent magnet and the cogging. Cogging torque always tries to position the rotor in a certain position, also known as cogging torque.
  • the cogging torque causes the torque and speed fluctuations of the motor 100, causing the motor 100 to generate vibration and noise.
  • torque ripple mainly includes ripple torque ripple and reluctance torque ripple
  • ripple torque refers to the high-order harmonics in the back EMF and the high-order harmonics in the armature current
  • Part of the torque fluctuation caused by the reluctance torque fluctuation refers to the partial torque fluctuation caused by the uneven inductance of the direct axis and the quadrature axis of the motor caused by the uneven reluctance of the rotor.
  • the per unit value is a kind of relative unit system, and it is also a numerical marking method commonly used in power system analysis and engineering calculations. It represents the relative value of each physical quantity and parameter, and the unit is pu (it can also be considered dimensionless). In power system calculations, per unit values are also widely used.
  • the axial height Ls of the stator core 110, the outer diameter Dso of the stator core 110, the stator split ratio k of the stator core 110, and the axial height of the rotor core 120 are The width lg of Lr and the air gap 130 satisfies:
  • stator split ratio k satisfies: 0 ⁇ k ⁇ 0.7.
  • the stator split ratio refers to the ratio of the inner diameter to the outer diameter of the stator core 110 .
  • width lg of the air gap 130 satisfies:
  • the air gap 130 is located between the stator core 110 and the rotor core 120, and the width of the air gap 130 needs to satisfy the above relational expression, so that the width of the air gap 130 is within an appropriate range, and the width of the air gap 130
  • the size determines the size of the magnetic flux. If the air gap 130 is too large, the reluctance increases, the magnetic flux decreases and the flux leakage increases, so that the efficiency of the motor 100 decreases.
  • the air gap 130 is too small, on the one hand, the air gap 130 is too small to affect the manufacturing process, and the assembly between the rotor core 120 and the stator core 110 is difficult; on the other hand, when the rotor core 120 rotates relative to the stator core 110, the two Friction easily occurs between the two, causing sweeping and burning out the motor 100.
  • the stator core 110 includes a stator yoke 111 and a plurality of stator teeth 112, the plurality of stator teeth 112 are connected to the stator yoke 111 at intervals, and the air gap 130 is located between the stator teeth 112 and the rotor core 120 Between, the width lg of the air gap 130 refers to the radial distance between the rotor core 120 and the stator teeth 112 .
  • the central axis of the stator core 110 overlaps with the central axis of the rotor core 120 .
  • the central axis of the rotor core 120 coincides with the central axis of the stator core 110, so when the rotor core 120 rotates relative to the stator core 110, the rotation space required by the rotor core 120 is a regular cylinder body, a regular cylinder is sheathed inside the stator core 110, or sheathed outside the stator core 110, and the central axes of the two coincide to reduce the required radial space as much as possible, so that the radial dimension of the motor 100 It is effectively controlled and adapted to the miniaturization development trend of the motor 100 as a whole.
  • the rotor core 120 when the central axis of the rotor core 120 does not coincide with the central axis of the stator core 110, the rotor core 120 is arranged eccentrically relative to the stator core 110, and the radial dimension occupied by the two will be larger. It goes against the miniaturization development trend of the motor 100 .
  • the motor 100 also includes a magnet slot 140 and a first permanent magnet 141 , the magnet slot 140 penetrates through the rotor core 120 in the axial direction, and the first permanent magnet 141 is set in the magnet slot 140 .
  • the rotor core 120 is provided with a magnet slot 140, the magnet slot 140 is opened inside the rotor core 120, the first permanent magnet 141 is embedded in the magnet slot 140 and contacts with the rotor core 120,
  • the magnet slot 140 facilitates the positioning and installation of the first permanent magnet 141, ensuring the positional stability of the first permanent magnet 141.
  • the slot wall can provide multi-directional position limitation for the first permanent magnet 141 to ensure the positional stability of the rotor core 120 and the first permanent magnet 141 .
  • the number of magnet slots 140 is multiple, and the plurality of magnet slots 140 are distributed on the rotor core 120 at intervals along the circumferential direction, and the number of first permanent magnets 141 is multiple, and one first permanent magnet 141 is embedded in one magnet slot 140 Inside.
  • the motor 100 further includes a second permanent magnet 142 disposed on a side of the rotor core 120 facing the stator core 110 .
  • the rotor core 120 includes a side surface in the circumferential direction.
  • the second permanent magnet 142 is attached to the outer peripheral surface of the rotor core 120 .
  • the second permanent magnet 142 is pasted on the inner peripheral surface of the rotor core 120. It is worth noting that the second permanent magnet 142 is located between the rotor core 120 and Between the stator cores 110.
  • the second permanent magnet 142 can be glued to the rotor core 120 , or the second permanent magnet 142 can be fixed to the rotor core 120 by injection molding.
  • a plurality of second permanent magnets 142 are evenly spaced and surface-attached on the side of the rotor core 120 to improve structural symmetry and further improve the efficiency of the motor 100 .
  • the rotor core 120 includes core segments 121 arranged in the axial direction, and the number of core segments 121 is at least two.
  • the rotor core 120 includes at least two core segments 121 , and at least two core segments 121 are stacked in the axial direction.
  • the main purpose of the segmented design of the rotor core 120 is to obtain a skewed rotor, that is, a certain angle is staggered between two adjacent iron core segments 121 in the circumferential direction. Cogging torque and torque ripple improve the performance of the motor 100 .
  • the core segments 121 can be formed by stacking the rotor punches, and then the core segments 121 are stacked, so that the formation of the rotor core 120 is divided into two steps, which can The accuracy of the stacking is well controlled, the stacking deviation is found early, and the stacking accuracy of the rotor core 120 is ensured.
  • the stacking is very difficult.
  • the air gap 130 is a uniform air gap.
  • the stator core 110 includes a stator yoke 111 and a stator tooth 112, the stator tooth 112 is connected to the stator yoke 111, and the stator tooth 112 is arranged close to the rotor core 120 relative to the stator yoke 111, There is an air gap 130 between the stator teeth 112 and the rotor core 120 .
  • the air gap 130 is a non-uniform air gap.
  • the number of stator teeth 112 is multiple, and the distance between different positions of each stator tooth 112 and the rotor core 120 is not completely equal, that is, along the circumferential direction, it can gradually increase or decrease. small, or increase first and then decrease, etc.
  • the distance between the stator teeth 112 and the rotor core 120 is uneven, the magnetic field waveform can be improved and the amplitude of the cogging torque can be reduced through reasonable setting of the uneven air gap, and at the same time the loss of the rotor core 120 can also be obtained.
  • the output torque of the motor 100 is increased, so that the performance of the motor 100 is improved.
  • the stator core 110 includes a stator yoke 111 and a plurality of stator teeth 112, and the plurality of stator teeth 112 are connected to the stator yoke at intervals 111 , a plurality of stator teeth 112 surround a rotor cavity, and a rotor core 120 is located in the rotor cavity.
  • the stator core 110 includes a stator yoke 111 and a plurality of stator teeth 112, the stator yoke 111 is in a ring structure, the plurality of stator teeth 112 are connected to the stator yoke 111 at intervals, and the plurality of stator teeth
  • the portion 112 encloses and forms a rotor cavity, the rotor cavity is located inside the stator core 110, and the rotor core 120 is located in the rotor cavity, that is to say, the rotor core 120 is an inner rotor.
  • the stator core 110 includes a plurality of iron core blocks 113 , and the plurality of iron core blocks 113 are spliced along the circumferential direction.
  • the stator core 110 includes a plurality of iron core blocks 113, and each iron core block 113 includes a sub-yoke and a stator tooth portion 112.
  • the plurality of iron core blocks 113 are spliced along the circumferential direction, and the plurality of sub-yokes
  • the stator yokes 111 are spliced and connected with each other to form a ring structure. That is to say, the stator yoke 111 may be an integral ring structure, or may be formed by splicing a plurality of sub-yokes.
  • the segmented stator core 110 can facilitate the winding of the stator winding.
  • each core block 113 After each core block 113 completes the winding of the stator winding, it is spliced and assembled to form a complete stator core 110, which is convenient for the winding of the stator winding.
  • the slot fullness ratio of the stator slot between two adjacent stator teeth can be improved, the stator winding can be better arranged in the stator slot, and the performance of the motor 100 can be improved by improving the assembly of the stator winding.
  • an electric power steering system 200 including the motor 100 provided by any of the above designs.
  • the electric power steering system 200 provided in the present application includes the motor 100 provided by any of the above-mentioned designs, so it has all the beneficial effects of the motor 100 and will not be repeated here.
  • the electric power steering system 200 (Electric Power Steering, abbreviated EPS) is a power steering system that directly relies on the motor 100 to provide auxiliary torque.
  • EPS Electronic Power Steering
  • HPS Hydrophilic Power Steering
  • the EPS system of the present embodiment has a steering system and an assist torque mechanism that generates assist torque.
  • the EPS system generates assist torque that assists the steering torque of the steering system generated by the driver's operation of the steering wheel.
  • the assist torque reduces the driver's operational burden.
  • the steering system specifically includes a steering wheel 211 , a steering shaft 212 , a universal joint 213 , a rotating shaft 214 , a rack and pinion mechanism 215 , a rack shaft 216 , and wheels 217 for left and right steering.
  • the auxiliary torque mechanism specifically includes a steering torque sensor 221 , an electronic control unit (ECU) 222 for a vehicle, an electric motor 100 , a reduction mechanism 223 and the like.
  • the steering torque sensor 221 detects the steering torque of the steering system.
  • the control unit 222 generates a drive signal based on the detection signal of the steering torque sensor 221 .
  • the electric motor 100 generates assist torque corresponding to the steering torque according to the drive signal.
  • the electric motor 100 transmits the generated assist torque to the steering system via the reduction mechanism 223 .
  • the motor 100 provided by the present application includes a stator core 110, a rotor core 120 and an air gap 130, an air gap 130 is provided between the rotor core 120 and the stator core 110, and the rotor core 120 can rotate relative to the stator core 110 .
  • the axial height of the stator core 110 is Ls
  • the axial height of the rotor core 120 is Lr
  • the absolute value of the difference between the axial heights of the stator core 110 and the rotor core 120 is
  • the stator The outer diameter of the iron core 110 is Dso
  • the stator split ratio of the stator iron core 110 is k
  • the stator split ratio is the ratio of the inner diameter of the stator iron core 110 to the outer diameter of the stator iron core 110
  • the width of the air gap 130 is lg to satisfy the above relationship.
  • the problem of the motor 100 caused by the magnetic flux leakage at the end of the motor 100 can be effectively solved without adding parts.
  • the problem of performance degradation, thereby reducing cogging torque, suppressing torque ripple, increasing the average torque of the motor 100, improving the vibration and noise of the motor 100, while ensuring the performance of the motor 100, can minimize the weight of the motor 100, and reduce production costs.
  • the magnetic flux leakage at the end of the motor 100 in the related art exists on both axial end surfaces of the motor 100 , which is unavoidable.
  • There are permanent magnets in the rotor core 120 and most of the total magnetic flux provided by the permanent magnets near the axial end faces will form the main magnetic flux along the main magnetic circuit with the winding turns on the stator core 110.
  • the end effect is not linked to the magnetic flux of the winding turns. This part of the end flux leakage will not only cause the torque drop of the motor 100, but also affect the cogging torque and torque ripple of the motor 100, and deteriorate the vibration and noise of the motor 100.
  • Tave* and Cost* in the figure are per unit values
  • Cost* is the 100 cost of the motor under different X
  • the ratio to the cost of the motor 100 in the case of X 0.
  • Tave* is at an optimal level, and Cost* is maintained at a low level, so that the average torque output can be guaranteed, and the performance of the motor 100 will not be affected by the magnetic flux leakage at the end. Control the production cost of the motor 100 .
  • a vehicle including the motor 100 or the electric power steering system 200 provided by any of the above designs.
  • the vehicle provided in the present application includes the motor 100 or the electric power steering system provided by any of the above-mentioned designs, so it has all the beneficial effects of the motor 100 or the electric power steering system 200 , which will not be repeated here.
  • the vehicle can be a traditional fuel vehicle or a new energy vehicle.
  • new energy vehicles include pure electric vehicles, extended-range electric vehicles, hybrid vehicles, fuel cell electric vehicles, hydrogen engine vehicles, etc.
  • the motor 100 provided by the present application includes a stator core 110, a rotor core 120 and an air gap 130, an air gap 130 is provided between the rotor core 120 and the stator core 110, and the rotor core 120 can rotate relative to the stator core 110 .
  • the axial height of the stator core 110 is Ls
  • the axial height of the rotor core 120 is Lr
  • the absolute value of the difference between the axial heights of the stator core 110 and the rotor core 120 is
  • the stator The outer diameter of the iron core 110 is Dso
  • the stator split ratio of the stator iron core 110 is k
  • the stator split ratio is the ratio of the inner diameter of the stator iron core 110 to the outer diameter of the stator iron core 110
  • the width of the air gap 130 is lg to satisfy the above relationship.
  • the problem of the motor 100 caused by the magnetic flux leakage at the end of the motor 100 can be effectively solved without adding parts. performance degradation, thereby reducing the cogging torque, suppressing torque ripple, increasing the average torque of the motor 100, improving the vibration and noise of the motor 100, and reducing the weight of the motor 100 to the greatest extent while ensuring the performance of the motor 100, and reduce production costs.
  • the magnetic flux leakage at the end of the motor 100 in the related art exists on both axial end surfaces of the motor 100 , which is unavoidable.
  • There are permanent magnets in the rotor core 120 and most of the total magnetic flux provided by the permanent magnets near the axial end faces will form the main magnetic flux along the main magnetic circuit with the winding turns on the stator core 110.
  • the end effect is not linked to the magnetic flux of the winding turns. This part of the end flux leakage will not only cause the torque drop of the motor 100, but also affect the cogging torque and torque ripple of the motor 100, and deteriorate the vibration and noise of the motor 100.
  • Tave* and Cost* in the figure are per unit values
  • Cost* is the 100 cost of the motor under different X
  • the ratio to the cost of the motor 100 in the case of X 0.
  • Tave* is at an optimal level, and Cost* is maintained at a low level, so that the average torque output can be guaranteed, and the performance of the motor 100 will not be affected by the magnetic flux leakage at the end. Control the production cost of the motor 100 .
  • connection means two or more, unless otherwise clearly defined.
  • connection can be fixed connection, detachable connection, or integral connection; “connection” can be directly or indirectly through an intermediary.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Iron Core Of Rotating Electric Machines (AREA)

Abstract

La présente demande concerne un moteur électrique, un système de direction assistée électrique et un véhicule. Le moteur électrique comprend un noyau de fer de stator, un noyau de fer de rotor et un entrefer, le noyau de fer de rotor étant disposé à l'intérieur du noyau de fer de stator, et l'entrefer étant situé entre le noyau de fer de rotor et le noyau de fer de stator. La hauteur axiale Ls du noyau de fer de stator, le diamètre externe Dso du noyau de fer de stator, le rapport de division de stator k du noyau de fer de stator, la hauteur axiale Lr du noyau de fer de rotor, et la largeur lg de l'entrefer satisfont l'expression : (I). Dans la présente demande, par optimisation de la relation de taille entre un noyau de fer de stator, un noyau de fer de rotor et un entrefer entre ceux-ci, le problème lié à la dégradation de performance d'un moteur électrique provoqué par une fuite de flux magnétique au niveau d'une partie d'extrémité du moteur électrique peut être efficacement résolu sans ajout de pièces, de telle sorte que le couple de crantage soit réduit, l'ondulation de couple soit supprimée, le couple moyen du moteur électrique soit augmenté, et le bruit de vibration du moteur électrique soit atténué ; et le poids du moteur électrique peut être réduit au maximum possible tout en assurant la performance du moteur électrique, et le coût de production est réduit.
PCT/CN2022/082602 2021-12-06 2022-03-23 Moteur électrique, système de direction assistée électrique et véhicule WO2023103224A1 (fr)

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CN202111475494.5 2021-12-06
CN202111475494.5A CN116231894A (zh) 2021-12-06 2021-12-06 电机、电动助力转向系统和车辆

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002136001A (ja) * 2000-10-25 2002-05-10 Mitsubishi Electric Corp 永久磁石形モータ
CN105375657A (zh) * 2015-12-14 2016-03-02 广东美芝制冷设备有限公司 电机和具有其的压缩机
JP2016201961A (ja) * 2015-04-14 2016-12-01 株式会社神戸製鋼所 アキシャルギャップ型永久磁石式回転機用回転子およびアキシャルギャップ型永久磁石式回転機
CN213637227U (zh) * 2020-11-18 2021-07-06 珠海格力节能环保制冷技术研究中心有限公司 定转子组件、电机、压缩机

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002136001A (ja) * 2000-10-25 2002-05-10 Mitsubishi Electric Corp 永久磁石形モータ
JP2016201961A (ja) * 2015-04-14 2016-12-01 株式会社神戸製鋼所 アキシャルギャップ型永久磁石式回転機用回転子およびアキシャルギャップ型永久磁石式回転機
CN105375657A (zh) * 2015-12-14 2016-03-02 广东美芝制冷设备有限公司 电机和具有其的压缩机
CN213637227U (zh) * 2020-11-18 2021-07-06 珠海格力节能环保制冷技术研究中心有限公司 定转子组件、电机、压缩机

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