WO2025232255A1 - 电机、悬架组件及车辆 - Google Patents

电机、悬架组件及车辆

Info

Publication number
WO2025232255A1
WO2025232255A1 PCT/CN2024/144699 CN2024144699W WO2025232255A1 WO 2025232255 A1 WO2025232255 A1 WO 2025232255A1 CN 2024144699 W CN2024144699 W CN 2024144699W WO 2025232255 A1 WO2025232255 A1 WO 2025232255A1
Authority
WO
WIPO (PCT)
Prior art keywords
component
motor
bearing
magnet
resistance
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
PCT/CN2024/144699
Other languages
English (en)
French (fr)
Inventor
罗红斌
齐文明
谭国栋
马冰青
陈家燕
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
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 CN202420956337.9U external-priority patent/CN221354132U/zh
Priority claimed from CN202420956338.3U external-priority patent/CN221487543U/zh
Priority claimed from CN202410550316.1A external-priority patent/CN118157430B/zh
Priority claimed from CN202420956336.4U external-priority patent/CN221354131U/zh
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2025232255A1 publication Critical patent/WO2025232255A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/017—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their use when the vehicle is stationary, e.g. during loading, engine start-up or switch-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K41/00—Propulsion systems in which a rigid body is moved along a path due to dynamo-electric interaction between the body and a magnetic field travelling along the path
    • H02K41/02—Linear motors; Sectional motors
    • H02K41/03—Synchronous motors; Motors moving step by step; Reluctance motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters

Definitions

  • This application relates to the field of vehicle technology, and more particularly to motors, suspension components, and vehicles.
  • a vehicle includes a body, wheels, and a suspension assembly connecting the body and wheels.
  • the suspension assembly is used to buffer the impact forces transmitted to the body from uneven road surfaces to ensure a smooth ride.
  • a motor is also included. The motor is used to adjust the stiffness and damping of the suspension assembly in real time according to the vehicle's motion and road conditions to keep the suspension assembly in an optimal damping state.
  • the purpose of this invention is to provide an electric motor, suspension components, and a vehicle, aiming to solve the problems of severe wear and noise during operation, which leads to a short lifespan of the electric motor.
  • the present invention adopts the following technical solution:
  • This application provides a motor, including a first component and a second component, which are movable relative to each other.
  • a motor including a first component and a second component, which are movable relative to each other.
  • This occasional knocking noise is mainly due to the good coaxiality and low frictional resistance between the first and/or second components and the bearing.
  • the first and/or second components and the bearing are not in a state of constant contact and friction. Therefore, there is a moment of sudden contact between the first and/or second components and the bearing, which produces the knocking noise.
  • the no-load resistance f satisfies: 17N ⁇
  • the resistance f satisfies: 42N ⁇
  • the resistance f satisfies: 36N ⁇
  • the resistance f satisfies: 21N ⁇
  • the resistance f satisfies: 13N ⁇
  • the resistance f satisfies: 21N ⁇
  • experienced by the second component varies within any range between [6N, 299N].
  • experienced by the second component varies within any range between [13N, 276N].
  • experienced by the second component varies within any range between [21N, 276N].
  • experienced by the second component varies within any range between [36N, 276N].
  • experienced by the second component varies within any range between [36N, 212N].
  • experienced by the second component varies within any range between [42N, 276N].
  • the second component is movable relative to the first component between a first position and a second position.
  • the length of the motor when the second component is in the first position is a first length
  • the length of the motor when the second component is in the second position is a second length, where the first length is less than the second length.
  • the basic resistance experienced by the second component in the first position is a first basic resistance f1, which satisfies: 20.4N ⁇
  • the second component is movable relative to the first component between a first position and a second position.
  • the length of the motor when the second component is in the first position is a first length
  • the length of the motor when the second component is in the second position is a second length, where the first length is less than the second length.
  • the basic resistance experienced by the second component in the first position is a first basic resistance f1, which satisfies: (0.008*F1+6N)N ⁇
  • F1 is the maximum thrust of the motor.
  • the first base resistance f1 satisfies: 24N ⁇
  • the basic resistance experienced by the second component at the midpoint between the first position and the second position is a third basic resistance f3, which satisfies: 1 ⁇
  • At least one bearing is provided between the first component and the second component, the bearing is fixed to one of the first component and the second component, and the other of the first component and the second component is slidably fitted to the bearing.
  • the coefficient of friction ⁇ 1 between the other component and the bearing satisfies: 0.1 ⁇ ⁇ 1 ⁇ 0.15; or 0.1 ⁇ ⁇ 1 ⁇ 0.165; or 0.12 ⁇ ⁇ 1 ⁇ 0.135; or 0.1 ⁇ ⁇ 1 ⁇ 0.145.
  • the bearing includes a base and a first solid lubricant.
  • the base has a first mating surface adapted to mate with another of a first component and a second component. At least a portion of the first solid lubricant is disposed on or exposed above the first mating surface.
  • the other of the first and second components includes a body and a wear-resistant component.
  • the body has a second mating surface adapted to mate with the bearing. At least a portion of the wear-resistant component is disposed on or exposed above the second mating surface.
  • At least one bearing includes a first bearing fixed to a first assembly, and a second assembly includes a mandrel slidably disposed within the first bearing.
  • the difference X between the inner diameter of the first bearing and the outer diameter of the mandrel satisfies: 20 ⁇ m ⁇ X ⁇ 80 ⁇ m.
  • the first direction is the direction of movement of the first component relative to the second component.
  • the first component further includes a guide member fixed relative to the housing.
  • a guide hole is provided within the spindle, and the guide member is received within the guide hole.
  • the guide member moves within the guide hole.
  • the second component also includes a second bearing disposed within the guide hole, and the guide member slidably passes through the second bearing.
  • the difference Y between the inner diameter of the second bearing and the outer diameter of the guide member satisfies: 20 ⁇ m ⁇ Y ⁇ 80 ⁇ m.
  • the second component further includes a winding structure fixed to the mandrel and housed within a housing.
  • the winding structure is used to drive the first component to move relative to the winding structure.
  • the second component also includes at least one iron core fixed to the mandrel, with the winding structure disposed on the at least one iron core.
  • the coaxiality of the outer peripheral surface of at least one core relative to the first axis is less than or equal to 0.1 mm.
  • the first axis is the axis defined by the outer peripheral surface of the portion of the core that is slidably fitted to the first bearing and the inner wall surface of the second bearing.
  • the first component further includes a magnet assembly disposed on and fixed to the housing, and a winding structure cooperating with the magnet assembly to drive the first component to move relative to the winding structure.
  • the coaxiality of the inner circumferential surface of the magnet assembly relative to the second axis is less than or equal to 0.1 mm.
  • the second axis is the axis defined by the inner circumferential surface of the first bearing and the inner circumferential surface of the housing at the end furthest from the mounting hole.
  • the magnet assembly comprises a plurality of magnets, which are sequentially stacked in a first direction and fixed to the housing in a second direction by a first adhesive layer.
  • the magnets have a first surface and a second surface disposed opposite to each other in the second direction, and the first surface is fixedly connected to the first adhesive layer.
  • the flatness of the second surface is less than that of the first surface, and the first and second directions are perpendicular.
  • the flatness of the second surface is less than or equal to 0.08 mm.
  • the flatness of the first surface is greater than 0.1 mm.
  • the magnet assembly includes a first pair of magnetic poles and a second pair of magnetic poles stacked along a first direction.
  • the first pair of magnetic poles has a dimension in the first direction that is greater than or equal to Q-x2 and less than or equal to Q-x1
  • the second pair of magnetic poles has a dimension in the first direction that is greater than or equal to Q+x1 and less than or equal to Q+x2.
  • Q is greater than 0, and 0 ⁇ x1 ⁇ x2 ⁇ 0.04 mm.
  • x1 and x2 satisfy: 0 ⁇ x1 ⁇ x2 ⁇ 0.02 mm.
  • the first pair of magnetic poles includes M poles and the second pair of magnetic poles includes N poles, where
  • the first component is movable relative to the second component between a first position and a second position.
  • the length of the motor when the first component is in the first position is a first length
  • the length of the motor when the first component is in the second position is a second length, where the first length is less than the second length.
  • the resistance f1 experienced by the second component in the first position and the resistance f3 experienced by the second component in the second position satisfy: 10N ⁇
  • the housing is a cylindrical structure
  • the guide includes a guide rod portion at least partially accommodated in a guide hole.
  • the inner diameter of the housing is a first diameter d1
  • the outer diameter of the guide rod portion is a second diameter d2.
  • the first diameter d1 and the second diameter d2 satisfy: 0.175 ⁇ d1 ⁇ d2 ⁇ 0.4 ⁇ d1.
  • the guide member further includes a chassis portion disposed on the peripheral wall of the guide rod portion, and the chassis portion is fixed to the housing.
  • the height of the chassis portion in the first direction is a first height h1
  • the height of the guide rod portion in the first direction is a second height h2.
  • the first height h1 and the second height h2 satisfy: 0.028 ⁇ h2 ⁇ h1 ⁇ 0.11 ⁇ h2.
  • a seal is provided between the inner wall surface of the mounting hole and the outer peripheral surface of the mandrel.
  • the seal is fixed to the housing, and the mandrel is slidably fitted to the seal.
  • the seal includes an annular skeleton and a seal body disposed on the annular skeleton.
  • the annular skeleton is fixed to the housing, and the mandrel is slidably fitted onto the seal body.
  • the seal body includes a first sealing portion and a second sealing portion. The radial dimension of the first sealing portion is smaller than the radial dimension of the second sealing portion.
  • the sealing body further includes a first elastic member and a second elastic member.
  • the first elastic member is disposed between the first sealing portion and the inner wall surface of the mounting hole
  • the second elastic member is disposed between the second sealing portion and the inner wall surface of the mounting hole.
  • the radial dimension of the first elastic member is larger than the radial dimension of the second elastic member.
  • the seal includes an annular skeleton and a seal body disposed on the annular skeleton.
  • the annular skeleton is fixed to the housing, and the mandrel is slidably fitted onto the seal body.
  • the seal body includes a first sealing portion. Over a millimeter unit length in the circumferential direction of the mandrel, the first sealing portion applies a first radial force to the mandrel, which is greater than or equal to 0.25 N/mm and less than or equal to 0.35 N/mm.
  • the seal includes an annular skeleton and a seal body disposed on the annular skeleton.
  • the annular skeleton is fixed to the housing, and the mandrel is slidably fitted onto the seal body.
  • the seal body includes a first sealing portion and a second sealing portion. Over a millimeter unit length in the circumferential direction of the mandrel, the first sealing portion exerts a first radial force on the mandrel, and the second sealing portion exerts a second radial force on the mandrel, the second radial force being less than the first radial force.
  • the second radial force is greater than or equal to 0.1 N/mm and less than or equal to 0.2 N/mm.
  • the first component can rotate relative to the second component between a first circumferential position and a second circumferential position along a second direction.
  • the second direction is perpendicular to the first direction, and the central angle ⁇ corresponding to the first and second circumferential positions is greater than or equal to 0° and less than or equal to 28°.
  • the central angle ⁇ is greater than or equal to 4° and less than or equal to 24°, or the central angle ⁇ is greater than or equal to 4° and less than or equal to 26.5°.
  • a third aspect of this application provides a suspension assembly including the aforementioned motor, tower mount assembly, and spring.
  • the tower mount assembly is disposed on one of the first and second assemblies of the motor and is adapted to connect to the vehicle body.
  • the spring is disposed between the tower mount assembly and the other of the first and second assemblies, and the other of the first and second assemblies is adapted to connect to a wheel.
  • a third aspect of this application provides a vehicle that includes the aforementioned motor, or includes the aforementioned suspension assembly.
  • FIG. 1 is a structural schematic diagram of the vehicle provided in an embodiment of this application.
  • Figure 2 is a schematic diagram showing the connection relationship between the steering knuckle, steering assembly, and suspension assembly in the vehicle shown in Figure 1;
  • FIG 3 is a structural schematic diagram of the suspension assembly in the vehicle shown in Figure 1;
  • Figure 4 is a cross-sectional view of the suspension assembly shown in Figure 3;
  • FIG. 5 is a schematic diagram of the motor structure in the suspension assembly shown in Figure 3;
  • Figure 6 is a cross-sectional view of the motor shown in Figure 3 after the fork arm has been removed.
  • Figure 7 is an enlarged schematic diagram of the structure at point D in Figure 6;
  • Figure 8 is a schematic diagram of the assembly structure of the test bench and the motor
  • Figure 9 is a curve of the electric cylinder output force during the no-load resistance test of the motor.
  • Figure 10 is a curve obtained by flipping curve a2 in Figure 9;
  • Figure 11 is the curve in Figure 10 after removing the part that affects the no-load resistance of the motor
  • Figure 12 shows the no-load resistance curve of the motor
  • Figure 13 shows the measured changes in vibration acceleration of the third and fourth motors over time.
  • Figure 14 shows the no-load resistance curve of the first motor
  • Figure 15 shows the no-load resistance curve of the second motor
  • Figure 16 shows the no-load resistance curve of the third motor
  • Figure 17 shows the no-load resistance curve of the fourth motor
  • Figure 18 shows the measured vibration acceleration of the fifth motor as a function of time.
  • Figure 19 shows the measured vibration acceleration of the sixth and seventh motors as a function of time.
  • Figure 20 shows the no-load resistance curve of the fifth motor
  • Figure 21 shows the no-load resistance curve of the sixth motor
  • Figure 22 shows the no-load resistance curve of the seventh motor
  • Figure 23 shows the relationship between bearing wear and foundation resistance.
  • Figure 24 is an enlarged schematic diagram of the structure at point A in Figure 5;
  • Figure 25 is an enlarged schematic diagram of the structure at point B in Figure 5;
  • Figure 26 is an enlarged schematic diagram of the structure at point C in Figure 5;
  • Figure 27 is a graph showing the relationship between the friction coefficient of the bearing and the first basic resistance f1 experienced by the first component at the first position.
  • Figure 28 shows a schematic diagram of the structure of a bearing provided in an embodiment of this application.
  • Figure 29 is a schematic cross-sectional view of bearing 300 in Figure 28;
  • Figure 30 is an enlarged structural diagram of Figure 29 at position E;
  • Figure 31 is a schematic diagram of the arc surface structure of the bearing shown in Figure 28;
  • Figure 32 is a schematic diagram of another arc-shaped structure of the bearing shown in Figure 28;
  • Figure 33 shows the effect of force changes before and after bearing repair
  • Figure 34 is a schematic diagram of the positions of the bearing and spindle provided in this application in the first state
  • Figure 35 is a schematic diagram of the positions of the bearing and spindle provided in this application in the second state
  • Figure 36 is a schematic diagram of the bearing and spindle provided in this application in another position in the second state;
  • Figure 37 is a schematic diagram of the overall structure of the bearing provided in some embodiments of this application.
  • Figure 38 is a schematic cross-sectional view of Figure 37 at position B-B;
  • Figure 39 is an enlarged structural diagram of Figure 38 at position F;
  • Figure 40 shows the stress simulation analysis cloud diagram of a traditional bearing
  • Figure 41 is a stress simulation analysis cloud diagram of the bearing provided in some embodiments of this application.
  • Figure 42 is a schematic diagram of the bearing and guide rod in the first state according to some embodiments of this application.
  • Figure 43 is a schematic diagram of the bearing and guide rod in the second state of some embodiments of this application.
  • Figure 44 is a schematic diagram of the bearing and guide rod in a third state according to some embodiments of this application.
  • Figure 45 shows the curve of no-load resistance as a function of temperature when the double-sided gap is 9 ⁇ m
  • Figure 46 is one of the curves showing the change of magnetic bias pull force with motor running time provided in the embodiments of this application.
  • Figure 47 is a second graph showing the change of magnetic bias pull force with motor running time in an embodiment of this application.
  • Figure 48 is the third graph showing the change of magnetic bias pull force with motor running time in the embodiments of this application.
  • Figure 49 is the fourth of the curves showing the change of magnetic bias pull force with motor running time provided in the embodiments of this application.
  • Figure 50 is a structural schematic diagram of the sealing element provided in the embodiment of the application.
  • Figure 51 is a schematic diagram of another structure of the suspension assembly in the vehicle shown in Figure 1;
  • Figure 52 is a structural schematic diagram of the suspension assembly shown in Figure 5 when viewed from above;
  • Figure 59 shows a schematic diagram of the iron core provided in an embodiment of this application.
  • Figure 60 shows a schematic diagram of the structure of a guide component in the related art
  • Figure 61 shows a cross-sectional view of the guide in Figure 60 along the axial direction
  • Figure 62 is a structural schematic diagram of a guide component provided in an embodiment of this application.
  • Figure 63 is a cross-sectional view of the guide component of Figure 31 provided in an embodiment of this application;
  • Figure 64 is an enlarged view of the first bearing in Figure 4.
  • Figure 65 is a top view of the first bearing in Figure 4 provided in an embodiment of this application.
  • Figure 66 is an enlarged view of the second bearing in Figure 4.
  • Figure 67 is a top view of the second bearing in Figure 4 provided in an embodiment of this application.
  • Figure 68 is a schematic diagram of a motor provided according to some embodiments.
  • Figure 69 is a schematic diagram showing the positional relationship between the first component and the second component in the motor provided in the embodiment of this application;
  • Figure 70 is a schematic diagram of one magnetization method for the magnet assembly in the motor shown in Figure 5;
  • Figure 71 shows the curves of the resistance as a function of the relative displacement of the first and second components when the tolerances of the magnet assembly of the motor in the first direction are +1.36mm, -1.36mm, +0.119mm, and -0.119mm, respectively, under no-load conditions.
  • Figure 72 is a graph showing the change in resistance with the relative displacement of the first and second components when the tolerance of the magnet assembly of the motor is +1.36 mm in the first direction under no-load conditions.
  • Figure 73 shows the curve of the resistance changing with the relative displacement of the first and second components when the tolerance of the magnet assembly of the motor is -1.36 mm in the first direction under no-load conditions.
  • Figure 74 is a graph showing the change in resistance with the relative displacement of the first and second components when the tolerance of the magnet assembly of the motor is +0.119 mm in the first direction under no-load conditions.
  • Figure 75 shows the curve of the resistance changing with the relative displacement of the first and second components when the tolerance of the magnet assembly of the motor is -0.119 mm in the first direction under no-load conditions.
  • Figure 76 shows the curves of the resistance as a function of the relative displacement of the first and second components when the motor current is 40A, and the tolerances of the magnet assembly in the first direction are +1.36mm, -1.36mm, +0.119mm, and -0.119mm, respectively.
  • Figure 77 is a graph showing the change in resistance with the relative displacement of the first and second components when the motor current is 40A and the tolerance of the motor magnet assembly in the first direction is +1.36mm.
  • Figure 78 shows the curve of the resistance as a function of the relative displacement of the first and second components when the motor current is 40A and the tolerance of the motor magnet assembly in the first direction is -1.36mm.
  • Figure 79 shows the curve of the resistance as a function of the relative displacement of the first and second components when the motor current is 40A and the tolerance of the motor magnet assembly in the first direction is +0.119mm.
  • Figure 80 is a graph showing the change in resistance with the relative displacement of the first and second components when the motor current is 40A and the tolerance of the motor magnet assembly in the first direction is -0.119mm.
  • Figure 81 is a schematic diagram of the magnet assembly in the motor shown in Figure 5;
  • Figure 82 is a schematic diagram of another magnetization method for the magnet assembly in the motor shown in Figure 5;
  • Figure 83 is a schematic diagram of another magnetization method for the magnet assembly in the motor shown in Figure 5;
  • Figure 84 is a schematic diagram of the iron core structure in the motor shown in Figure 5;
  • Figure 85 is a cross-sectional view of the iron core shown in Figure 84;
  • Figure 86 is an enlarged schematic diagram of the structure at point G in Figure 85;
  • Figure 87 is a schematic diagram comparing the change of motor wave force over time when the thickness of the middle tooth increases with the change of motor wave force over time when the thickness of the middle tooth does not increase.
  • Figure 88 is a schematic diagram showing the relationship between the width of the toothed shoe and the wave force of motor 1 when the width of the coil slot is 8.6 mm.
  • Figure 89 is a schematic diagram of another structure of the iron core in the motor shown in Figure 5;
  • Figure 90 is a schematic diagram comparing the resistance fluctuation when the core includes multiple sub-cores with the resistance fluctuation when the core is not divided into multiple sub-cores.
  • Figure 91 is a schematic diagram showing the relationship between resistance fluctuation and the spacing between two adjacent sub-cores.
  • Figure 92 is a no-load resistance curve of motor A in an embodiment of this application.
  • Figure 93 is a graph showing the no-load resistance curve of motor B in an embodiment of this application.
  • Figure 94 shows the measured vibration acceleration of the eighth motor as a function of time.
  • Figure 95 shows the no-load resistance curve of the eighth motor.
  • Figure 96 is a graph of the undulating force of motor A
  • Figure 97 is a graph of the undulating force of motor B
  • Figure 98 is a graph of the undulating force of the first motor
  • Figure 99 is a graph of the undulating force of the second motor
  • Figure 100 is a curve of the ripple force of the third motor
  • Figure 101 is a graph of the ripple force of the fourth motor
  • Figure 102 is a graph of the ripple force of the fifth motor
  • Figure 103 is a graph of the ripple force of the sixth motor
  • Figure 104 is a curve of the wave force of the seventh motor
  • Figure 105 is a graph of the ripple force of the eighth motor
  • Figure 106 is a structural diagram of the casing with a channel
  • Figure 107 is an enlarged schematic diagram of the structure at Q1 in Figure 106;
  • Figure 108 is an enlarged schematic diagram of the structure at Q2 in Figure 106;
  • Figure 109 is a schematic diagram of the Q3-Q3 section structure in Figure 106;
  • Figure 110 is a schematic diagram of the structure of the lower cover in Figure 106;
  • Figure 111 is a structural schematic diagram of the suspension assembly when the housing has through holes
  • Figure 112 is an enlarged schematic diagram of the structure at Q4 in Figure 111;
  • Figure 113 shows a partial structural schematic diagram of the suspension assembly in Figure 111;
  • Figure 114 shows the friction coefficient curves when the first solid lubricant of the bearing is made of different materials
  • Figure 115 is a schematic diagram of the bearing structure shown in an embodiment of this application.
  • Figure 116 is a schematic diagram of the structure of the bearing shown in Figure 115 when the first solid lubricant is provided;
  • Figure 117 shows the cogging force fluctuation curve of each coil slot when the cogging force of any one of the three adjacent coil slots lags behind the cogging force of the adjacent coil slot by 120 electrical degrees.
  • Figure 118 shows the fluctuation curves of the resultant force of the cogging forces after the cogging forces of three adjacent coil slots cancel each other out, the fluctuation curves of the resultant force of the cogging forces when the cogging forces of three adjacent coil slots cancel each other out by a certain amount, and the fluctuation curves of the resultant force of the cogging forces when the cogging forces of three adjacent coil slots cancel each other out by a certain amount.
  • Figure 119 is a schematic diagram of the cross section at point A-A in Figure 52;
  • Figure 120 is a cross-sectional schematic diagram of the motor in Figure 52;
  • Figure 121 is a schematic diagram of the structure of the first adhesive layer.
  • Figure 122 is one of the schematic diagrams of the processing method of the first component
  • Figure 123 is an enlarged schematic diagram of the structure at point D in Figure 7;
  • Figure 124 is a second schematic diagram of the processing method of the first component
  • Figure 125 is a three-dimensional structural diagram of the first component
  • Figure 126 is a structural schematic diagram of the magnet assembly shown in Figure 125 when viewed from above;
  • Figure 127 is a schematic cross-sectional view of section B-B in Figure 126;
  • Figure 128 is a schematic diagram of the third processing method for the first component
  • Figure 129 is the fourth schematic diagram of the processing method of the first component
  • Figure 130 is the fifth schematic diagram of the processing method of the first component
  • Figure 131 is a schematic diagram of a portion of the structure of the primary and secondary components in a linear motor according to certain embodiments of this application;
  • Figure 132 is a schematic diagram of the magnetic assembly of the magnetic component of the primary component in Figure 96.
  • Figure 133 is a schematic cross-sectional view of the magnetic group in Figure 97 along line IX-IX;
  • Figure 134 is a flowchart illustrating the design method of a magnetic component based on a Halbach array according to certain embodiments of this application.
  • Figure 135 is a flowchart illustrating the design method of a magnetic component based on a Halbach array according to certain embodiments of this application.
  • Figure 136 is a flowchart illustrating the design method of a magnetic component based on a Halbach array according to certain embodiments of this application.
  • Figure 137 is a flowchart illustrating the design method of a magnetic component based on a Halbach array according to certain embodiments of this application.
  • Figure 138 is a diagram showing the relationship between the radial depth H of the magnetic unit, the total axial thickness L of the magnetic group, and the force F on the first magnetic unit, obtained from the analysis software.
  • Figure 139 is a graph showing the relationship between the radial depth H of the magnetic unit, the ratio of the thickness of the second magnetic unit to the thickness of the first magnetic unit, and the force F on the first magnetic unit, obtained from the analysis software.
  • Figure 140 is a graph showing the relationship between the total axial thickness L of the magnetic assembly, the ratio of the thickness of the second magnetic unit to the thickness of the first magnetic unit, and the force F on the first magnetic unit, obtained from the analysis software.
  • Figure 141 is a schematic diagram of the design device for a magnetic component based on a Halbach array according to certain embodiments of this application;
  • Figure 142 is a schematic diagram of the structure of an electronic device according to some embodiments of this application.
  • Figure 143 is a partial schematic diagram of the iron core according to an embodiment of the present invention.
  • Figure 144 is a partial schematic diagram of the iron core according to an embodiment of the present invention.
  • Figure 145 is another structural diagram of a motor provided according to some embodiments.
  • Figure 146 is another structural diagram of a motor provided according to some embodiments.
  • Figure 147 is another structural diagram of a motor provided according to some embodiments.
  • Figure 148 is an ideal waveform diagram of the total height of the magnet assembly 112 provided according to some embodiments.
  • Figure 149 is a waveform diagram showing that the total height of the magnet assembly 112 provided according to some embodiments is 0.1 mm longer than the ideal height;
  • Figure 150 is a waveform diagram showing that the total height of the magnet assembly 112 provided according to some embodiments is 0.1 mm shorter than the ideal height;
  • Figure 151 is a waveform diagram showing that the total height of the magnet assembly 112 provided according to some embodiments is 0.2 mm longer than the ideal height;
  • Figure 152 is a waveform diagram showing that the total height of the magnet assembly 112 provided according to some embodiments is 0.2 mm shorter than the ideal height;
  • Figure 153 is a graph showing the variation of thrust fluctuation of the motor provided according to some embodiments as a function of the total height tolerance of the magnet assembly 112;
  • Figure 154 is a graph showing the variation of thrust fluctuation of the motor provided according to some embodiments as a function of the ratio of rubber groove to magnet;
  • Figure 155 is a graph showing the variation of the maximum thrust of the motor provided according to some embodiments with the ratio of the rubber groove to the magnet;
  • Figure 156 is another structural diagram of the motor provided according to some embodiments.
  • Figure 157 is a schematic diagram of a partial structure of the first component and the second component cooperating in some embodiments of this application;
  • Figure 158 is a magnified view of a portion of region I in Figure 157;
  • Figure 159 is a line graph showing the thrust fluctuations corresponding to different stator clearances of motors in some embodiments of this application.
  • Figure 160 is a phase diagram of two adjacent stator cores when the sum of the lengths of multiple cores and the pole pitch do not meet certain conditions in some embodiments of this application.
  • Figure 161 is a phase diagram of two adjacent stator cores when the sum of the lengths of multiple cores and the pole pitch meet certain conditions in some embodiments of this application.
  • Figure 162 is a line graph showing the thrust of a motor with one iron core and multiple iron cores according to some embodiments of this application;
  • Figure 163 is a partial structural schematic diagram of the iron core according to an embodiment of this application.
  • Figure 164 is a schematic diagram of a portion of the core structure according to an embodiment of this application from another angle;
  • Figure 165 is a partial structural cross-sectional view of the iron core according to an embodiment of this application.
  • Figure 166 is a partial structural cross-sectional view of the core and the second component according to an embodiment of this application;
  • Figure 167 is a graph showing the toothed shoe width and thrust fluctuation value according to an embodiment of this application.
  • Figure 168 is a schematic diagram of the tooth and boss structure according to an embodiment of this application.
  • Figure 169 is a schematic diagram of the tooth and boss structure according to an embodiment of this application.
  • Figure 170 is a cross-sectional view of the primary component and the conductive component according to an embodiment of this application;
  • Figure 171 is a schematic diagram of a portion of the structure of the mandrel according to an embodiment of this application.
  • Figure 172 is a schematic diagram of the fit between the main body and the bearing provided in the embodiment of this application.
  • Second component 121. Mandrel; 121A. Guide hole; 122. Winding structure; 123. Iron core; 1231. Yoke; 1231A. First yoke; 1231B. Boss structure; 1231C. First slot; 1231D. Second seal; 1231E. Third slot; 1231F.
  • Slot structure 1232, Tooth section; 1232A, End tooth; 1232B, Middle tooth; 1232C, First bevel; 1232D, First middle tooth; 1232E, Second middle tooth; 1232F, Third middle tooth; 1232G, First end tooth; 1232H, Second end tooth; 1232M, Tooth body; 1232N, Tooth shoe; 1232P, First tooth; 12A1, Outer end face; 12A2, Inner end face; 12A3, Inclined surface; 12A4, Plane; 12A5, Notch; 1233. Sub-core; 1234. Coil slot; 1235. Core block; 1236. Core segment; 1237. Connecting teeth; 1238, connecting tooth groove; 1239, split blocks; 124. Second bearing; 12A.
  • first and second are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as “first” or “second” may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.
  • connection should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a communication between the internal components of two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.
  • the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus.
  • an element defined by the phrase “comprising one" does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.
  • the terms "exemplary” or “for example” are used to indicate that something is an example, illustration, or description. Any embodiment or design described as “exemplary” or “for example” in embodiments of the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the terms “exemplary” or “for example” is intended to present the relevant concepts in a specific manner.
  • Vehicle 100 can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a range-extended electric vehicle, a gasoline-powered vehicle, etc.
  • Vehicle 100 can also be a sedan, truck, bus, lorry, trailer, etc. This application does not specifically limit the type of vehicle.
  • Figure 1 is a structural schematic diagram of a vehicle 100 provided in an embodiment of this application
  • Figure 2 is a schematic diagram of the connection relationship between the steering knuckle 50, the steering assembly 40, and the suspension assembly 30 in the vehicle 100 shown in Figure 1.
  • the vehicle 100 may include a wheel 20, a body 10, a steering knuckle, and a steering assembly 40.
  • the steering knuckle is disposed on the wheel 20.
  • At least a portion of the steering assembly 40 is disposed on the body 10, and the steering assembly 40 is connected to the steering knuckle.
  • the position of the steering assembly 40 connected to the steering knuckle is eccentrically arranged relative to the rotation axis of the wheel 20, so that the steering assembly 40 can drive the wheel 20 to steer by means of the steering knuckle.
  • the steering assembly 40 may include a steering wheel and a steering shaft.
  • the steering wheel is located in the passenger compartment of the vehicle body 10 and is connected to the steering knuckle via the steering shaft.
  • the user can turn the steering wheel to rotate the wheels via the steering shaft and steering knuckle, thereby steering the vehicle 100.
  • the vehicle 100 may further include a suspension assembly 30.
  • the suspension assembly 30 is connected between the vehicle body 10 and the wheels 20 to buffer the impact force transmitted to the vehicle body 10 from uneven road surfaces, so as to ensure the smoothness of the vehicle 100 and improve the driving comfort of the vehicle 100.
  • the suspension assembly 30 may be connected between the body 10 and the steering knuckle on the wheel 20. Based on this, as the steering assembly 40 drives the wheel to turn through the steering knuckle, the end of the suspension assembly 30 connected to the steering knuckle will also rotate relative to the end of the suspension assembly 30 connected to the body 10, so as to ensure the smooth operation of the vehicle 100.
  • the structure of the suspension assembly 30 will be further described below.
  • Figure 3 is a structural schematic diagram of the suspension assembly 30 in the vehicle 100 shown in Figure 1
  • Figure 4 is a cross-sectional structural schematic diagram of the suspension assembly 30 shown in Figure 3.
  • the suspension assembly 30 may include a motor 1, a tower mount assembly 2, and a spring 3.
  • the motor 1 can be a linear motor.
  • the tower top assembly 2 is connected to the motor 1 and to the vehicle body 10.
  • the spring 3 is sleeved on the outside of the motor 1. During vehicle operation, affected by road bumps, the motor 1 can adjust the distance between the vehicle body 10 and the wheels 20 to ensure the stability of the vehicle body 10; the spring 3 is used to buffer the force transmission between the wheels 20 and the vehicle body 10.
  • spring 3 can be a helical spring, an air spring, etc.
  • the helical spring can be a cylindrical helical spring, which is sleeved around the motor 1.
  • spring 3 can also be a tower spring, a disc spring, etc.
  • This application uses a cylindrical helical spring as an example for illustration, which should not be considered as a special limitation of this application.
  • FIG 5 is a structural schematic diagram of the motor 1 in the suspension assembly 30 shown in Figure 3.
  • the motor 1 may include a first component 11 and a second component 12.
  • the first component 11 can move relative to the second component 12 to extend or retract the motor 1.
  • the direction in which the first component 11 moves relative to the second component 12 is defined as a first direction.
  • the first direction may be consistent with the height direction of the vehicle 100 or may be tilted relative to the height direction of the vehicle. This application does not specifically limit this direction.
  • the first component 11 may be connected to the vehicle body and the second component 12 may be connected to the wheels, or vice versa.
  • One of the first component 11 and the second component 12 is adapted to connect to the wheel 20.
  • one of the first component 11 and the second component 12 is adapted to connect to the wheel 20 via a component such as a steering knuckle or a connecting arm, and the other of the first component 11 and the second component 12 is adapted to connect to the vehicle body 10.
  • the other of the first component 11 and the second component 12 is adapted to connect to the vehicle body 10 via a strut top component 2.
  • the first component 11 is adapted to connect the wheel 20 and the second component 12 is adapted to connect the vehicle body 10. This is a further description based on these embodiments, and should not be considered as a specific limitation on the present application.
  • the first component 11 is adapted to connect the wheel 20 by means of a component such as a steering knuckle or a connecting arm
  • the second component 12 is adapted to connect the vehicle body 10 by means of a strut top component 2.
  • the tower top assembly 2 may include a mounting base 21 and a first support 22.
  • the mounting base 21 is fixed to the second assembly 12 and is adapted to connect to the vehicle body 10.
  • Figure 6 is a cross-sectional view of the motor shown in Figure 3 after the fork arm is removed
  • Figure 7 is an enlarged view of the structure at point D in Figure 6.
  • the fixing base 21 includes a first fixing member 20A, a second fixing member 20B, and a buffer member 20C.
  • the first fixing member 20A is fixedly connected to the vehicle body 10, specifically, it can be a rigid connection
  • the second fixing member 20B is fixedly connected to the motor 1, specifically, it can be a rigid connection
  • the buffer member 20C is disposed between the first fixing member 20A and the second fixing member 20B.
  • the first fixing member 20A can be a shell-like structure.
  • the first fixing member 20A has a mounting groove 20D.
  • the second fixing member 20B is disposed within the mounting groove 20D and is arranged around the motor 1.
  • the buffer member 20C is disposed within the mounting groove 20D and is arranged around the second fixing member 20B.
  • the first fastener 20A may also be a plate-like structure, a block-like structure, etc., which are not specifically limited in this application.
  • the second fastener 20B is connected to the second component 12 of the motor 1.
  • the second fastener 20B and the motor 1 can be connected by means of screwing, snap-fitting, interference fit, etc.
  • the second fastener 20B is a ring-shaped structure, but it can also be other irregular structures.
  • the first fastener 20A also has a clearance hole 20E communicating with the mounting groove 20D.
  • the second component 12 of the motor 1 passes through the clearance hole 20E.
  • the buffer 20C is fixed to the inner wall surface of the first fastener 20A.
  • the buffer 20C engages with the second fastener 20B.
  • the buffer 20C can be a ring-shaped structure.
  • the material of the buffer 20C can be rubber, latex, silicone, etc.
  • the first support 22 is disposed on the fixed base 21, specifically, the first support 22 is disposed on the lower side of the first fixing member 20A.
  • the first component 11 also includes a second support 13.
  • the second support 13 is connected to the housing 111 of the first component 11.
  • Spring 3 is connected between the tower top assembly 2 and the first assembly 11.
  • spring 3 is connected between the first support 22 and the second support 13.
  • the suspension assembly 30 further includes an electrical connection structure 30A, which is used to connect the motor and the motor controller.
  • the electrical connection structure 30A When the electrical connection structure 30A is energized, the motor is activated, causing the first assembly 11 to move relative to the second assembly 12 in a first direction.
  • the second component 12 supports the vehicle body 10 to maintain a suitable height.
  • the distance between the first support 22 and the second support 13 will change accordingly, so that the spring 3 will extend and retract with the relative movement of the first component 11 and the second component 12, so as to keep the vehicle body 10 stable and have a good vibration reduction effect.
  • the first component 11 includes a first upper limit member 11A and a first lower limit member 11B
  • the second component 12 includes a second upper limit member 12A and a second lower limit member 12B.
  • the first upper limit member 11A is located on the side of the second upper limit member 12A facing the top component
  • the first lower limit member 11B is located on the side of the second lower limit member 12B facing away from the top component.
  • the first upper limit member 11A and the second upper limit member 12A cooperate to limit the tensile limit of the first component 11 and the second component 12, and the first lower limit member 11B and the second lower limit member 12B cooperate to limit the compression limit of the first component 11 and the second component 12.
  • At least one of the first upper limit member 11A and the first lower limit member 11B can be a rigid member or a flexible member.
  • it is a flexible member, it can be made of rubber.
  • the first upper limit member 11A and the first lower limit member 11B can both be rigid members, or both can be flexible members, or one can be a rigid member and the other a flexible member.
  • At least one of the second upper limit member 12A and the second lower limit member 12B can be a rigid member or a flexible member.
  • it can be made of rubber.
  • the second upper limit member 12A and the second lower limit member 12B can both be flexible members, or both can be rigid members, or one can be a rigid member and the other a flexible member.
  • the motor 1 further includes a bearing disposed between the first component 11 and the second component 12.
  • the bearing is fixed to one of the first component 11 and the second component 12, and the other of the first component 11 and the second component 12 is slidably fitted to the bearing.
  • the motor 1 experiences severe wear during operation, such as wear between the first component 11 and the bearing, resulting in a short lifespan of the motor, poor NVH performance, and a poor driving experience for the vehicle.
  • No-load resistance refers to the force that resists relative motion generated between the first component 11 and the second component 12 during relative movement when the motor is unloaded (i.e., without current flowing through it).
  • the method for detecting no-load resistance is as follows:
  • Figure 8 shows a schematic diagram of the assembly structure of the test bench and the motor.
  • the no-load resistance of the motor 1 can be tested using the test bench 350.
  • the stand 350 includes a base 351, multiple support rods 352, a top plate 353, and an electric cylinder 354.
  • Multiple support rods 352 are connected between the base 351 and the top plate 353 to support the top plate 353.
  • An electric cylinder 354 is connected to the top plate 353.
  • one of the first component 11 and the second component 12 can be fixedly connected to the base 351, and the other of the first component 11 and the second component 12 can be connected to the electric cylinder 354.
  • the electric cylinder 354 is used to drag the first component 11 and the second component 12 to move at a relatively uniform speed, for example, the relative speed of the first component 11 and the second component 12 is 1 mm/s.
  • the direction of relative movement of the first component 11 and the second component 12 is consistent with the vertical direction. Specifically, only the other of the first component 11 and the second component 12 is subjected to a vertical force, and no additional lateral force (i.e., radial force) is applied.
  • the test bench 350 also includes a tension sensor, which is used to detect the magnitude of the force output by the electric cylinder 354.
  • the test bench 350 may also include a position sensor.
  • the position sensor is used to detect the position of the second component 12 and combines it with the data detected by the tension sensor to obtain the resistance curve of the no-load resistance of the motor 1.
  • the displacement of the second component 12 can also be detected using a displacement sensor of the motor 1.
  • Motor 1 includes a first component 11 and a second component 12.
  • the first component 11 can move relative to the second component 12.
  • the first component 11 includes a first upper limit member 11A and a first lower limit member 11B.
  • the first lower limit member 11B is a rigid member.
  • the second component 12 includes a second upper limit member 12A and a second lower limit member 12B.
  • the second upper limit member 12A is a flexible member.
  • the first component 11 is fixed to the base 351, and the second component 12 is fixedly connected to the electric cylinder 354.
  • the electric cylinder 354 drags the second component 12 downwards vertically from point 0 at a speed of 1 mm/s.
  • Point 0 is a position close to the tensile limit.
  • the first upper limit member 11A and the second upper limit member 12A are not in contact, and the minimum distance between them can be 1-3 mm, which is not limited.
  • This test uses a 2 mm distance as an example.
  • the second component moves downwards by 82 mm, where 0 and 82 mm correspond to 0 and 820 on the horizontal axis of Figure 9, respectively. 820 is a position close to the compression limit.
  • curve a2 in Figure 9 is flipped to the left to obtain curve a3 in Figure 10.
  • the no-load resistance referred to in this application refers to the no-load resistance during the period when the first upper limit member 11A and the second upper limit member 12A are not in contact, the first lower limit member 11B and the second lower limit member 12B are not in contact, and one of the first components 11 and the second component 12 is moving at a constant speed.
  • the two endpoints of this period are respectively denoted as the second position and the first position.
  • the first upper limit stop 11A and the second upper limit stop 12A do not contact each other between the displacement of 0-674*10 -1 mm, and the first lower limit stop 11B and the second lower limit stop 12B do not contact each other. Then, the non-uniform motion segments at both ends are removed, and 49*10 -1 mm is removed from each end. That is, the data between 50-625*10 -1 mm in Figure 10 is taken. After processing, it is shown in Figure 11.
  • the displacement points 50* 10 -1 mm and 625*10 -1 mm are recorded as the second position and the first position, respectively.
  • the second position is the position close to the tensile limit
  • the first position is the position close to the compressive limit.
  • Figure 11 still shows the output force of the electric cylinder, which needs to be processed to obtain the no-load resistance.
  • the electric cylinder output force is denoted as F
  • the no-load resistance as f
  • the direction of gravity is fixed, while the direction of the output force of the electric cylinder may be the same as or opposite to the direction of gravity. Therefore, the direction of gravity can be defined as negative.
  • the direction of gravity can be defined as negative.
  • the no-load resistance of motor 1 needs to be controlled within a suitable range.
  • the inventors of this application measured the no-load resistance of the first, second, third, and fourth motors using the aforementioned test method.
  • the no-load resistance value of the first motor varied within the range of [39N, 347N], as shown in Figure 14.
  • the no-load resistance value of the second motor varied within the range of [58N, 299N], as shown in Figure 15.
  • the no-load resistance value of the third motor varied within the range of [1N, 162N], as shown in Figure 16.
  • the no-load resistance value of the fourth motor varied within the range of [6N, 192N], as shown in Figure 17.
  • the vibration acceleration test method involves installing a motor on a vehicle, controlling the vehicle to travel on a straight asphalt road surface at a speed between 25-45 km/h, and setting a vibration acceleration sensor on a spindle to detect the vibration acceleration of the spindle.
  • This occasional knocking noise is mainly due to the good coaxiality and low frictional resistance between the first component 11 and/or the second component 12 and the bearing.
  • the first component 11 and/or the second component 12 and the bearing will not be in a state of constant contact and friction. Therefore, there is a moment of sudden contact between the first component 11 and/or the second component 12 and the bearing, which produces the knocking noise.
  • f is the resistance force on the second component 12, which is also the unloaded resistance mentioned above, and f satisfies: 6N ⁇
  • indicates taking the absolute value
  • G is the weight of the second component 12, and the value of G is negative.
  • the no-load resistance value of the motor 1 is constantly changing. That is, the no-load resistance value
  • the no-load resistance of motor 1 during both the stretching and compression processes must meet the aforementioned range, meaning the no-load resistance value of motor 1 during both processes varies within any range between [6N, 299N].
  • This application uses the no-load resistance f of motor 1 during the stretching process as an example for illustrative purposes.
  • the inventors also tested the fifth, sixth, seventh and eighth motors.
  • the no-load resistance of the four motors from the fifth to the eighth motors is shown in Figures 20 to 22.
  • the vibration acceleration of the fifth motor is shown in Figure 18.
  • the vibration acceleration of the sixth and seventh motors is shown in Figure 19.
  • the vibration acceleration of the eighth motor is shown in Figure 94.
  • Figure 18 shows the measured vibration acceleration of the fifth motor over time
  • Figure 19 shows the measured vibration acceleration of the sixth and seventh motors over time
  • Figure 94 shows the measured vibration acceleration of the eighth motor over time.
  • Figures 20 and 22 show the no-load resistance curves of the fifth to seventh motors, respectively; and
  • Figure 95 shows the no-load resistance curve of the eighth motor.
  • the no-load resistance value of the fifth motor varies within the range of [13N, 189N]. That is, the minimum no-load resistance of the fifth motor is 13N (greater than 6N).
  • the maximum amplitude of the sudden change in vibration acceleration of the fifth motor is better than that of the third and fourth motors, whose minimum no-load resistance is less than 6N.
  • knocking noises still occur, their frequency is lower, and the maximum amplitude of the vibration reduction acceleration is reduced, meaning the decibel level of the noise is lower; therefore, the knocking noise situation of the fifth motor has improved.
  • the no-load resistance value of the sixth motor varies within any range between [42N, 276N]. That is, the minimum no-load resistance of the sixth motor is 42N (greater than 6N).
  • the maximum amplitude of the vibration acceleration mutation in the sixth motor is significantly better than that of the third and fourth motors, whose minimum no-load resistance is less than 6N; the vibration acceleration amplitude is smaller, and the vibration acceleration mutations are fewer. In other words, the abnormal noise is very small or inaudible. That is, the sixth motor almost never produces knocking noise.
  • the no-load resistance value of the seventh motor varies within any range between [36N, 212N]. That is, the minimum no-load resistance of the seventh motor is 36N (greater than 6N).
  • the maximum amplitude of the vibration acceleration change in the seventh motor is significantly better than that of the third and fourth motors, whose minimum no-load resistance is less than 6N; the vibration acceleration amplitude is smaller, meaning that the abnormal noise is very small or inaudible. In other words, the seventh motor almost never produces knocking noise.
  • the no-load resistance value of the eighth motor varies within any range between [21N, 193N]. That is, the minimum no-load resistance of the eighth motor is 21N (greater than 6N).
  • the maximum amplitude of the vibration acceleration mutation of the eighth motor is significantly better than that of the third and fourth motors, whose minimum no-load resistance is less than 6N.
  • the vibration acceleration amplitude is smaller, meaning that abnormal noise is very little or inaudible, and the frequency of abnormal noise is also very low. In other words, the eighth motor almost never produces knocking noise.
  • the preferred no-load resistance value needs to satisfy any interval within the range of [21N, 276N].
  • control of the no-load resistance value in this application is slightly expanded compared to the measured value. This is mainly due to factors such as the accuracy of the testing equipment and the testing environment, which may cause some deviation in the measurement of the no-load resistance value.
  • the main factors affecting the no-load resistance are the foundation resistance fj and the wave force fb.
  • the first basic resistance value when the first basic resistance value is greater than 150N, the bearing wear increases rapidly. In other words, when the first basic resistance value is greater than 150N, bearing wear accelerates, leading to a reduction in bearing lifespan. Therefore, the first basic resistance needs to satisfy:
  • the method for obtaining the basic resistance is as follows:
  • the maximum ripple force is generally closely related to the maximum thrust of the motor.
  • the maximum ripple force is typically between 0.8% and 1.5% of the maximum thrust of the motor.
  • the maximum thrust of the motor is between 1800N and 8000N, which means the maximum ripple force is between 14.4N and 120N.
  • the direction of the ripple force may be the same as or opposite to the direction of the foundation resistance, in order to ensure that the no-load resistance value is greater than or equal to 6N, the first foundation resistance value should be controlled above 20N. The lower limit of the first foundation resistance value should be adjusted accordingly based on the different motor thrusts.
  • the first basic resistance value should not be less than 20.4N. Therefore, the preferred first basic resistance value can be between 20.4N and 150N.
  • the preferred first basic resistance value can be between 24N and 140N; or, the first basic resistance value can be between 24N and 130N; or, the first basic resistance value can be between 24N and 120N.
  • the preferred first base resistance value can be between 25.8N and 140N; or, the first base resistance value can be between 25.8N and 130N; or, the first base resistance value can be between 25.8N and 120N.
  • the first basic resistance value When applied to motors with slightly larger thrust, such as those with a maximum thrust between 2500-4000N and a maximum ripple force between 20-60N, the first basic resistance value should not be less than 26N. Therefore, the preferred first basic resistance value
  • the preferred maximum wave force value is 1.1% of the maximum thrust value, and the preferred first base resistance value can be between 33.5N and 140N; or, the first base resistance value can be between 33.5N and 130N; or, the first base resistance value can be between 33.5N and 120N.
  • the first basic resistance value When applied to motors with high thrust, such as when the maximum thrust is between 4000N and 8000N and the maximum ripple force is between 32 and 120N, the first basic resistance value should not be less than 38N. Therefore, the preferred first basic resistance value is between 38N and 150N.
  • the preferred maximum fluctuation force value is 1% of the maximum thrust value
  • the preferred first basic resistance value can be between 46N and 140N; or, the first basic resistance value can be between 46N and 130N; or, the first basic resistance value can be between 46N and 120N.
  • the preferred maximum wave force value is 1.1% of the maximum thrust value, and the preferred first base resistance value can be between 50N and 140N; or, the first base resistance value can be between 50N and 130N; or, the first base resistance value can be between 50N and 120N.
  • the fifth to eighth motors provided in this application have a maximum thrust value between 6000N and 7800N, a maximum wave force value between 48 and 120N, and a first base resistance value of not less than 54N. Therefore, the preferred first base resistance value is between 54N and 150N.
  • the first basic resistance value can be between 66N and 140N; or, the first basic resistance value can be between 66N and 130N; or, the first basic resistance value can be between 66N and 120N.
  • the maximum wave force value is 1.1% of the maximum thrust value; preferably, the first base resistance value can be between 72N and 140N; or, the first base resistance value can be between 72N and 130N; or, the first base resistance value can be between 72N and 120N.
  • the applicant also provided a curve of the ripple force, which is the difference between the no-load resistance and the base resistance.
  • the inventor obtained the specific curve of the ripple force by operating an Excel spreadsheet. See Figures 96-105 for details, which are the ripple force curves for motor A, motor B, and the first through eighth motors, respectively. From the figures, it can be seen that the maximum ripple force values for motor A, motor B, and the first through eighth motors are: 201.054N, 112.8824N, 142.7025N, 87.82N, 94.3844N, 101.1348N, 82.7729N, 135.4715N, 86.2358N, and 85.1854N, respectively.
  • the applicant summarized the measured no-load resistance value, the first base resistance value during the compression stroke, the first base resistance value during the extension stroke, the maximum difference in base resistance, and the maximum ripple force value of the motors, as shown in the table below:
  • test results of the system resistance are related to the installation of the motor on the test bench, the test environment, and the test accuracy of the test bench. Therefore, the test results of the maximum and minimum basic resistance values will fluctuate slightly.
  • the base resistance value when the motor is in the second position is the second base resistance value.
  • the base resistance of the motor will gradually increase due to the deformation of the various components of the motor 1, that is, the second base resistance value of the motor 1 is greater than the first base resistance value.
  • the maximum no-load resistance of the first motor and the second motor is greater than 299N. In order to reduce the maximum no-load resistance, it is necessary to reduce the base resistance and the maximum wave force. Reducing the base resistance mainly includes reducing the first base resistance and reducing the difference between the second base resistance and the first base resistance.
  • first foundation resistance value is the foundation resistance value of motor 1 at the first position.
  • the second foundation resistance value is the foundation resistance value of motor 1 at the second position.
  • the wave force is the difference between the no-load resistance and the foundation resistance at the same displacement.
  • the primary influencing factors for the first basic resistance value are the coefficient of friction and radial force.
  • the difference between the second and first basic resistance values is mainly caused by the mechanical deformation of various components of motor 1, such as the deformation of the first bearing 115 and spindle 121, and the deformation of the second bearing 124 and guide member 114.
  • the basic resistance experienced by the first component 11 at the midpoint between the first position and the second position is a third basic resistance f3, the value of which satisfies: 1 ⁇
  • can be 1, 1.1, 1.2, 1.3, 1.4, 1.5, etc.
  • the value on the fitted straight line P2 corresponding to the midpoint of the total stroke of the first component 11 from the first position to the second position can be taken as the third basic resistance value of the first component 11 at the midpoint between the first position and the second position.
  • the first component 11 can move from the first position to the second position and experience relatively stable fluctuations when passing through the midpoint, with smaller fluctuations in the no-load resistance. This avoids the occurrence of obvious knocking noises due to large fluctuations in the no-load resistance below 6N.
  • the fluctuation is relatively stable when passing through the midpoint position, which can reduce the wear between the first component 11 and the second component 12 (specifically the wear of the first bearing 115 and the second bearing 124), and make the relative movement of the first component 11 and the second component 12 more stable and smooth.
  • motor 1 includes a first component 11, a second component 12, and bearings.
  • the first component 11 is movable relative to the second component 12 between a first position and a second position.
  • the length of motor 1 when the first component 11 is in the first position is a first length
  • the length of motor 1 when the first component 11 is in the second position is a second length; the first length is less than the second length.
  • the motor 1 gradually stretches, thus increasing its length. As the first component 11 moves from the second position to the first position relative to the second component 12, the motor 1 gradually compresses, thus decreasing its length.
  • Figure 24 is an enlarged schematic diagram of the structure at point A in Figure 5.
  • the first component 11 includes a housing 111 and a magnet assembly 112.
  • the second component 12 includes a spindle 121, a winding structure 122, and at least one iron core 123.
  • the housing 111 has a mounting hole 111A at one end along a first direction (direction W shown in Figure 5).
  • the mounting hole 111A communicates with the internal space of the housing 111.
  • the spindle 121 passes through the mounting hole 111A and is slidably connected to the housing 111 along the axial direction of the spindle 121. That is, part of the spindle 121 is located inside the housing 111, and the other part of the spindle 121 is located outside the housing 111.
  • the first direction is the direction of movement of the first component 11 relative to the second component 12.
  • the axial direction of the spindle 121 is consistent with the first direction.
  • the winding structure 122 is fixed to the spindle 121 and housed within the housing 111. Specifically, the winding structure 122 is connected to the portion of the spindle 121 located within the housing 111.
  • the housing is cylindrical.
  • the spindle can be cylindrical or rod-shaped, and the winding structure 122 can be disc-shaped.
  • the housing 111 of the test motors A, B, and the first to eighth motors is a cylindrical structure
  • the spindle 121, iron core 123, and winding structure 122 are cylindrical or disc-shaped and adapted to the cylindrical structure.
  • the iron core 123 is fixed to the spindle 121, and the winding structure 122 is disposed on the iron core 123.
  • the iron core 123 is connected to the portion of the spindle 121 located inside the housing 111.
  • FIG 59 is a schematic diagram of the iron core structure provided in the embodiment of this application.
  • a coil slot 1234 is formed on the iron core 123; the winding structure 122 is accommodated in the coil slot 1234.
  • the iron core 123 is annular, and the spindle 121 passes through the iron core 123 and is fixedly connected to the iron core 123.
  • the iron core 123 is provided with a coil slot 1234, and the winding structure 122 is provided in the coil slot 1234 and is wound around the iron core 123 along the circumference of the iron core 123.
  • the iron core may include multiple iron core blocks 1235, which are stacked sequentially along a first direction.
  • a coil slot 1234 is formed between two adjacent iron core blocks 1235, and a winding structure 122 is disposed in the coil slot 1234.
  • the magnet assembly 112 is disposed inside the housing 111 and fixed to the housing 111.
  • the winding structure 122 cooperates with the magnet assembly 112 to drive the first assembly 11 to move relative to the winding structure 122.
  • the magnet assembly 112 is disposed on the first surface of the housing 111, which is the surface of the housing facing the winding structure.
  • the first surface is the inner circumferential surface of the housing 111.
  • the magnet assembly 112 is located between the housing 111 and the winding structure 122.
  • the winding structure 122 when the winding structure 122 is energized, it generates a magnetic field, and the magnet assembly 112 also generates a magnetic field.
  • the magnetic fields generated by the winding structure 122 and the magnet assembly 112 interact, generating a force along the axial direction of the spindle 121.
  • the axial direction of the spindle 121 is aligned with the first direction.
  • the magnet assembly is a permanent magnet, which can be a ring-shaped permanent magnet.
  • the winding structure 122 includes multiple coils, which are spaced apart along the axial direction of the mandrel 121. There are also multiple coil slots 1234, with at least one coil disposed within one coil slot 1234. There are also multiple magnet assemblies 112, which are spaced apart along the axial direction of the mandrel 121.
  • At least one bearing is provided between the first component 11 and the second component 12.
  • the bearing is fixed to one of the first component 11 and the second component 12, and the other of the first component 11 and the second component 12 is slidably fitted to the bearing.
  • the first component 11 may be provided with a bearing so that the bearing is in sliding engagement with the second component 12.
  • the second component 12 may be provided with a bearing so that the bearing is in sliding engagement with the first component 11.
  • the first component 11 may be provided with a bearing that is in sliding engagement with the second component 12, and the second component 12 may be provided with a bearing that is in sliding engagement with the first component 11.
  • the number of bearings is at least one. That is, the number of bearings provided on the first component 11 and/or the number of bearings provided on the second component 12 can be one or more, and this application does not make a specific limitation in this regard.
  • the frictional force when the first component 11 and the second component 12 slide relative to each other can be reduced, the no-load resistance of the motor 1 can be reduced, and the smoothness of the relative sliding of the first component 11 and the second component 12 can be improved.
  • test motors A, B, and the first to eighth motors there are two bearings between the first component 11 and the second component 12, namely the first bearing 115 and the second bearing 124.
  • Figure 25 is an enlarged schematic diagram of the structure at point B in Figure 5.
  • the first bearing 115 (corresponding to the upper bearing in Figure 23) is fixed to the first assembly 11.
  • the spindle 121 is slidably inserted into the first bearing 115.
  • the friction between the spindle 121 and the first component 11 can be reduced, thereby reducing the first basic resistance f1 experienced by the first component 11 of the motor 1 at the first position.
  • the first bearing 115 is housed in the mounting hole 111A of the housing 111 and is fixedly connected to the housing 111.
  • the spindle 121 passes through the first bearing 115 and is slidably connected to the first bearing 115 along the axial direction of the spindle 121.
  • the first bearing 115 can be a linear bearing.
  • the first component 11 also includes a guide 114.
  • the guide 114 is fixed relative to the housing 111.
  • the first component 11 also includes a fork arm 113, which is connected to the outside of the housing 111.
  • the fork arm 113 and another portion of the spindle 121 are distributed opposite to each other on the outside of the housing 111.
  • the portion of the spindle 121 located outside the housing 111 is used to connect the vehicle body 10.
  • the fork arm 113 is connected to the wheel 20.
  • the guide 114 is located inside the housing 111 and connected to the fork arm 113 so as to be fixedly connected to the housing 111 via the fork arm 113.
  • the spindle 121 is provided with a guide hole 121A.
  • the guide hole 121A extends along the axial direction of the spindle 121, and the guide member 114 is accommodated in the guide hole 121A.
  • the guide member 114 moves in the guide hole 121A.
  • the guide member 114 moves within the guide hole 121A to guide the spindle 121 and the housing 111 through the cooperation of the guide member 114 and the spindle 121, thereby improving the stability and smoothness of the relative movement between the spindle 121 and the housing 111.
  • the guide member 114 includes a guide rod portion 1142 housed within the housing and a base portion 1141 disposed on the peripheral wall of the guide rod portion 1142.
  • the base portion 1141 is fixed to the housing 111, specifically, the base portion 1141 is fixed to the housing 111 via a fork arm 113.
  • the guide rod portion 1142 passes through a guide hole 121A, and when the first component 11 moves relative to the second component 12, the guide rod portion 1142 moves within the guide hole 121A.
  • the spindle 121 also includes a receiving cavity 121B that accommodates a portion of the electrical connection structure.
  • Figure 26 is an enlarged schematic diagram of the structure at point C in Figure 5.
  • the bearing also includes a second bearing 124 (corresponding to the lower bearing in Figure 23).
  • the second bearing 124 is disposed within the guide hole 121A and connected to the spindle 121.
  • the guide member 114 can slide through the second bearing 124.
  • the guide member 114 and the second bearing 124 can slide relative to each other along the axial direction of the spindle 121.
  • the second bearing 124 can be a linear bearing.
  • the friction between the guide 114 and the spindle 121 can be reduced, thereby reducing the resistance f1 of the first component 11 at the first position in the no-load resistance of the motor 1.
  • the second bearing 124 is connected to the spindle 121 of the second component 12 and slides in cooperation with the guide 114 of the first component 11.
  • a seal 14 is provided between the inner wall surface of the mounting hole 111A of the housing 111 and the outer peripheral surface of the spindle 121.
  • the seal 14 is fixed to the housing 111, and the spindle 121 can slide and fit into the seal 14.
  • At least a portion of the seal 14 is disposed within the mounting hole 111A and extends circumferentially along the mandrel 121 to seal the gap between the inner wall surface of the mounting hole 111A and the mandrel 121.
  • the inner wall surface of the seal 14 abuts against the mandrel 121
  • the outer wall surface of the seal 14 abuts against the inner wall surface of the mounting hole 111A.
  • the seal 14 is located on the side of the first bearing 115 opposite to the fork arm 113. That is, the seal 14 is located above the first bearing 115. In this way, external impurities can be prevented from entering the gap between the first bearing 115 and the spindle 121, thereby increasing the frictional resistance between the spindle 121 and the first bearing 115, so as to avoid increasing the no-load resistance of the motor 1 and ensure the performance of the motor 1.
  • Seal 14 is an oil seal.
  • motors in this application are not limited to the basic architecture of motor A, motor B, and the first to eighth motors; there are many possible extensions:
  • the first component 11 may include a housing 111 and a winding structure 122 disposed on the housing 111
  • the second component 12 may include a magnet assembly 112 and a spindle 121, with the magnet assembly 112 fixedly disposed on the spindle 121.
  • the housing 111 is a cylindrical structure, which can be cylindrical, polygonal, or the like.
  • the winding structure 122 is disposed on the inner wall of the housing 111.
  • the magnet assembly 112 and a portion of the spindle 121 are disposed inside the housing 111, and the winding structure 122 is disposed on the outer periphery of the magnet assembly 112.
  • the housing 111 can also be a plate structure, and the spindle can also be a plate structure.
  • the magnet assembly 112 can be a permanent magnet, an electromagnet, an energized coil, etc.
  • the magnet assembly 112 includes a plurality of permanent magnets arranged in sequence.
  • the plurality of permanent magnets can be arranged in a Helbeck array or in other forms.
  • the magnet assembly 112 when the housing 111 has a cylindrical structure, the magnet assembly 112 has a ring-shaped structure. In this case, the spindle 121, the iron core 123, and the winding structure 122 are all disposed within the magnet assembly 112. When the housing 111 has a plate-shaped structure, the magnet assembly 112 also has a plate-shaped structure.
  • the iron core 123 can be a one-piece iron core or a split iron core.
  • each phase winding structure can be a one-piece molded structure or it can be connected by welding.
  • At least one bearing is provided between the first component 11 and the second component 12.
  • the bearing is fixed to one of the first component 11 and the second component 12, and the other of the first component 11 and the second component 12 is slidably fitted to the bearing.
  • the first component 11 may be provided with a bearing so that the bearing is in sliding engagement with the second component 12.
  • the second component 12 may be provided with a bearing so that the bearing is in sliding engagement with the first component 11.
  • the first component 11 may be provided with a bearing that is in sliding engagement with the second component 12, and the second component 12 may be provided with a bearing that is in sliding engagement with the first component 11.
  • the number of bearings is at least one. That is, the number of bearings provided on the first component 11 and/or the number of bearings provided on the second component 12 can be one or more, and this application does not make a specific limitation in this regard.
  • the frictional force when the first component 11 and the second component 12 slide relative to each other can be reduced, the no-load resistance of the motor 1 can be reduced, and the smoothness of the relative sliding of the first component 11 and the second component 12 can be improved.
  • the guide member 114 can be a rod-shaped structure, a plate-shaped structure, an irregular structure, etc., which will not be described in detail here.
  • motor A the applicant gradually analyzed the motor's no-load resistance curve, continuously improving the motor, and ultimately obtained the seventh and eighth motors, which operate smoothly, have low noise, and long bearing life.
  • motor A Underwent the following improvements and was subsequently manufactured to create motor B.
  • the specific solution is as follows:
  • Motor B connects the receiving cavity 121B and the guide hole 121A through the connecting hole 121C. This is equivalent to connecting the lower chamber with the receiving cavity 121B, reducing negative pressure and lowering resistance.
  • a first air guide structure 1151 can also be provided in the bearing; specifically, Figure 64 is an enlarged view of the first bearing in Figure 4, and Figure 65 is a top view of the first bearing in Figure 4 provided in the embodiment of this application.
  • the first bearing 115 is provided with at least one first air guide structure 1151, which extends along the axial direction of the first bearing 115 and passes through both ends of the first bearing 115 in the axial direction.
  • the first air guide structure 1151 can communicate the above-described receiving cavity 121B with the external space, thereby making the mutual stretching or compression of the first component 11 and the second component 12 smoother.
  • first air guiding structures 1151 there can be two first air guiding structures 1151, which are arranged opposite to each other. In this way, when one of the first air guiding structures 1151 is blocked, the other first air guiding structure 1151 arranged opposite to it can connect the sealed space with the external space, ensuring the stable operation of the motor 1.
  • the first air guiding structure 1151 includes a first air guiding groove recessed from the inner circumference of the first bearing 115 to the outer circumference of the first bearing 115. This makes the processing of the first air guiding structure 1151 more convenient and faster, thus improving production efficiency.
  • the materials of the second bearing 124 and the guide rod 1142 may also be different. If the coefficient of thermal expansion of the second bearing 124 is less than that of the guide rod 1142, then as the temperature of the guide rod 1142 and the second bearing 124 gradually increases, the guide rod 1142 and the second bearing 124 will expand synchronously due to heat. The expansion of the outer diameter of the guide rod 1142 will be greater than the expansion of the inner diameter of the second bearing 124, resulting in a slight interference fit between the guide rod 1142 and the second bearing 124. This will create a sealed space within the guide hole 121A. With the stretching and compression movements of the motor 1, the air within this sealed space will form a negative pressure, increasing the resistance when the first component 11 and the second component 12 stretch or compress against each other, thereby increasing the losses of the motor 1.
  • Figure 66 is an enlarged view of the second bearing in Figure 4
  • Figure 67 is a top view of the second bearing in Figure 4 provided in an embodiment of this application.
  • the second bearing 124 is provided with at least one second air guiding structure 1241, which extends axially along the second bearing 124 and passes through both ends of the second bearing 124 in the axial direction.
  • the second air guiding structure 1241 may include a second air guiding groove recessed from the inner circumferential surface of the second bearing 124 to the outer circumferential surface of the second bearing 124.
  • the second air guiding structure 1241 can be referred to the description of the first air guiding structure 1151 above, and will not be described in detail here.
  • a channel 111D can be formed on the housing 111 to increase the communication area between the upper chamber 111B and the lower chamber 111C, thereby reducing airflow resistance.
  • the channel 111D includes an axial section 111E, a first radial section 111F, and a second radial section 111G.
  • a lower cover 111H is provided inside the lower chamber 111C of the housing 111.
  • the lower cover 111H has a through hole 111K that extends axially along the spindle 121 and communicates with the lower chamber 111C.
  • the axial section 111E extends axially along the spindle 121.
  • the first radial section 111F connects the upper end of the axial section 111E to the upper chamber 111B
  • the second radial section 111G connects the lower end of the axial section 111E to the through hole 111K.
  • a through hole 111M can be formed in the housing 111 to connect the upper chamber 111B with the external space, thereby reducing the pressure difference and airflow resistance during the movement of the first component relative to the second component.
  • a vent valve 111N can be installed in the through hole 111M, and the upper chamber 111B is connected to the external space through the vent valve 111N.
  • the external space can be the atmospheric space outside the housing 111, the chamber of the air spring, or the chamber of the dustproof sleeve.
  • a connecting channel (not shown in the figure) is provided in the guide member 114.
  • the connecting channel can be provided in the guide rod part of the guide member, connecting the lower chamber and the guide hole 121A.
  • a through hole 111M is provided in the housing to communicate with the outside.
  • Motor B also employs Scheme 1, which improves wave dynamics, and a material removal scheme for the iron core.
  • Figure 84 is a structural schematic diagram of the iron core in the motor shown in Figure 5
  • Figure 85 is a cross-sectional structural schematic diagram of the iron core shown in Figure 84.
  • the iron core 123 is an integral structure.
  • the iron core 123 can be integrally cast.
  • the core 123 includes a yoke 1231 and a plurality of teeth 1232 connected to the yoke 1231.
  • the plurality of teeth 1232 are spaced apart along a first direction; a winding structure 122 is provided between two adjacent teeth 1232. That is, two adjacent teeth 1232 define a coil slot.
  • one of the first component 11 and the second component 12 also includes a mandrel 121 to which the iron core 123 is connected.
  • the other of the first component 11 and the second component 12 also includes a housing 111.
  • the magnet assembly 112 is connected to the inner wall of the housing 111 and is located between the housing 111 and the winding structure 122.
  • the spindle 121 is slidably connected to the housing 111 along a first direction.
  • the first component 11 includes a housing 111 and a magnet assembly 112, and the second component 12 includes a spindle 121, an iron core 123, and a winding structure 122, which will be described by way of example.
  • the housing 111 can be a cylindrical structure, a plate structure, etc.
  • Figures 85 and 86 are an enlarged schematic diagram of the structure at point G in Figure 85.
  • the plurality of teeth 1232 include two end teeth 1232A and a middle tooth 1232B disposed between the two end teeth 1232A.
  • the side surface of the end teeth 1232A facing away from the yoke 1231 includes a first inclined surface 1232C.
  • the distance between the first inclined surface 1232C and the yoke 1231 gradually increases.
  • the magnetic field lines of the magnetic field generated by the winding structure 122 can avoid end magnetic saturation when passing through the end tooth 1232A, thereby reducing magnetic loss and reducing electromagnetic force fluctuation, thus reducing the wave force of the motor 1.
  • the distance between the end of the first inclined surface 1232C facing away from the central tooth 1232B and the axis of the yoke 1231 is the first distance L1
  • the distance between the end of the first inclined surface 1232C facing the central tooth 1232B and the axis of the yoke 1231 is the second distance L2; wherein, L1 ⁇ 0.9 * L2.
  • the ratio of L1 to L2 can be 0.9, 0.92, 0.94, 0.96, etc.
  • first spacing L1 and the second spacing L2 satisfies the above requirements, so that the tilt angle of the first inclined surface 1232C is within a suitable range, so that the end tooth 1232A can both ensure the flow of magnetic lines of force and avoid magnetic saturation of magnetic lines of force at the end tooth 1232A.
  • the axis of the yoke 1231 is aligned with the axis of the spindle. That is, the direction of the axis of the yoke 1231 is aligned with the first direction.
  • the ratio of the radial length of the end tooth 1232A in the yoke 1231 to the axial thickness of the end tooth 1232A in the yoke 1231 is greater than or equal to 0.6.
  • the ratio of the radial length of the end tooth 1232A in the yoke 1231 to the axial thickness of the end tooth 1232A in the yoke 1231 can be 0.6, 0.7, 0.8, 0.9, etc.
  • the length and thickness of the end tooth 1232A can be kept within a suitable range, so that the end tooth 1232A can both ensure the flow of magnetic lines of force and avoid magnetic saturation of magnetic lines of force in the end tooth 1232A.
  • the plurality of teeth 1232 include two end teeth 1232A and a middle tooth 1232B disposed between the two end teeth 1232A.
  • the thickness of the middle tooth 1232B in the axial direction of the yoke 1231 is greater than the thickness of the end teeth 1232A in the axial direction of the yoke 1231 (H2 shown in FIG86).
  • the thickness of the middle tooth 1232B in the axial direction of the yoke 1231 is greater than the thickness of the end tooth 1232A in the axial direction of the yoke 1231. This can cause a shift in the correspondence between the tooth 1232 and the magnet of the magnet assembly 112, thereby balancing the magnetic force fluctuations brought by the end tooth 1232A and reducing the ripple force of the motor 1.
  • the axial thickness of the end teeth 1232A is reduced, while the axial thickness of the middle teeth 1232B is increased.
  • Figure 87 is a schematic diagram comparing the change of motor 1's wave force over time when the thickness of the middle tooth 1232B increases with the change of motor 1's wave force over time when the thickness of the middle tooth 1232B does not increase.
  • the red curve represents the change of motor 1's wave force over time when the thickness of the middle tooth 1232B increases
  • the blue curve represents the change of motor 1's wave force over time when the thickness of the middle tooth 1232B does not increase.
  • the ripple force of motor 1 is reduced after the thickness of the middle tooth 1232B is increased. That is, the upper peak value of the red curve is significantly smaller than the upper peak value of the blue curve. It can be seen that changing the thickness of the middle tooth 1232B can reduce the ripple force of motor 1.
  • the slot pitch of the core 123 (i.e., the height dimension L9 of the coil slots in the axial direction of the core) is 5/3 times the pole pitch.
  • the cogging force generated by each coil slot lags behind the 120° electrical angle of its adjacent coil slot, so that the cogging forces of every three adjacent coil slots cancel each other out.
  • Figure 117 shows the cogging force fluctuation curve of each of the three adjacent coil slots (first coil slot 1234A, second coil slot 1234B, and third coil slot 1234C, respectively) when the cogging force of any one of them lags behind the cogging force of its adjacent coil slot by 120° electrical angle.
  • Figure 118 shows the fluctuation curve of the resultant cogging force after the cogging forces of the three adjacent coil slots cancel each other out (i.e., the rational curve in Figure 118), the fluctuation curve of the resultant cogging force when the resultant cogging force of the three adjacent coil slots is longer after the cogging forces of the three adjacent coil slots cancel each other out (i.e., the longer curve in Figure 118), and the fluctuation curve of the resultant cogging force when the resultant cogging force of the three adjacent coil slots is shorter after the cogging forces of the three adjacent coil slots cancel each other out (i.e., the shorter curve in Figure 118).
  • the central tooth 1232B includes a first central tooth 1232D, a second central tooth 1232E, and a third central tooth 1232F
  • the two end teeth 1232A include a first end tooth 1232G and a second end tooth 1232H
  • the second central tooth 1232E is disposed between the first central tooth 1232D and the first end tooth 1232G
  • the third central tooth 1232F is disposed between the first central tooth 1232D and the second end tooth 1232H.
  • the distance between the first middle tooth 1232D and the second middle tooth 1232E is greater than the distance between the second middle tooth 1232E and the first end tooth 1232G (as shown in Figure 85); the distance between the first middle tooth 1232D and the third middle tooth 1232F (as shown in Figure 85) is greater than the distance between the third middle tooth 1232F and the second end tooth 1232H (as shown in Figure 85).
  • L5 is the distance between the second middle tooth 1232E closest to the first middle tooth 1232D and the first middle tooth 1232D.
  • L6 is the distance between the second middle tooth 1232E closest to the first end tooth 1232G and the first end tooth 1232G.
  • L7 is the distance between the third middle tooth 1232F closest to the first middle tooth 1232D and the first middle tooth 1232D
  • L8 is the distance between the third middle tooth 1232F closest to the second end tooth 1232H and the second end tooth 1232H.
  • the correspondence between the tooth 1232 and the magnet of the magnet assembly 112 can be shifted, thereby balancing the magnetic force fluctuation brought by the end tooth 1232A and reducing the ripple force of the motor 1.
  • the tooth portion 1232 includes a tooth body portion 1232M and a tooth shoe portion 1232N.
  • the tooth body portion 1232M is connected to the yoke portion 1231
  • the tooth shoe portion 1232N is connected to one end of the tooth body portion 1232M opposite to the yoke portion 1231 and is located on one side of the tooth body portion 1232M in the axial direction of the yoke portion 1231.
  • the tooth shoe portions 1232N of the multiple teeth 1232 are located on the same side of the tooth body portion 1232M.
  • the tooth shoe portions 1232N of the multiple teeth 1232 are all located on the side of the tooth body portion 1232M facing the vehicle body; or the tooth shoe portions 1232N of the multiple teeth 1232 are all located on the side of the tooth body portion 1232M facing away from the vehicle body.
  • the ratio W1/W2 between the width W1 of the toothed shoe portion 1232N in the axial direction of the yoke portion 1231 and the distance W2 between two adjacent teeth 1232 satisfies: W1/W2 is greater than or equal to 13% and less than or equal to 16%; or, W1/W2 is greater than or equal to 40% and less than or equal to 45%.
  • the value of W1/W2 can be 13%, 14%, 15%, 16%, etc.
  • the value of W1/W2 can also be 40%, 41%, 42%, 43%, 44%, 45%, etc.
  • Figure 88 is a schematic diagram showing the relationship between the width of the toothed shoe portion 1232N and the ripple force of motor 1 when the width of the coil slot is 8.6mm. From Figure 88, it can be seen that when the width of the toothed shoe portion 1232N is approximately 1.2mm (14% of the width W2) and approximately 3.8mm (44% of the width W2), the ripple force of motor 1 is smaller.
  • W1/W2 is greater than or equal to 13% and less than or equal to 16%; or W1/W2 is greater than or equal to 40% and less than or equal to 45%.
  • FIG89 is a schematic diagram of another structure of the iron core 123 in the motor shown in FIG5.
  • the iron core 123 includes a plurality of sub-iron cores 1233, which are spaced apart along the axial direction of the yoke 1231.
  • the sub-iron core 1233 includes a first yoke 1231A and a plurality of first teeth 1232PP connected to the first yoke 1231A, which are spaced apart along the axial direction of the yoke 1231.
  • the magnetic circuit of the stator assembly can be isolated, thereby reducing electromagnetic losses, reducing electromagnetic force fluctuations, and reducing the ripple force of the motor 1.
  • Figure 90 is a schematic diagram comparing the resistance fluctuation when the core 123 includes multiple sub-cores 1233 with the resistance fluctuation when the core 123 is not divided into multiple sub-cores 1233.
  • the curve corresponding to the optimized scheme is the resistance fluctuation curve when the core 123 includes multiple sub-cores 1233
  • the curve corresponding to the theoretical model is the resistance fluctuation curve when the core 123 is not divided into multiple sub-cores 1233.
  • the resistance fluctuation is significantly reduced, that is, the wave force of motor 1 is significantly reduced.
  • the spacing between two adjacent sub-cores 1233 is greater than or equal to 1.7 mm and less than or equal to 2.2 mm.
  • the spacing between two adjacent sub-cores 1233 can be 1.7 mm, 1.8 mm, 1.9 mm, 2 mm, 2.1 mm, 2.2 mm, etc.
  • Figure 91 is a schematic diagram showing the relationship between resistance fluctuation and the spacing between two adjacent sub-cores 1233.
  • the resistance fluctuation is smaller when the spacing between two adjacent sub-cores 1233 is between 1.7mm and 2.2mm. Therefore, setting the spacing between two adjacent sub-cores 1233 within the range of 1.7mm-2.2mm can reduce resistance fluctuation, thereby reducing the ripple force of the motor.
  • the first motor uses a bearing with a relatively low friction coefficient.
  • the basic structures of the upper and lower bearings are identical, specifically as shown in Figures 25, 115, and 116.
  • the bearing includes a base 41 and a first solid lubricant 413.
  • the base 41 has a first mating surface 411.
  • the first solid lubricant 413 can also be embedded in the base 41.
  • the base 41 has multiple receiving holes 412, one end of which is open at the first mating surface 411, and the first solid lubricant 413 is disposed within the multiple receiving holes 412.
  • the other of the first component 11 and the second component 12 is pressed against the bearing, causing the material of the first solid lubricant 413 to enter the gap between the base 41 and the other of the first component 11 and the second component 12, thereby achieving a lubricating effect.
  • the spindle 121 is pressed against the base 41 of the first bearing 115, and the guide 114 is pressed against the base 41 of the second bearing 124.
  • the first solid lubricant 413 By placing the first solid lubricant 413 inside the receiving hole 412, the first solid lubricant 413 can be more firmly attached to the base 41, thereby providing better lubrication and reducing the coefficient of friction between the other of the first component 11 and the second component 12 and the bearing.
  • the first solid lubricant 413 is a columnar structure embedded in the receiving hole 412.
  • the first solid lubricant 413 can also be a block structure, etc.
  • the first solid lubricant 413 can also be a powdery or viscous lubricant embedded in the receiving hole 412.
  • the first solid lubricant 413 of its bearing adopts a columnar structure.
  • the first solid lubricant 413 is made of high-purity graphite material, which refers to graphite with a carbon content greater than 99.99%.
  • the coefficient of friction ⁇ 1 between the bearing and the mating parts is above 0.2. This refers to the coefficient of friction when the relative movement speed of the first and second components is less than 100 mm/s.
  • the bearing in order to further reduce the coefficient of friction ⁇ 1 between the bearing and the mating parts, the bearing also includes grease, which is coated on the inner wall surface of the substrate.
  • the first motor uses lithium-based grease, which is coated on the inner wall surface of the substrate.
  • Figure 50 is a structural schematic diagram of the seal 14 provided in the embodiment of the application.
  • the seal 14 includes an annular skeleton 141 and a seal body 142 disposed on the annular skeleton.
  • the annular skeleton is fixed to the housing 111, and the spindle 121 is slidably fitted to the seal body 142.
  • the ring-shaped skeleton can support the seal body 142 to improve the structural strength of the seal 14, thereby improving the sealing effect between the seal body 142 and the mandrel 121.
  • the material of the seal body 142 includes compounds containing fluorine.
  • the material of the seal body 142 can be fluororubber.
  • the fluorine-containing compound Compared to the nitrile rubber material used in motor B, the fluorine-containing compound has a lower coefficient of friction, which can reduce the axial friction of the first motor, thereby reducing the first basic resistance value of the first component 11 in the first motor at the first position and reducing the no-load resistance of the first motor.
  • Table 1 compares the coefficients of friction and the axial friction forces generated by nitrile rubber and fluororubber. As can be seen from Table 1, the coefficient of friction of fluororubber is significantly lower than that of nitrile rubber, and the axial friction force of fluororubber is significantly lower than that of nitrile rubber.
  • the coefficient of friction ⁇ 2 between the mandrel 121 and the seal 14 can be made to satisfy: 0.05 ⁇ ⁇ 2 ⁇ 0.12.
  • ⁇ 2 can be 0.05, 0.06, 0.07, 0.08, 0.09, 0.1, 0.11, 0.12, etc.
  • the coefficient of friction ⁇ 2 between the mandrel 121 and the seal 14 is within the above range, the sealing effect between the seal 14 and the mandrel 121 can be guaranteed, while simultaneously reducing the frictional force between the mandrel 121 and the seal 14. This reduces the axial frictional force of the motor 1, decreases the first basic resistance value experienced by the first component 11 at the first position, and reduces the no-load resistance of the motor 1.
  • the coefficient of friction ⁇ 2 between the mandrel 121 and the seal 14 satisfies: 0.08 ⁇ ⁇ 2 ⁇ 0.12.
  • the value of ⁇ 2 can be 0.08, 0.09, 0.1, 0.11, 0.12, etc.
  • the seal 14 further includes a second solid lubricant.
  • the second solid lubricant is embedded in the seal body 142, and at least a portion of the second solid lubricant is exposed on the inner circumferential surface of the seal body 142.
  • the second solid lubricant can lubricate the spindle 121, thereby reducing the friction between the seal 14 and the spindle 121, reducing the first basic resistance value of the first component 11 in the first position in the motor 1, and reducing the no-load resistance of the motor 1.
  • the mating surface of the fixed lubricant can be flush with, lower than or higher than the inner circumferential surface of the seal body 142.
  • the second solid lubricant is a lubricating coating provided on the inner circumferential surface of the seal body 142.
  • the second solid lubricant may also be a sheet-like structure disposed on the inner circumferential surface of the seal body 142.
  • the material of the second solid lubricant includes at least one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide. That is, the material of the second solid lubricant can be one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide, or a mixture of at least two of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide.
  • the above-mentioned material has good lubrication performance.
  • the second solid lubricant, made of the above-mentioned material can provide good lubrication for the spindle 121 and the seal 14, thereby reducing the friction between the seal 14 and the spindle 121.
  • the second solid lubricant is made of polytetrafluoroethylene (PTFE).
  • PTFE has a lower coefficient of friction than rubber; therefore, using PTFE as the second solid lubricant reduces the coefficient of friction between the seal body 142 and the spindle 121, thereby reducing the frictional force between them.
  • the coefficient of friction of rubber is 0.1, while that of polytetrafluoroethylene (PTFE) is 0.05.
  • the seal 14 is only provided between the inner wall surface of the mounting hole 111A of the housing 111 and the outer peripheral surface of the spindle 121, and the seal 14 is not provided in other positions. This reduces the number of seals 14, thereby reducing the radial sealing pressure generated by the seal 14 on the motor 1, and thus reducing the first basic resistance value of the first component 11 in the motor 1 at the first position.
  • the ring skeleton is made of 304 stainless steel or 306 stainless steel, which can make the ring skeleton have high strength, thereby providing better support for the sealing body 142 and improving the sealing effect of the sealing body 142.
  • the sealing body 142 includes a first sealing portion 1421 and a second sealing portion 1422.
  • the first sealing portion 1421 and the second sealing portion 1422 are located on opposite sides of the annular frame 141.
  • the inner circumferential surfaces of both the first sealing portion 1421 and the second sealing portion 1422 arch towards the central axis of the annular frame 141.
  • the first sealing portion 1421 and the second sealing portion 1422 are used to contact the mandrel 121 to seal the gap between the mandrel 121 and the inner wall surface of the mounting hole 111A.
  • the gap between the mandrel 121 and the inner wall of the mounting hole 111A is sealed on both sides of the annular frame 141 along the axial direction, thereby improving the sealing effect.
  • sealing body 142 dividing the sealing body 142 into a first sealing portion 1421 and a second sealing portion 1422 makes it easier for the sealing body 142 to deform when pressed onto the mandrel 121, thereby improving the sealing effect. Also, only the first sealing portion 1421 and the second sealing portion 1422 of the entire sealing element 14 contact the mandrel 121, reducing the contact area between the mandrel 121 and the sealing body 142, and thus reducing the friction between them.
  • the friction between the mandrel and the seal 14 can be controlled by controlling the magnitude of the radial force applied by the seal 14 to the mandrel.
  • the radial force generated by the seal 14 on the spindle 121 is measured as follows: First, with the seal 14 not installed on the motor 1, the resistance of the motor 1 is measured, and this measured resistance is the first resistance. Then, with the seal 14 installed on the motor 1, the resistance of the motor 1 is measured again, and this measured resistance is the second resistance. The difference between the second resistance and the first resistance is the radial force of the seal 14.
  • the measurement method can refer to the method for measuring the no-load resistance of the motor 1.
  • radial force refers to the force exerted by the seal 14 on the mandrel 121 radially.
  • the circumferential length of the mandrel 121 can be 226 mm.
  • the radial force includes a first radial force applied by the first sealing portion 1421 to the mandrel 121 and a second radial force applied by the second sealing portion 1422 to the mandrel 121.
  • the force generated by the seal 14 on the spindle 121 can be within a suitable range to ensure the sealing effect between the seal 14 and the spindle 121, while avoiding excessive friction between the seal 14 and the spindle 121, which would affect the first basic resistance value of the first component 11 in the first position in the motor 1, and reduce the no-load resistance value of the motor 1.
  • the radial force applied by the second sealing portion 1422 to the mandrel 121 is a second radial force, which is less than the first radial force.
  • the force exerted by the second sealing part on the spindle 121 can be less than the force exerted by the first sealing part on the spindle 121.
  • the friction between the sealing body 142 and the spindle 121 as a whole can be smaller, thereby reducing the friction between the sealing body 142 and the spindle 121.
  • the radial dimension of the first sealing portion 1421 is smaller than the radial dimension of the second sealing portion 1422.
  • the inner diameter of the first sealing portion 1421 is smaller than the inner diameter of the second portion 1422. It should be noted that the seal body 142 being in a free state refers to the state when the seal 14 is not installed on the motor.
  • the tightness of the first sealing part 1421 when it is in contact with the spindle 121 is greater than that of the second sealing part 1422 when it is in contact with the spindle 121, so that the second radial force is less than the first radial force, thereby reducing the friction between the sealing body 142 and the spindle 121 as a whole.
  • the length of the first sealing portion 1421 in the axial direction of the mandrel 121 is greater than the length of the second sealing portion 1422 in the axial direction of the mandrel 121.
  • the contact area between the first sealing part 1421 and the mandrel 121 is greater than the contact area between the second sealing part 1422 and the mandrel 121, thereby making the second radial force less than the first radial force, so as to reduce the friction between the sealing body 142 and the mandrel 121 as a whole.
  • the friction between the seal body 142 and the spindle 121 can be reduced. Specifically, the friction can be reduced from 24.53N to 6.06N.
  • the sealing body 142 further includes a first elastic member 1423 and a second elastic member 1424.
  • the first elastic member 1423 is disposed between the first sealing portion 1421 and the inner wall surface of the mounting hole 111A.
  • the second elastic member 1424 is disposed between the second sealing portion 1422 and the inner wall surface of the mounting hole 111A.
  • the first radial force of the first sealing part 1421 on the spindle 121 can be adjusted by the first elastic element 1423, and the second radial force of the second sealing part 1422 on the spindle 121 can be adjusted by the second elastic element 1424, so as to avoid excessive friction between the first sealing part 1421 and the spindle 121 and between the second sealing part 1422 and the spindle 121, which would affect the first basic resistance value of the first component 11 in the first position in the motor 1, thereby reducing the no-load resistance value of the motor 1.
  • the radial dimension of the first elastic element 1423 is larger than the radial dimension of the second elastic element 1424. This ensures that the elastic force of the first elastic element 1423 on the first sealing portion 1421 is equal to the elastic force of the second elastic element 1424 on the second sealing portion 1422. Consequently, the first radial force of the first sealing portion 1421 on the mandrel is greater than the second radial force of the second sealing portion 1422 on the mandrel 121, thus guaranteeing the sealing effect of the seal 14 and preventing excessive friction between the seal 14 and the mandrel 121.
  • the first elastic element 1423 can be a spring, rubber, latex, etc.
  • the second elastic element 1424 can be a spring, rubber, latex, etc.
  • the clearance between the upper bearing and the spindle of the first motor was readjusted to 0.15mm.
  • the clearance between the upper bearing and the spindle of motor A was approximately 0.25mm.
  • the upper clearance refers to the difference between the inner diameter of the upper bearing and the outer diameter of the spindle.
  • the guide member 114 may include a chassis portion 1141 and a guide rod portion 1142.
  • the guide rod portion 1142 is housed within the housing 111, and the chassis portion 1141 is disposed on the peripheral wall of the guide rod portion 1142.
  • the chassis portion 1141 is fixed to the housing 111. Specifically, the chassis portion 1141 is fixedly connected to the housing 111 via a fork arm.
  • the guide rod portion 1142 passes through the guide hole 121A, that is, the guide rod portion 1142 passes through the inner cavity of the spindle 121, and is used to guide the sliding of the spindle 121 within the housing 111.
  • the guide rod portion 1142 moves within the guide hole 121A.
  • the height of the chassis portion 1141 in the first direction is a first height h1
  • the overall height of the guide member 114 in the first direction is a second height h2.
  • the inner diameter of housing 111 is d1
  • the outer diameter of guide member 114 is the second diameter d2.
  • the outer diameter of guide member 114 is the outer diameter of guide rod portion 1142.
  • the first diameter d1 and the second diameter d2 can satisfy: 0.175 ⁇ d1 ⁇ d2 ⁇ 0.4 ⁇ d1. That is to say, d2 can be equal to 0.2 times d1, d2 can also be equal to 0.25 times d1, or d2 can also be equal to 0.35 times d1. This application does not limit this.
  • Figures 53, 54, and 55 all show simulation diagrams of the maximum difference in the basic resistance of a motor 1 provided in this application as a function of d2/d1.
  • the second basic resistance of the motor 1 can be reduced, and the large diameter of the guide rod 1142 can be avoided, which would result in occupying too much radial space.
  • This facilitates the design and installation of other components of the motor 1 (such as the iron core 123).
  • sufficient radial space can be provided for the yoke of the iron core 123, providing enough space for the winding structure to ensure that the iron core 123 does not experience magnetic saturation.
  • a larger number of winding turns can be used to increase the thrust of the motor 1.
  • the second diameter d2 and the first diameter d1 may satisfy: 0.175 ⁇ d1 ⁇ d2 ⁇ 0.3 ⁇ d1.
  • d2 0.175 ⁇ d1
  • d2 0.25 ⁇ d1
  • d2 0.3 ⁇ d1, etc., and this application does not limit this.
  • the second diameter d2 and the first diameter d1 may satisfy: 0.175 ⁇ d1 ⁇ d2 ⁇ 0.22 ⁇ d1.
  • d2 0.175 ⁇ d1
  • d2 0.2 ⁇ d1
  • d2 0.22 ⁇ d1, etc., and this application does not limit it.
  • motor 1 when motor 1 is operating, the magnetic field generated by the current flowing through the winding structure 122 drives motor 1 to start, which generates a certain amount of heat.
  • These heat sources mainly include resistive losses in the conductor, hysteresis and eddy current losses in the iron core 123, and mechanical friction losses. If motor 1 operates for an extended period or under heavy load, it will overheat. Overheating of motor 1 will severely affect its operation.
  • overheating of motor 1 will accelerate the aging of the internal insulation material, thereby reducing the service life of motor 1.
  • overheating of motor 1 may also cause the lubricant inside motor 1 to deteriorate, affecting the lubrication effect and mechanical performance of motor 1.
  • excessively high temperatures may also cause thermal expansion of internal parts of motor 1, resulting in smaller clearances and even causing jamming or damage.
  • a cooling channel 4 can be provided inside the motor 1.
  • a circulating cooling medium e.g., water, refrigerant, oil, air, etc.
  • the heat inside the motor 1 can be carried away, thereby achieving heat dissipation. Since the cooling channel 4 occupies a certain radial space of the spindle 121, the radial dimension of the spindle 121 will be relatively small.
  • the chassis portion 1141 has a first height h1 in the first direction
  • the guide rod portion 1142 has a second height h2 in the first direction.
  • the first height h1 and the second height h2 satisfy the condition: 0.028 ⁇ h2 ⁇ h1 ⁇ 0.11 ⁇ h2.
  • h1 0.029 ⁇ h2
  • h1 0.03 ⁇ h2
  • h1 0.029 ⁇ h2
  • h1 0.05 ⁇ h2
  • both the first height h1 and the second height h2 are the maximum heights in the first direction, not the heights of the transition area. Furthermore, to reduce stress concentration, a chamfer is typically provided at the connection between the chassis and the guide rod.
  • the first height h1 is the height of the non-chamfered portion of the chassis 1141, meaning the first height h1 does not include the height of the chamfered portion.
  • Figures 56, 57, and 58 all show simulation diagrams of the second base resistance of a motor 1 provided in the embodiments of this application as a function of h2/h1.
  • the second basic resistance of the motor 1 can be reduced, and the larger size of the first height can be avoided, which would result in occupying more axial space and sacrificing the overall stroke of the motor 1.
  • the first height h1 and the second height h2 satisfy the condition: 0.05 ⁇ h2 ⁇ h1 ⁇ 0.11 ⁇ h2.
  • h1 0.06 ⁇ h2
  • h1 0.07 ⁇ h2
  • h1 0.08 ⁇ h2
  • h1 0.9 ⁇ h2
  • h1 0.10 ⁇ h2
  • Figure 60 shows a structural schematic diagram of a guide member in the related art
  • Figure 61 shows a cross-sectional view of the guide member of Figure 60 along the axial direction
  • Figure 62 is a structural schematic diagram of a guide member provided in an embodiment of this application
  • Figure 63 is a cross-sectional view of the guide member of Figure 31 provided in an embodiment of this application.
  • the chassis portion 1141 may include a first chassis portion 1141A and a second chassis portion 1141B; the first chassis portion 1141A is disposed on the peripheral wall of the guide rod portion 1142, and the second chassis portion is located around the first chassis portion 1141A. That is, the first chassis portion 1141A is disposed between the guide rod portion 1142 and the second chassis portion 1141B.
  • the height of the first chassis portion 1141A in the first direction (i.e., the W direction in Figure 63) is greater than the height of the second chassis portion 1141B in the first direction.
  • the height in the first direction refers to its maximum height in the first direction.
  • the rigidity of the guide member 114 can be improved and the stability of the motor 1 can be enhanced.
  • the surface of the first chassis portion 1141A facing the spindle 121 is flush with the surface of the second chassis portion 1141B facing the spindle 121. This reduces the axial dimension occupied by the chassis portion 1141, which is beneficial for the structural design of the motor 1.
  • a clearance notch 1141C is formed on the side of the second chassis portion 1141B opposite to the spindle 121, and the clearance notch 1141C is located on the periphery of the first chassis portion 1141A. That is, the first height h1 is the height of the first chassis portion 1141A.
  • a boss 1131 is provided on the fork arm 113, and the boss 1131 is located within the clearance notch 1141C.
  • an annular boss may be provided on the fork arm 113, which mates with the clearance notch 1141C.
  • a mounting groove may be formed on the inner side of the annular boss, which can mate with 1141A.
  • the first component 11 may also include a fixing connector, through which the boss 1131 and the second chassis portion 1141B can be fixedly connected.
  • the fixing connector may be a bolt, etc., and this application does not limit it to this.
  • this application connects the housing and the fork arm by fitting the boss with the clearance notch 1141C and by connecting and fixing the boss 1131 to the second chassis portion 1141B through a fixing connector.
  • the inventors Taking into account the impact of coaxiality, the inventors reduced the coaxiality of the magnet assembly and the housing in the first motor from 0.2 mm to 0.15 mm.
  • the magnet assembly comprises multiple ring-shaped permanent magnets stacked sequentially. Specifically, the magnet assembly comprises 69 ring-shaped permanent magnets stacked sequentially. Each permanent magnet has a dimensional tolerance in the first direction. After stacking and assembling the 69 permanent magnets, the tolerance of the magnet assembly is larger, resulting in a larger wave dynamic.
  • Solution 1 To reduce wave dynamics, the inventors explored various solutions, such as Solution 1 mentioned above (see Figures 84-91). However, the inventors found that while Solution 1 has some technical effect, its most fundamental aspect is still controlling the total tolerance of the magnet assembly and the total tolerance of the iron core assembly. Only in this way can the problem of wave dynamics be fundamentally solved. The existence of wave dynamics is essentially caused by product manufacturing tolerances and assembly tolerances. Solution 1 only reduces wave dynamics by offsetting them. To truly reduce wave dynamics, it is still necessary to control manufacturing tolerances and assembly tolerances.
  • Figure 70 is a schematic diagram of one magnetization method for the magnet assembly in the motor shown in Figure 5.
  • the inventors first studied the overall tolerance of the magnet assembly. Using simulation software, the inventors tested the thrust of the motor under different tolerances. The wave force of the motor thrust and the wave force of the resistance are basically consistent and positively correlated.
  • Figures 71-80 Figure 71 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the tolerance of the magnet assembly 112 in the first direction is +1.36mm, -1.36mm, +0.119mm, and -0.119mm, respectively, under no-load conditions.
  • Figure 72 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the tolerance of the magnet assembly 112 in the first direction is +1.36mm, under no-load conditions.
  • Figure 73 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the tolerance of the magnet assembly 112 in the first direction is -1.36mm, under no-load conditions.
  • Figure 74 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the tolerance of the magnet assembly 112 in the first direction is +0.119mm under no-load conditions
  • Figure 75 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the tolerance of the magnet assembly 112 in the first direction is -0.119mm under no-load conditions.
  • Figure 76 shows the motor thrust as a function of the relative displacement of the first component 11 and the second component 12 when the motor current is 40A, and the tolerances of the motor magnet assembly 112 in the first direction are +1.36mm, -1.36mm, +0.119mm, and -0.119mm, respectively.
  • Figure 77 shows the motor thrust as a function of the relative displacement of the first component 11 and the second component 12 when the motor current is 40A, and the tolerance of the motor magnet assembly 112 in the first direction is +1.36mm.
  • Figure 78 shows the motor thrust as a function of the relative displacement of the first component 11 and the second component 12 when the motor current is 40A, and the tolerance of the motor magnet assembly 112 in the first direction is -1.36mm.
  • Figure 79 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the motor current is 40A and the tolerance of the motor magnet assembly 112 in the first direction is +0.119mm;
  • Figure 80 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the motor current is 40A and the tolerance of the motor magnet assembly 112 in the first direction is -0.119mm.
  • the resistance shown in Figures 76 to 80 refers to the simulation analysis of the motor thrust when a 40A current is applied to the motor.
  • the thrust wave force of motor 1 is significantly smaller when the tolerance of magnet assembly 112 in the first direction is +0.119mm and -0.119mm compared to when the tolerance is +1.36mm and -1.36mm.
  • the smaller the tolerance of magnet assembly 112 in the first direction the smaller the thrust wave force of motor 1. Therefore, reducing the tolerance of magnet assembly 112 in the first direction is beneficial for reducing the thrust wave force of motor 1.
  • the tolerance of the magnet assembly is positively correlated with the maximum wave dynamic value. That is, the larger the tolerance, the larger the maximum wave dynamic value, and the smaller the tolerance, the smaller the maximum wave dynamic value.
  • the magnet assembly 112 includes multiple pairs of magnetic poles 112A stacked along a first direction.
  • the second motor adopts scheme 2, as follows:
  • the multiple pairs of magnetic poles 112A include a first pair of magnetic poles 112B and a second pair of magnetic poles 112C stacked together.
  • the height of the first pair of magnetic poles 112B in the first direction is greater than or equal to Q-x2 and less than or equal to Q-x1, and the height of the second pair of magnetic poles 112B in the first direction is greater than Q+x1 and less than or equal to Q+x2.
  • the first pair of magnetic poles 112B comprises M poles
  • the second pair of magnetic poles 112C comprises N poles, where
  • ⁇ 3, for example, M N.
  • ⁇ 3, for example, M N.
  • the number of the first pair of magnetic poles and the second pair of magnetic poles can be the same or different.
  • the number of the second pair of magnetic poles 112C can be slightly more than the number of the first pair of magnetic poles 112B.
  • the tolerances can cancel each other out more, thereby further reducing the tolerance of the magnet assembly 112 in the first direction, so as to reduce the ripple force of the motor 1 and reduce the resistance of the motor 1.
  • the height tolerance of the magnet assembly in the first direction needs to be greater than or equal to -0.119mm and less than or equal to 0.119mm. This will control the ripple force of the motor 1 within a small range and reduce the resistance of the motor 1.
  • the multiple pairs of magnetic poles 112A include a third pair of magnetic poles 112D stacked with the first pair of magnetic poles 112B and the second pair of magnetic poles 112C.
  • the height of the first pair of magnetic poles 112B in the first direction is greater than or equal to Q - x2 and less than or equal to Q - x1
  • the height of the second pair of magnetic poles 112B in the first direction is greater than Q + x1 and less than or equal to Q + x2.
  • the tolerance of the first pair of magnetic poles is [-x2, -x1]
  • the tolerance of the second pair of magnetic poles is (x1, x2]
  • the height of the third pair of magnetic poles 112D in the first direction is greater than Q - x1 and less than or equal to Q + x1.
  • the tolerance of the first pair of magnetic poles is [-0.04, -0.02]
  • the tolerance of the second pair of magnetic poles is (0.02, 0.04]
  • the tolerance of the third pair of magnetic poles is (-0.02, 0.02]
  • the tolerance of the first pair of magnetic poles is [-0.02, -0.01]
  • the tolerance of the second pair of magnetic poles is (0.01, 0.02]
  • the tolerance of the third pair of magnetic poles is (-0.01, 0.01).
  • the design allows for a smaller tolerance range for each pair of magnetic poles.
  • the design includes three types of magnetic pole pairs: the first pair, the second pair, and the third pair. The more types of magnetic pole pairs there are, the narrower the tolerance range for each type, resulting in more precise tolerance cancellation and thus finer tolerance control for the magnet assembly.
  • the first pair of magnetic poles 112B includes M poles
  • the second pair of magnetic poles 112C includes N poles
  • ⁇ 3, with M N being the preferred value.
  • the multiple pairs of magnetic poles 112A include a third pair of magnetic poles 112D and a fourth pair of magnetic poles 112F stacked with the first pair of magnetic poles 112B and the second pair of magnetic poles 112C.
  • the height of the first pair of magnetic poles 112B in the first direction is greater than or equal to Q-x2 and less than or equal to Q-x1, and the height of the second pair of magnetic poles 112B in the first direction is greater than Q+x1 and less than or equal to Q+x2.
  • the height of the third pair of magnetic poles 112D in the first direction is greater than Q-x1 and less than Q-x3.
  • the height of the fourth pair of magnetic poles 112D in the first direction is greater than or equal to Q+x3 and less than or equal to Q+x1, where 0 ⁇ x3 ⁇ x1 ⁇ x2 ⁇ 0.04mm.
  • the tolerance of the first pair of magnetic poles is [-0.04, -0.02]
  • the tolerance of the second pair of magnetic poles is (0.02, 0.04]
  • the tolerance of the third pair of magnetic poles is (-0.02, 0)
  • the tolerance of the fourth pair of magnetic poles is [0, 0.02].
  • the tolerance of the first pair of magnetic poles is [-0.02, -0.01]
  • the tolerance of the second pair of magnetic poles is (0.01, 0.02]
  • the tolerance of the third pair of magnetic poles is (-0.01, 0)
  • the tolerance of the fourth pair of magnetic poles is [0, 0.01].
  • the first pair of magnetic poles 112B includes M poles
  • the second pair of magnetic poles 112C includes N poles
  • the third pair of magnetic poles 112D includes m poles
  • the fourth pair of magnetic poles 112F includes n poles, and
  • This application does not limit the number of magnetic pole pairs; there can be a fifth pair, a sixth pair, etc., as described above.
  • the smaller the tolerance range for each type of magnetic pole pair the easier and more precise the matching, and the better the tolerance of the magnet assembly can be controlled.
  • a magnetic pole pair refers to a pair of magnetic poles.
  • the multiple pairs of magnetic poles 112A can be divided into more categories according to the tolerance of the multiple pairs of magnetic poles 112A.
  • the specific classification can refer to the classification methods of the first pair of magnetic poles, the second pair of magnetic poles, the third pair of magnetic poles and the fourth pair of magnetic poles mentioned above, which will not be elaborated here.
  • each pair of magnetic poles 112A in the first direction can be measured as follows: Taking the magnet arrangement of the first motor as an example, each pair of magnetic poles includes four ring-shaped permanent magnets stacked sequentially along the first direction. These four permanent magnets can be connected by attractive force or by adhesive bonding. If adhesive bonding is used, the height of each pair of magnetic poles along the first direction includes the total height of the four permanent magnets and the adhesive layer in between along the first direction. If the four permanent magnets are connected by attractive force, the height of each pair of magnetic poles along the first direction refers to the total height of the four permanent magnets along the first direction. By sequentially measuring the height of each pair of magnetic poles along the first direction of the magnet assembly and calculating the average value, Q is obtained.
  • Figure 81 is a schematic diagram of the structure of the magnet assembly 112 in the motor shown in Figure 5.
  • the magnet assembly 112 includes a first magnet 1121 and a second magnet 1122 stacked along a first direction.
  • the tolerance of the first magnet is [-b, -a], and the tolerance of the second magnet is (a, b], where a and b are both greater than 0, and 0 ⁇ a ⁇ b ⁇ 0.04 mm.
  • the first magnet 1121 includes D1 magnets
  • the second magnet includes D2 magnets, wherein
  • 1 or
  • 0.
  • first magnet 1121 and the second magnet 1122 are not necessarily stacked alternately.
  • the first magnet 1121 includes a first-type magnetized magnet along a first direction and a first-type magnetized magnet along a second direction
  • the second magnet includes a second-type magnetized magnet along the first direction and a second-type magnetized magnet along the second direction.
  • the first direction is perpendicular to the second direction.
  • the height of a first-type magnet magnetized in the first direction is greater than or equal to A-b and less than or equal to A-a in the first direction; the height of a first-type magnet magnetized in the second direction is greater than or equal to B-b and less than or equal to B-a in the first direction.
  • the height of a magnet magnetized in the first direction of the second type is greater than A+a and less than or equal to A+b in the first direction; the height of a magnet magnetized in the second direction of the second type is greater than B+a and less than or equal to B+b in the first direction.
  • a and B are both greater than 0, and A and B can be the same or different.
  • First-direction magnets of the first type and second-direction magnets are grouped into one type of magnet, denoted as first-direction magnets. The average of the measured heights of multiple first-direction magnets is used to obtain A.
  • Second-direction magnets of the first type and second-direction magnets are grouped into one type of magnet, denoted as second-direction magnets. The average of the measured heights of multiple second-direction magnets is used to obtain B.
  • the permanent magnets of the first motor are arranged in a Heilbeck pattern, including permanent magnets magnetized in the first direction and permanent magnets magnetized in the second direction.
  • the average value of the measured height of all the magnets magnetized in the first direction in the first direction is A
  • the average value of the measured height of all the magnets magnetized in the second direction in the first direction is B.
  • the number of magnets magnetized in the first direction is X
  • the number of magnets magnetized in the second direction is Y.
  • the number of magnets magnetized in the first direction in the first category is X1
  • the number of magnets magnetized in the second direction in the first category is Y1
  • X, Y, M, N, X1, X2, Y1, and Y2 are all positive integers.
  • the heights of all magnets in the first direction are essentially the same (i.e., the same regardless of tolerance). Therefore, the height of the first magnet satisfies [A-b, A-a], and the height of the second magnet satisfies (A+a, A+b], where 0 ⁇ a ⁇ b ⁇ 0.04 mm.
  • the average measured height of all magnets in the first direction in the magnet assembly is then represented by A.
  • the first magnet 1121 When assembling the magnet assembly 112, the first magnet 1121 has a negative tolerance, and the second magnet 1122 has a positive tolerance. Furthermore, the tolerance range of the first magnet 1121 is the same as that of the second magnet 1122. This means that after the first magnet 1121 and the second magnet 1122 are assembled together, their tolerances can at least partially cancel each other out, resulting in a smaller overall tolerance for the first magnet 1121 and the second magnet 1122. This reduces the tolerance (i.e., height error) of the magnet assembly 112 in the first direction, reduces the offset of the magnetic pole 112A position in the first direction, and consequently reduces the cogging force fluctuation of the magnet assembly 112, the ripple force of the motor, and the resistance of the motor.
  • the tolerance i.e., height error
  • the tolerances of the first magnet 1121 and the second magnet 1122 are both small. After the first magnet 1121 and the second magnet 1122 are stacked, the tolerances of the first magnet 1121 and the second magnet 1122 will cancel each other out by at least part, and the overall tolerance of the first magnet 1121 and the second magnet 1122 will be smaller, which is more conducive to reducing the tolerance of the magnet assembly 112.
  • the value of b can be 0.017mm, 0.018mm, 0.019mm, 0.02mm, 0.23mm, 0.25mm, 0.28mm, 0.3mm, 0.32mm, 0.35mm, 0.38mm, 0.4mm, etc.
  • the value of a can be 0mm, 0.01mm, 0.011mm, 0.012mm, 0.013mm, 0.014mm, 0.015mm, 0.23mm, 0.25mm, 0.28mm, 0.3mm, 0.32mm, 0.35mm, etc.
  • the tolerance range of the first magnet 1121 is -0.02mm to 0mm.
  • the tolerance range of the second magnet 1122 is 0mm to 0.02mm.
  • first magnets 1121 and multiple second magnets 1122 there are multiple first magnets 1121 and multiple second magnets 1122, and the multiple first magnets 1121 and multiple second magnets 1122 are arranged alternately along the first direction. That is, a second magnet 1122 is provided between any two adjacent first magnets 1121, and a first magnet 1121 is also provided between any two adjacent second magnets 1122.
  • first magnets 1121 and second magnets 1122 i.e., adjacent first magnets 1121 and second magnets 1122
  • the tolerances of each pair of first magnets 1121 and second magnets 1122 will be partially offset after assembly, thereby eliminating more of the tolerances of the magnet assembly 112 in the first direction, so as to reduce the ripple force of the motor 1 and reduce the resistance of the motor 1.
  • the magnet assembly 112 includes a plurality of magnets, including a first-direction magnetized magnet magnetized along a first direction and a second-direction magnetized magnetized along a second direction, wherein the first direction is perpendicular to the second direction.
  • the first-direction magnets and the second-direction magnets are alternately stacked, and the magnetization directions of two adjacent first-direction magnets are opposite, the magnetization directions of two adjacent second-direction magnets are opposite, and the four adjacent magnets form a pair of magnetic poles.
  • the magnetization direction of the first type of magnetized magnet in the first direction can be opposite to that of the second type of magnetized magnet in the first direction.
  • the magnet assembly 112 has only a first type of magnetized magnet in the first direction and a second type of magnetized magnet in the first direction.
  • one of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along a sixth direction (direction Y1 shown in FIG. 70)
  • the other of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along a third direction (direction Y2 shown in FIG. 70).
  • the sixth direction is opposite to the third direction, and both the sixth direction and the third direction are parallel to the first direction.
  • the housing is a cylindrical structure, and both the first magnet and the second magnet are annular structures.
  • the axial direction of the first magnet, the axial direction of the second magnet, and the axial direction of the housing are all aligned with the axial direction of the spindle.
  • Both the first-type magnet in the first direction and the second-type magnet in the first direction are magnetized along the axial direction of the spindle, but their magnetization directions are opposite.
  • adjacent magnets in the first direction and the second-type magnet in the first direction can form a pair of magnetic poles 112A, which can then cooperate with the winding structure 122 to provide power to the motor.
  • Figure 82 is a schematic diagram of another magnetization method for the magnet assembly 112 in the motor shown in Figure 5.
  • the magnetization direction of the first type of magnetized magnet in the first direction and the magnetization direction of the second type of magnetized magnet in the first direction are both perpendicular to the first direction, and the magnetization direction of the first type of magnetized magnet in the first direction is opposite to that of the second type of magnetized magnet in the first direction.
  • the magnet assembly 112 has only a first type of magnetized magnet in the first direction and a second type of magnetized magnet in the first direction.
  • one of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along a fourth direction (direction Y3 shown in FIG. 82), and the other of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along a fifth direction (direction Y4 shown in FIG. 82).
  • the fourth direction and the fifth direction are opposite, and both the fourth direction and the fifth direction are perpendicular to the first direction.
  • the housing is a cylindrical structure, and both the first magnet and the second magnet are annular structures.
  • the axial direction of the first magnet, the axial direction of the second magnet, and the axial direction of the housing are all aligned with the axial direction of the spindle.
  • Both the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized radially along the spindle, but their magnetization directions are opposite.
  • adjacent first magnets 1121 and second magnets 1122 can form a pair of magnetic poles 112A, thereby cooperating with the winding structure 122 to provide power to the motor.
  • the magnetization direction of one of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction is parallel to the first direction, and the magnetization direction of the other type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction is perpendicular to the first direction.
  • the housing is a cylindrical structure, and both the first magnet and the second magnet are annular structures.
  • the axial direction of the first magnet, the axial direction of the second magnet, and the axial direction of the housing are all aligned with the axial direction of the spindle.
  • One of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along the axial direction of the spindle, and the other type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along the radial direction of the spindle.
  • first magnets 1121 and second magnets 1122 can form a pair of magnetic poles 112A, thereby cooperating with the winding structure 122 to provide power to the motor.
  • the magnet assembly 112 includes a third magnet 1123 stacked with the first magnet 1121 and the second magnet 1122.
  • the tolerance of the first magnet is [-b, -a]
  • the tolerance of the second magnet is (a, b], where a and b are both greater than 0, and 0 ⁇ a ⁇ b ⁇ 0.04 mm
  • the tolerance of the third magnet is (-a, a).
  • the first magnet 1121 includes M units, and the second magnet includes N units, wherein
  • 1 or
  • 0.
  • first magnet 1121 and the second magnet 1122 are not necessarily stacked alternately.
  • the first magnet 1121 includes a first type of magnetized magnet in a first direction and a first type of magnetized magnet in a second direction
  • the second magnet includes a second type of magnetized magnet in a first direction and a second type of magnetized magnet in a second direction
  • the third magnet includes a third type of magnetized magnet in a first direction magnetized along a first direction and a third type of magnetized magnet in a second direction magnetized along a second direction.
  • the height of the first type of magnetized magnet in the first direction is greater than or equal to A-b and less than or equal to A-a in the first direction; the height of the first type of magnetized magnet in the second direction is greater than or equal to B-b and less than or equal to B-a in the first direction.
  • the height of a magnet magnetized in the first direction of the second type is greater than A+a and less than or equal to A+b in the first direction; the height of a magnet magnetized in the second direction of the second type is greater than B+a and less than or equal to B+b in the first direction.
  • a and B are both greater than 0, and A and B can be the same or different.
  • the height of a third type of magnet magnetized in the first direction is greater than A-a and less than or equal to A+a in the first direction; the height of a third type of magnet magnetized in the second direction is greater than B-a and less than or equal to B+a in the first direction.
  • a and B are both greater than 0, and A and B can be the same or different.
  • Magnets of type I, type II, and type III in the first direction are grouped into one category and denoted as magnets of the first direction. The average of the measured heights of multiple magnets of the first direction is used to obtain A.
  • magnets of type I, type II, and type III in the second direction are grouped into one category and denoted as magnets of the second direction. The average of the measured heights of multiple magnets of the second direction is used to obtain B.
  • the permanent magnets of the first motor are arranged in a Heilbeck pattern, including permanent magnets magnetized in the first direction and permanent magnets magnetized in the second direction.
  • the average value of the measured height of all the magnets magnetized in the first direction in the first direction is A
  • the average value of the measured height of all the magnets magnetized in the second direction in the first direction is B.
  • the number of magnets magnetized in the first direction is X
  • the number of magnets magnetized in the second direction is Y
  • the number of magnets magnetized in the first direction of the first type is X1
  • the number of magnets magnetized in the first direction of the second type is X2
  • ⁇ 1, and X, Y, M, N, X1, X2, X3, Y1, Y2, and Y3 are all positive integers; preferably, M N.
  • the heights of all magnets in the first direction are essentially the same (i.e., the same regardless of tolerance). Therefore, the height of the first magnet satisfies [A-b, A-a], the height of the second magnet satisfies (A+a, A+b], and the height of the third magnet satisfies (A-a, A+a], where 0 ⁇ a ⁇ b ⁇ 0.04 mm.
  • the average measured height of all magnets in the first direction in the magnet assembly is A.
  • the magnet assembly 112 further includes a third magnet 1123 and a fourth magnet 1124 stacked with the first magnet 1121 and the second magnet 1122.
  • the tolerance of the first magnet is [-b, -a]
  • the tolerance of the second magnet is (a, b]
  • the tolerance of the third magnet is (-a, -c]
  • the tolerance of the fourth magnet is (c, a], where a and b are both greater than 0, and 0 ⁇ c ⁇ a ⁇ b ⁇ 0.04 mm.
  • the first magnet 1121 comprises D1 magnets
  • the second magnet comprises D2 magnets, wherein
  • 1 or
  • 0.
  • the third magnet comprises E1 magnets
  • the fourth magnet comprises E2 magnets, wherein
  • 1 or
  • 0.
  • first magnet 1121, the second magnet 1122, the third magnet, and the fourth magnet do not necessarily need to be stacked alternately or sequentially. They can be arranged randomly, as long as the number meets the above requirements.
  • the first magnet 1121 includes a first type of magnetized magnet in a first direction and a first type of magnetized magnet in a second direction
  • the second magnet includes a second type of magnetized magnet in a first direction and a second type of magnetized magnet in a second direction
  • the third magnet includes a third type of magnetized magnet in a first direction and a third type of magnetized magnet in a second direction
  • the fourth magnet includes a fourth type of magnetized magnet in a first direction and a fourth type of magnetized magnet in a second direction.
  • the height of the first type of magnetized magnet in the first direction is greater than or equal to A-b and less than or equal to A-a in the first direction; the height of the first type of magnetized magnet in the second direction is greater than or equal to B-b and less than or equal to B-a in the first direction.
  • the height of a magnet magnetized in the first direction of the second type is greater than A+a and less than or equal to A+b in the first direction; the height of a magnet magnetized in the second direction of the second type is greater than B+a and less than or equal to B+b in the first direction.
  • a and B are both greater than 0, and A and B can be the same or different.
  • the height in the first direction is greater than or equal to A-a and less than A-c; for a third type of magnet magnetized in the second direction, the height in the first direction is greater than or equal to B-a and less than or equal to B+a. Where A and B are both greater than 0, and A and B can be the same or different.
  • the fourth type of magnet with a first-direction magnet has a height greater than or equal to A+a and less than A+c in the first direction; the fourth type of magnet with a second-direction magnet has a height greater than or equal to B+c in the first direction and less than or equal to B+a.
  • a and B are both greater than 0, and A and B can be the same or different.
  • Magnets of the first, second, third, and fourth types that are axially magnetized are grouped into one type of magnet, denoted as "magnetic magnets of the first direction". The average of the measured heights of multiple magnets of the first direction is used to obtain A.
  • magnets of the first, second, third, and fourth types that are magnetized in the second direction are grouped into one type of magnet, denoted as "magnetic magnets of the second direction”. The average of the measured heights of multiple magnets of the second direction is used to obtain B.
  • the permanent magnets of the first motor are arranged in a Heilbeck pattern, including permanent magnets magnetized in the first direction and permanent magnets magnetized in the second direction.
  • the average value of the measured height of all the magnets magnetized in the first direction in the first direction is A
  • the average value of the measured height of all the magnets magnetized in the second direction in the first direction is B.
  • the number of magnets magnetized in the first direction is X
  • the number of magnets magnetized in the second direction is Y
  • the number of magnets magnetized in the first direction in the first category is X1
  • the number of magnets magnetized in the first direction in the second category is X2
  • the number of magnets magnetized in the first direction in the third category is X3
  • the number of magnets magnetized in the second direction in the first category is Y1
  • the number of magnets magnetized in the second direction in the second category is Y2
  • the number of magnets magnetized in the second direction in the third category is Y3
  • first and second magnets can be used in the same or nearly the same number
  • third and fourth magnets can be used in the same or nearly the same number. This allows for greater cancellation of positive and negative tolerances, resulting in a smaller tolerance range for the magnet assembly and better reduction of wave dynamics.
  • the height of the first magnet satisfies [A-b, A-a], the height of the second magnet satisfies (A+a, A+b], the height of the third magnet satisfies (A-a, A+c), and the height of the fourth magnet satisfies (A+c, A+a), where 0 ⁇ c ⁇ a ⁇ b ⁇ 0.04 mm.
  • b ⁇ 0.02 mm.
  • the average measured height of all magnets in the first direction is A.
  • the multiple magnets of magnet assembly 112 can be divided into more categories according to their tolerances.
  • the classification method can refer to the classification method of first magnet 1121, second magnet 1122, third magnet 1123 and fourth magnet 1124, which will not be elaborated here.
  • a magnet component including a first magnet, a second magnet, and a third magnet may be a preferred embodiment.
  • a magnet component including a first magnet, a second magnet, a third magnet, and a fourth magnet is also a preferred embodiment. Which embodiment of magnet classification is preferred depends on the number of magnets in the magnet component.
  • FIG83 is a schematic diagram of another magnetization method of the magnet assembly 112 in the motor shown in FIG5.
  • the third magnet 1123 is disposed between the first magnet 1121 and the second magnet 1122
  • the fourth magnet 1124 is disposed on the side of the second magnet 1122 that is opposite to the first magnet 1121.
  • first magnet 1121, the third magnet 1123, the second magnet 1122, and the fourth magnet 1124 are arranged alternately in sequence.
  • the magnetization directions of the first magnet 1121 and the second magnet 1122 are both parallel to the first direction, and the magnetization directions of the first magnet 1121 and the second magnet 1122 are opposite to each other.
  • the magnetization directions of the third magnet 1123 and the fourth magnet 1124 are both perpendicular to the first direction, and the magnetization directions of the third magnet 1123 and the fourth magnet 1124 are opposite to each other.
  • one of the first magnet 1121 and the second magnet 1122 is magnetized along the sixth direction, and the other of the first magnet 1121 and the second magnet 1122 is magnetized along the third direction.
  • the sixth direction is opposite to the third direction, and both the sixth direction and the third direction are parallel to the first direction.
  • One of the third magnet 1123 and the fourth magnet 1124 is magnetized along the fourth direction, and the other of the third magnet 1123 and the fourth magnet 1124 is magnetized along the fifth direction.
  • the fourth direction is opposite to the fifth direction, and both the fourth direction and the fifth direction are perpendicular to the first direction.
  • the first magnet 1121, the second magnet 1122, the third magnet 1123, and the fourth magnet 1124 form a pair of magnetic poles 112A. That is, the arrangement of the multiple magnets in the magnet assembly 112 is a Heilbeck arrangement. This arrangement can increase the magnetic field strength, increase the power density of the motor, and thus increase the thrust of the motor.
  • the magnet assembly 112 includes multiple pairs of magnetic poles 112A arranged along a first direction.
  • the magnets 1121 and 1122, and a pair of third magnets 1123 and fourth magnets 1124 may be arranged alternately in sequence. This application does not impose any specific limitations on this arrangement.
  • a pair of magnetic poles 112A includes four magnets: a first magnet 1121, a second magnet 1122, a third magnet 1123, and a fourth magnet 1124.
  • the four magnets of a pair of magnetic poles 112A are first glued together in sequence, and then multiple pairs of magnetic poles 112A are glued together in sequence.
  • the remaining 1 to 3 magnets need to be selected appropriately. For example, if there are 69 layers of magnets, the remaining layer should be selected with the tolerance closest to 0 in the tolerance classification; if there are 70 layers of magnets, the remaining two layers should be selected with tolerances that can cancel each other out; if there are 71 layers of magnets, the remaining three layers should be selected with one layer with the tolerance closest to 0 and two layers with tolerances that can cancel each other out.
  • the applicant achieved a tolerance of 0.13mm for the magnet assembly of the second motor, which did not reach the ideal tolerance of (-0.119, 0.119), or even lower.
  • the applicant believes that by continuously adjusting the configuration of the magnets based on the above method, the tolerance can be made even smaller, for example, the tolerance of the magnet assembly of the fifth motor is basically 0.119mm.
  • the applicant also provided a sixth motor, which the inventor designed based on the analysis of the first motor, by reducing the maximum difference between the first base resistance and the base resistance. Specifically:
  • the clearance between the upper bearing and the spindle of the sixth motor was adjusted to 0.08mm.
  • the sixth motor was then measured using the aforementioned method, and it was found that the no-load resistance of the sixth motor was within the range of 42-276N, indicating a significant improvement in performance.
  • the friction coefficient ⁇ 1 between the bearing and its mating parts satisfies the condition: 0.05 ⁇ ⁇ 1 ⁇ 0.15, making it relatively easy to control the basic resistance value within a reasonable range.
  • the friction coefficient ⁇ 1 can be 0.05, 0.06, 0.07, 0.08, 0.09, 0.1, 0.11, 0.12, 0.135, 0.15, etc.
  • ⁇ 1 and ⁇ 2 refer to the coefficient of friction when there is a relative movement of 1 mm/s.
  • Figure 114 is used as an example for illustration.
  • Figure 114 shows the relationship between the bearing's coefficient of friction and the relative speed of the first and second components.
  • the test condition for the no-load resistance is the resistance value within a uniform motion range of 1 mm/s.
  • Figure 114 is a measured diagram of the improved bearing by the inventors.
  • the coefficient of friction between the spindle 121 and the first bearing 115 is ⁇ 1.
  • the coefficient of friction between the guide rod 1142 and the second bearing 124 is also denoted as ⁇ 1.
  • the friction coefficient ⁇ 1 By setting the friction coefficient ⁇ 1 to the range of 0.05-0.15, the friction coefficient between the other of the first component 11 and the second component 12 and the bearing can be reduced, thereby reducing the axial friction force between the other of the first component 11 and the second component 12 and the bearing, that is, reducing the first basic resistance value of the first component 11 at the first position, so that the relative movement of the first component 11 and the second component 12 is more stable and smoother.
  • Figure 27 is a graph showing the relationship between the friction coefficient of the bearing and the initial basic resistance f1 experienced by the first component 11 at the first position.
  • the friction coefficient ⁇ 1 exceeds 0.12
  • the basic resistance is relatively large, and the increase in basic resistance is also rapid with the increase of the friction coefficient.
  • the friction coefficient is less than 0.05
  • the initial basic resistance experienced by the first component 11 at the first position is relatively small, which may result in the no-load resistance being less than 10N under the influence of the wave force fb, potentially leading to knocking noises. Therefore, setting the friction coefficient ⁇ 1 to the range of 0.05-0.12 allows the initial basic resistance experienced by the first component 11 at the first position to be within a suitable range.
  • the coefficient of friction ⁇ 1 between the bearing and its mating parts satisfies: 0.1 ⁇ ⁇ 1 ⁇ 0.165.
  • the value of the coefficient of friction ⁇ 1 can be 0.1, 0.11, 0.12, 0.13, 0.14, 0.15, 0.16, 0.165, etc.
  • the coefficient of friction ⁇ 1 between the bearing and its mating parts satisfies: 0.1 ⁇ ⁇ 1 ⁇ 0.145.
  • the value of the coefficient of friction ⁇ 1 can be 0.1, 0.11, 0.12, 0.13, 0.14, 0.145, etc.
  • the coefficient of friction ⁇ 1 between the bearing and its mating parts satisfies: 0.1 ⁇ ⁇ 1 ⁇ 0.15.
  • the value of the coefficient of friction ⁇ 1 can be 0.1, 0.11, 0.12, 0.13, 0.14, 0.15, etc.
  • a coefficient of friction ⁇ 1 in the range of 0.1-0.15 allows the initial basic resistance value experienced by the first component 11 at the first position to be within a more suitable range, thereby making the further relative movement of the first component 11 and the second component 12 more stable and smoother.
  • the coefficient of friction ⁇ 1 satisfies: 0.12 ⁇ ⁇ 1 ⁇ 0.135.
  • the value of the coefficient of friction ⁇ 1 can be 0.12, 0.125, 0.13, 0.135, etc.
  • a coefficient of friction ⁇ 1 in the range of 0.12-0.135 allows the initial resistance value experienced by the first component 11 at the first position to be within a more suitable range, thereby making the further relative movement of the first component 11 and the second component 12 more stable and smoother.
  • the coefficient of friction ⁇ 1 satisfies: 0.08 ⁇ ⁇ 1 ⁇ 0.135.
  • the value of the coefficient of friction ⁇ 1 can be 0.08, 0.09, 0.1, 0.11, 0.12, 0.135, etc.
  • a coefficient of friction ⁇ 1 in the range of 0.08-0.135 allows the initial resistance value experienced by the first component 11 at the first position to be within a more suitable range, thereby making the further relative movement of the first component 11 and the second component 12 more stable and smoother.
  • the first bearing 115 includes a base 41 and a first solid lubricant.
  • the first mating surface 411 of the base 41 of the first bearing 115 mates with the spindle 121.
  • the second bearing 124 includes a base 41 and a first fixed lubricant.
  • the first mating surface 411 of the base 41 of the second bearing 124 mates with the guide member 114. At least a portion of the first solid lubricant is exposed above the first mating surface 411, meaning the first solid lubricant is visible and tangible from the first mating surface 411.
  • the mating surface of the fixed lubricant may be flush with, below, or above the first mating surface 411.
  • the first mating surface 411 refers to the surface of the base 41 facing the other of the first component 11 and the second component 12, i.e., the inner wall surface of the base 41.
  • the inner wall surface of the base 41 of the first bearing 115 is the first mating surface 411 of the first bearing 115.
  • the inner wall surface of the base 41 of the second bearing 124 is the first mating surface 411 of the second bearing 124.
  • the first solid lubricant is a lubricating coating disposed on the first mating surface 411 of the substrate 41.
  • the lubricating coating can contact the spindle or guide to lubricate the spindle or guide and reduce friction.
  • the material of the first solid lubricant includes at least one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide. That is, the material of the first solid lubricant can be one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide, or it can be a mixture of at least two of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide.
  • the aforementioned material has good lubrication properties, and the use of the aforementioned material in the first solid lubricant can provide good lubrication for the other of the first component 11 and the second component 12 and the bearing.
  • the material of the first solid lubricant can be a diamond carbon coating, a polytetrafluoroethylene coating, etc.
  • the thickness of the lubricating coating can be 1 ⁇ m-10 ⁇ m.
  • the thickness of the lubricating coating can be 1 ⁇ m, 3 ⁇ m, 5 ⁇ m, 7 ⁇ m, 9 ⁇ m, 10 ⁇ m, etc.
  • Lubricating coatings can be applied to the substrate using processes such as electrochemical methods, spraying, vacuum magnetron sputtering, and chemical vapor deposition to ensure strong adhesion to the substrate.
  • the material of the first solid lubricant can be high-purity graphite, oil-containing graphite, modified lubricant graphite, etc.
  • the materials of the first solid lubricant include polytetrafluoroethylene (PTFE) and graphite.
  • PTFE polytetrafluoroethylene
  • the PTFE comprises 80% or more by mass and 95% or less by mass.
  • the graphite comprises 5% or more by mass and 20% or less by mass.
  • the mass percentage of polytetrafluoroethylene is 80% and the mass percentage of graphite is 20%. Or, the mass percentage of PTFE is 85% and the mass percentage of graphite is 15%. Or, the mass percentage of PTFE is 90% and the mass percentage of graphite is 10%. Or, the mass percentage of PTFE is 95% and the mass percentage of graphite is 5%, etc.
  • the first solid lubricant made by mixing polytetrafluoroethylene and graphite in the above-mentioned mass percentages, has better lubrication performance and can play a better lubrication role, so as to more effectively reduce the coefficient of friction between the other of the first component 11 and the second component 12 and the bearing.
  • the matrix is a polymer matrix, a copper alloy matrix, a nickel alloy matrix, or a steel matrix.
  • Polymer matrices, copper alloy matrices, nickel alloy matrices, and steel matrices all possess good self-lubricating properties, which can improve the lubrication performance between the other of the first component 11 and the second component 12 and the bearing, and reduce the coefficient of friction between the other of the first component 11 and the second component 12 and the bearing.
  • the matrix material when the matrix is a copper alloy matrix, can be selected as tin bronze.
  • Steel is an iron-carbon alloy with a carbon content between 0.02% and 2.11% by mass.
  • the coefficient of friction ⁇ 1 between the guide and the spindle and the base body satisfies: 0.05 ⁇ ⁇ 1 ⁇ 0.3.
  • ⁇ 1 can be 0.05, 0.08, 0.1, 0.15, 0.2, 0.25, 0.3, etc.
  • the coefficient of friction ⁇ 1 satisfies: 0.05 ⁇ ⁇ 1 ⁇ 0.15.
  • ⁇ 1 can be 0.05, 0.07, 0.08, 0.1, 0.12, 0.15, etc.
  • the matrix is a polymer matrix
  • its hardness is 50 to 100 HD.
  • the hardness of the matrix can be 50 HD, 60 HD, 70 HD, 80 HD, 90 HD, 100 HD, etc.
  • the matrix is a copper alloy or nickel alloy, its hardness ranges from 100HV to 400HV.
  • the hardness of the matrix can be 100HV, 200HV, 300HV, 400HV, etc.
  • the first solid lubricant is disposed on the first mating surface, and the thickness h3 of the first solid lubricant satisfies: 1 ⁇ m ⁇ h3 ⁇ 10 ⁇ m.
  • the value of h3 can be 1 ⁇ m, 2 ⁇ m, 3 ⁇ m, 4 ⁇ m, 5 ⁇ m, 6 ⁇ m, 7 ⁇ m, 8 ⁇ m, 9 ⁇ m, 10 ⁇ m, etc.
  • the first solid lubricant By placing the first solid lubricant on the first mating surface and setting its thickness within the aforementioned range, the first solid lubricant can fully contact the other component of the first component 11 and the other component of the second component 12 when the other component slides relative to the bearing, and has good support, thereby better lubricating the other component of the first component 11 and the other component of the second component 12, so as to reduce the coefficient of friction between the other component of the first component 11 and the second component 12 and the bearing.
  • the static friction coefficient is not easy to measure, it is generally considered to be the static friction coefficient when the relative moving speed is less than 1 mm/s.
  • the friction coefficient between 1 mm/s and 10 mm/s is the measurement range of ⁇ 1 and ⁇ 2 in this application.
  • the bearing includes a base 41 and a first solid lubricant, which is a coating applied to the inner wall surface of the base 41.
  • the bearing includes a base 41 and a first solid lubricant, and the bearing also includes grease coated on the inner wall surface of the base.
  • the sixth motor also uses lithium-based grease coated on the inner wall surface of the base.
  • the bearing includes a base 41 and a first solid lubricant, the first solid lubricant being a columnar structure embedded in a receiving hole, and the bearing also includes grease, which is coated on the inner wall surface of the base 41.
  • the first solid lubricant By setting the first solid lubricant, when the grinding element moves relative to the bearing, the first solid lubricant can play a lubricating role, thereby reducing the friction between the other of the first component 11 and the second component 12 and the bearing, reducing the first basic resistance f1 of the first component 11 in the first position in the motor 1, and reducing the no-load resistance value of the motor 1.
  • the grinding element refers to the spindle 121 or the guide 114.
  • the grinding element For the upper bearing (i.e., the first bearing 115), the grinding element refers to the spindle 121.
  • the lower bearing i.e., the second bearing 124), the grinding element refers to the guide 114.
  • the friction coefficient ⁇ 1 between the bearing and its mating parts satisfies the condition: 0.05 ⁇ ⁇ 1 ⁇ 0.15, making it relatively easy to control the basic resistance value within a reasonable range.
  • the friction coefficient ⁇ 1 can be 0.05, 0.06, 0.07, 0.08, 0.09, 0.1, 0.11, 0.12, 0.135, 0.15, etc.
  • ⁇ 1 and ⁇ 2 refer to the coefficient of friction when there is a relative movement of 1 mm/s.
  • Figure 114 is used as an example for illustration.
  • Figure 114 shows the relationship between the bearing's coefficient of friction and the relative speed of the first and second components.
  • the test condition for the no-load resistance is the resistance value within a uniform motion range of 1 mm/s.
  • Figure 114 is a drawing obtained from actual measurements after the inventors improved the bearing.
  • the coefficient of friction between the spindle 121 and the first bearing 115 is ⁇ 1.
  • the coefficient of friction between the guide rod 1142 and the second bearing 124 is also denoted as ⁇ 1.
  • the friction coefficient ⁇ 1 By setting the friction coefficient ⁇ 1 to the range of 0.05-0.15, the friction coefficient between the other of the first component 11 and the second component 12 and the bearing can be reduced, thereby reducing the axial friction force between the other of the first component 11 and the second component 12 and the bearing, that is, reducing the first basic resistance value f1 experienced by the first component 11 at the first position, so that the relative movement of the first component 11 and the second component 12 is more stable and smoother.
  • Figure 27 is a graph showing the relationship between the friction coefficient of the bearing and the initial basic resistance f1 experienced by the first component 11 at the first position.
  • the friction coefficient ⁇ 1 exceeds 0.12
  • the basic resistance is relatively large, and the increase in basic resistance is also rapid with the increase of the friction coefficient.
  • the friction coefficient is less than 0.05
  • the initial basic resistance f1 experienced by the first component 11 at the first position will be relatively small, which may result in the no-load resistance being less than 10N under the influence of the wave force value fb, potentially leading to knocking noises. Therefore, setting the friction coefficient ⁇ 1 to the range of 0.05-0.12 allows the initial basic resistance f1 experienced by the first component 11 at the first position to be within a suitable range.
  • the coefficient of friction ⁇ 1 satisfies: 0.08 ⁇ ⁇ 1 ⁇ 0.135.
  • the value of the coefficient of friction ⁇ 1 can be 0.08, 0.09, 0.1, 0.11, 0.12, 0.135, etc.
  • a coefficient of friction ⁇ 1 in the range of 0.08-0.135 allows the initial basic resistance value f1 experienced by the first component 11 at the first position to be within a more suitable range, thereby making the further relative movement of the first component 11 and the second component 12 more stable and smoother.
  • the first bearing 115 includes a base 41 and a first solid lubricant.
  • the first mating surface 411 of the base 41 of the first bearing 115 mates with the spindle 121.
  • the second bearing 124 includes a base 41 and a first fixed lubricant.
  • the first mating surface 411 of the base 41 of the second bearing 124 mates with the guide member 114. At least a portion of the first solid lubricant is exposed above the first mating surface 411, meaning the first solid lubricant is visible and tangible from the first mating surface 411.
  • the mating surface of the fixed lubricant may be flush with, below, or above the first mating surface 411.
  • the first mating surface 411 refers to the surface of the base 41 facing the other of the first component 11 and the second component 12, i.e., the inner wall surface of the base 41.
  • the inner wall surface of the base 41 of the first bearing 115 is the first mating surface 411 of the first bearing 115.
  • the inner wall surface of the base 41 of the second bearing 124 is the first mating surface 411 of the second bearing 124.
  • the first solid lubricant is a lubricating coating disposed on the first mating surface 411 of the substrate 41.
  • the lubricating coating can contact the spindle or guide to lubricate the spindle or guide and reduce friction.
  • the material of the first solid lubricant includes at least one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide. That is, the material of the first solid lubricant can be one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide, or it can be a mixture of at least two of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide.
  • the aforementioned material has good lubrication properties, and the use of the aforementioned material in the first solid lubricant can provide good lubrication for the other of the first component 11 and the second component 12 and the bearing.
  • the material of the first solid lubricant can be a diamond carbon coating, a polytetrafluoroethylene coating, etc.
  • the thickness of the lubricating coating can be 1 ⁇ m-10 ⁇ m.
  • the thickness of the lubricating coating can be 1 ⁇ m, 3 ⁇ m, 5 ⁇ m, 7 ⁇ m, 9 ⁇ m, 10 ⁇ m, etc.
  • Lubricating coatings can be applied to the substrate using processes such as electrochemical methods, spraying, vacuum magnetron sputtering, and chemical vapor deposition to ensure strong adhesion to the substrate.
  • the material of the first solid lubricant can be high-purity graphite, oil-containing graphite, modified lubricant graphite, etc.
  • the materials of the first solid lubricant include polytetrafluoroethylene (PTFE) and graphite.
  • PTFE polytetrafluoroethylene
  • the PTFE comprises 80% or more by mass and 95% or less by mass.
  • the graphite comprises 5% or more by mass and 20% or less by mass.
  • the mass percentage of polytetrafluoroethylene is 80% and the mass percentage of graphite is 20%. Or, the mass percentage of PTFE is 85% and the mass percentage of graphite is 15%. Or, the mass percentage of PTFE is 90% and the mass percentage of graphite is 10%. Or, the mass percentage of PTFE is 95% and the mass percentage of graphite is 5%, etc.
  • the first solid lubricant made by mixing polytetrafluoroethylene and graphite in the above-mentioned mass percentages, has better lubrication performance and can play a better lubrication role, so as to more effectively reduce the coefficient of friction between the other of the first component 11 and the second component 12 and the bearing.
  • the matrix is a polymer matrix, a copper alloy matrix, a nickel alloy matrix, or a steel matrix.
  • Polymer matrices, copper alloy matrices, nickel alloy matrices, and steel matrices all possess good self-lubricating properties, which can improve the lubrication performance between the other of the first component 11 and the second component 12 and the bearing, and reduce the coefficient of friction between the other of the first component 11 and the second component 12 and the bearing.
  • the matrix material when the matrix is a copper alloy matrix, can be selected as tin bronze.
  • Steel is an iron-carbon alloy with a carbon content between 0.02% and 2.11% by mass.
  • the coefficient of friction ⁇ 1 between the guide and the spindle and the base body satisfies: 0.05 ⁇ ⁇ 1 ⁇ 0.3.
  • ⁇ 1 can be 0.05, 0.08, 0.1, 0.15, 0.2, 0.25, 0.3, etc.
  • the coefficient of friction ⁇ 1 satisfies: 0.05 ⁇ ⁇ 1 ⁇ 0.15.
  • ⁇ 1 can be 0.05, 0.07, 0.08, 0.1, 0.12, 0.15, etc.
  • the matrix is a polymer matrix
  • its hardness is 50 to 100 HD.
  • the hardness of the matrix can be 50 HD, 60 HD, 70 HD, 80 HD, 90 HD, 100 HD, etc.
  • the matrix is a copper alloy or nickel alloy, its hardness ranges from 100HV to 400HV.
  • the hardness of the matrix can be 100HV, 200HV, 300HV, 400HV, etc.
  • the first solid lubricant is disposed on the first mating surface, and the thickness h3 of the first solid lubricant satisfies: 1 ⁇ m ⁇ h3 ⁇ 10 ⁇ m.
  • the value of h3 can be 1 ⁇ m, 2 ⁇ m, 3 ⁇ m, 4 ⁇ m, 5 ⁇ m, 6 ⁇ m, 7 ⁇ m, 8 ⁇ m, 9 ⁇ m, 10 ⁇ m, etc.
  • the first solid lubricant By placing the first solid lubricant on the first mating surface and setting its thickness within the aforementioned range, the first solid lubricant can fully contact the other component of the first component 11 and the other component of the second component 12 when the other component slides relative to the bearing, and has good support, thereby better lubricating the other component of the first component 11 and the other component of the second component 12, so as to reduce the coefficient of friction between the other component of the first component 11 and the second component 12 and the bearing.
  • the static friction coefficient is not easy to measure, it is generally considered to be the static friction coefficient when the relative moving speed is less than 1 mm/s.
  • the friction coefficient between 1 mm/s and 10 mm/s is the measurement range of ⁇ 1 and ⁇ 2 in this application.
  • the bearing includes a base 41 and a first solid lubricant, which is a coating applied to the inner wall surface of the base 41.
  • the bearing includes a base 41 and a first solid lubricant, and the bearing also includes grease coated on the inner wall surface of the base.
  • the first motor uses lithium-based grease, which is coated on the inner wall surface of the base.
  • the bearing includes a base 41 and a first solid lubricant, the first solid lubricant being a columnar structure embedded in a receiving hole, and the bearing also includes grease, which is coated on the inner wall surface of the base 41.
  • the first solid lubricant By setting the first solid lubricant, when the grinding element moves relative to the bearing, the first solid lubricant can play a lubricating role, thereby reducing the friction between the other of the first component 11 and the second component 12 and the bearing, reducing the first basic resistance f1 of the first component 11 in the first position in the motor 1, and reducing the no-load resistance value of the motor 1.
  • the grinding element refers to the spindle 121 or the guide 114.
  • the grinding element For the upper bearing (i.e., the first bearing 115), the grinding element refers to the spindle 121.
  • the lower bearing i.e., the second bearing 124), the grinding element refers to the guide 114.
  • the inventors reduced the coaxiality between the magnet and the housing from 0.2 mm to 0.08 mm.
  • the specific reduction in coaxiality between the magnet and the housing is as follows:
  • the magnet assembly 112 includes a plurality of magnets, which are stacked along a first direction. In a second direction, the plurality of magnets are fixed to the housing 111 by a first adhesive layer 112B.
  • the plurality of magnets have a first surface and a second surface that are arranged opposite to each other in the second direction, and the first surface is fixedly connected to the first adhesive layer 112B.
  • the second component 12 includes a winding structure 122, and the magnet component 112 is adapted to cooperate with the winding structure 122 to reciprocate relative to the winding structure 122 in a first direction.
  • the housing 111 has a cylindrical structure, and multiple magnets are disposed inside the housing 111 and fixed to the inner peripheral wall of the housing 111.
  • the winding structure 122 is located in the area surrounded by the multiple magnets.
  • the flatness of the second surface is less than that of the first surface of the multiple magnets, and the first direction and the second direction are perpendicular.
  • the flatness of the first surface refers to the difference between the minimum distance H1 between the surface of the multiple magnets facing the housing 111 and the housing 111, and the maximum distance H2 between the surface of the multiple magnets facing the housing 111 and the housing 111. For example, if the difference between H2 and H1 is 0.15mm, then the flatness of the first surface is 0.15mm.
  • the flatness of the second surface refers to the difference between the minimum distance between the surface of the multiple magnets facing away from the housing 111 and the maximum distance between the surface of the multiple magnets facing away from the housing 111 and the housing 111.
  • the thickness of the first adhesive layer 112B between the multiple magnets and the housing 111 is not equal, which can increase the bonding area between the first adhesive layer 112B and the multiple magnets and improve the bonding force.
  • the first adhesive layer 112B can fix the magnet assembly 112 and the housing 111 together, thereby realizing the installation of multiple magnets. Compared with fixing multiple magnets and the housing 111 together by screwing, welding or other methods, it can simplify the fixing process of multiple magnets and the housing 111, thus facilitating the fixing of multiple magnets and the housing 111.
  • the housing 111 can protect the multiple magnets, prevent the multiple magnets from being damaged, ensure the normal use of the multiple magnets, and extend the service life of the first component 11.
  • the smaller the flatness of the second surface the smaller the difference between the surfaces of the first surface composed of multiple magnets, and the smaller the change in the air gap between the multiple magnets and the winding structure 122.
  • the flatness of the second surface is less than or equal to 0.08 mm.
  • the surface of the second surface formed by multiple magnets is relatively neat. This can reduce the magnitude of the friction between the first component 11 and the second component 12 during the relative movement of the first component 11 and the second component 12, so that the first component 11 and the second component 12 can move relative to each other more smoothly and reduce the no-load resistance of the motor 1.
  • the motor 1 can be vertically mounted on the stand, and the first component 11 and the second component 12 can be moved relative to each other by dragging the stand.
  • the magnitude of the frictional force between the first component 11 and the second component 12 can be determined by detecting the magnitude of the force applied by the stand during the relative movement of the first component 11 and the second component 12, thereby determining the flatness of the second surface.
  • the flatness of the second surface is less than or equal to 0.06 mm.
  • the magnitude of the frictional force between the first component 11 and the second component 12 during the relative movement can be further reduced, so that the first component 11 and the second component 12 can move relative to each other more smoothly, and further reduce the no-load resistance of the motor 1.
  • the flatness of the second surface is greater than or equal to 0.02 mm.
  • the machining accuracy of multiple magnets is too high. Therefore, by making the flatness of the surfaces of multiple magnets facing the winding structure 122 greater than or equal to 0.02mm, the machining difficulty of multiple magnets can be reduced, making the machining of multiple magnets more convenient.
  • the flatness of the second surface can be 0.02mm, 0.03mm, 0.04mm, 0.05mm, 0.06mm, 0.07mm, 0.08mm, etc.
  • the flatness of the first surface is greater than 0.1 mm.
  • the flatness of the first surface is less than or equal to 0.2 mm.
  • the flatness of the first surface when the flatness of the first surface is less than or equal to 0.2mm compared to when the flatness of the first surface is greater than 0.2mm, the flatness of the first surface can be avoided to prevent excessive flatness, thereby avoiding excessive no-load resistance of motor 1, reducing wear of motor 1, and extending the service life of motor 1.
  • the flatness of the first surface can be 0.1mm, 0.12mm, 0.13mm, 0.15mm, 0.17mm, 0.18mm, 0.19mm, 0.2mm, etc.
  • this application also provides a processing method for the first component 11, as shown in Figures 122 and 123.
  • Figure 122 is a schematic diagram of one processing method for the magnetic pole component 11, and
  • Figure 123 shows a schematic diagram of a fixture provided in an embodiment of this application.
  • the processing method includes:
  • Step S1 Stack multiple magnets and fit them onto the fixture.
  • Step S2 Make the fixture face the second surface.
  • Step S3 Drive the fixture to extrude the second surface.
  • Step S4 Make the flatness of the second surface less than or equal to 0.08mm.
  • the distance between the surfaces of the multiple magnets forming the second surfaces and the jig 200 can be kept consistent, thereby improving the flatness of the second surfaces and reducing the friction between the first component 11 and the second component 12, so as to reduce the no-load resistance of the motor 1.
  • the magnet and the fixture 200 i.e., the tooling for stacking magnets
  • the fixture 200 expands due to heat, shaping the inner diameter of the magnet. This transfers the magnet's tolerance to the outer diameter, allowing the flatness of the inner diameter to be controlled within 0.08 mm and the flatness of the outer diameter to be greater than 0.1 mm.
  • the combination of the first adhesive layer 112B and the second adhesive layer 112A not only achieves the heating, curing, and shaping of the magnet but also provides adhesive bonding force between the magnet and the housing 111 while ensuring the flatness of the inner and outer surfaces of the magnet, preventing the magnet from loosening or misaligning.
  • Multiple magnets are arranged in a ring shape, and the second surface of the multiple magnets is the inner circumferential surface of the magnets.
  • Step S1 Fit multiple magnets onto the fixture, including:
  • Step S11 Place multiple magnets around the periphery of the fixture.
  • Step S2 Make the fixture face the second surface, including:
  • Step S21 Make the fixture face the inner circumferential surfaces of the plurality of magnets.
  • Step S3 Drive the fixture to press the second surface, including:
  • Step S31 Drive the fixture to expand in order to compress the second surface.
  • the jig 200 expands, its size will gradually increase. Since the multiple magnets are ring-shaped and fitted around the jig 200, during the expansion process, the jig 200 will first contact the magnet with the smaller inner diameter and expand its inner diameter. Then, the jig 200 will contact the magnet with the larger inner diameter until it squeezes the inner circumferential surfaces of the multiple magnets, making the flatness of the inner circumferential surfaces of the multiple magnets less than or equal to 0.08 mm, thus completing the processing of the multiple magnets.
  • step S31: driving the fixture to expand includes:
  • Step S32 Heat the fixture to make it expand.
  • the size of the jig 200 can be increased more uniformly, thereby ensuring that the shape of the multiple magnets will not change during the process of the jig 200 pressing multiple magnets, so as to ensure the normal function of the multiple magnets.
  • the magnet assembly 112 further includes a second adhesive layer 112A, which is disposed between two adjacent magnets along a first direction, and the second adhesive layer 112A is a thermosetting adhesive.
  • thermosetting adhesive which makes it easy to fix multiple magnets together to form a magnet assembly 112.
  • the mold 200 can also heat the second adhesive layer 112A, so that the second adhesive layer 112A is heated and cured, thereby enabling multiple magnets to be stably connected together and ensuring the structural strength of the first component 11.
  • the processing method before heating the fixture further includes:
  • Step S0 A second adhesive layer 112A is provided between adjacent magnets.
  • the material of the second adhesive layer 112A is thermosetting adhesive.
  • Step S32 The heating fixture also includes:
  • Step S33 Heat the fixture and cure the second adhesive layer 112A.
  • the second adhesive layer 112A can be heated during the processing of multiple magnets using the jig 200, so that the second adhesive layer 112A can be cured, thereby fixing the multiple magnets.
  • the heating temperature of the fixture is greater than or equal to 100°C and less than or equal to 120°C.
  • the glass transition temperature of the second adhesive layer 112A is greater than 120°C.
  • the glass transition temperature (Tg) is an important performance indicator of thermosetting adhesives, referring to the temperature at which the plastic transitions from a glassy state to a rubbery state. Below the glass transition temperature, thermosetting adhesives are in a glassy state, with restricted molecular chain movement, exhibiting high hardness and brittleness. Above the glass transition temperature, the plastic gradually transforms into a rubbery state, with increased molecular chain movement, making the material softer and more easily deformable.
  • thermosetting adhesives ensure that they operate below their glass transition temperature to guarantee stable and reliable material performance.
  • the heating temperature of the jig is 100°C-120°C during the jig processing of the magnet assembly 112.
  • Setting the glass transition temperature of the second adhesive layer 112A to above 120°C can prevent the second adhesive layer 112A from failing during the shaping process, thereby ensuring the fixing effect of the second adhesive layer 112A on the two adjacent magnets and ensuring the stability of the overall structure of the first assembly 11.
  • the material of the fixture 200 can be ceramic.
  • the material of the fixture 200 can be aluminum alloy.
  • the coefficient of thermal expansion of aluminum alloy is fixed and large. This makes it easy to control the degree of expansion of aluminum alloy and can shorten the processing time of multiple magnets and improve the processing efficiency of multiple magnets.
  • the thickness of the second adhesive layer 112A along the first direction is greater than or equal to 0.02 mm and less than or equal to 0.03 mm.
  • the thickness of the second adhesive layer 112A along the first direction can be 0.02mm, 0.023mm, 0.026mm, 0.028mm, 0.03mm, etc.
  • the thickness of the second adhesive layer 112A along the first direction is greater than or equal to 0.02 mm, which avoids the second adhesive layer 112A being too thin, thereby ensuring the fixing effect of the second adhesive layer 112A on the two adjacent magnets.
  • the thickness of the second adhesive layer 112A along the first direction is less than or equal to 0.03 mm, which avoids the second adhesive layer 112A being too thick, thereby avoiding the first component 11 being too large in the first direction, thus facilitating the spatial arrangement of the first component 11.
  • the plurality of magnets are in a ring shape
  • the second surface of the plurality of magnets is the outer peripheral surface of the magnets
  • the fixture is in a ring shape
  • Figure 130 is a schematic diagram of the fifth step in the processing method of the magnet assembly 112.
  • Step S1 Multiple magnets are fitted onto the fixture, including:
  • Step S12 Place multiple magnets on the inner circumference of the fixture.
  • Step S2 Make the fixture face the second surface, including:
  • Step S22 Make the fixture face the outer peripheral surfaces of the plurality of magnets.
  • Step S3 Drive the fixture to press the second surface, including:
  • Step S31 Drive the fixture to contract to compress the second surface.
  • the jig 200 shrinks, its size gradually decreases. Since the multiple magnets are ring-shaped and fitted around the inner circumference of the jig 200, during the expansion of the jig 200, the inner circumference of the jig 200 will first contact the magnet with the larger outer diameter and reduce the outer diameter of that magnet. Subsequently, the jig 200 will contact the magnet with the smaller outer diameter until it compresses the outer circumferential surfaces of the multiple magnets, making the flatness of the outer circumferential surfaces of the multiple magnets less than or equal to 0.08 mm, thus completing the processing of the multiple magnets.
  • the components of motor 1 have insufficient strength and rigidity due to the material and structural design, resulting in some parts deforming significantly when the motor 1 is subjected to force during operation.
  • the deformation of the friction pair i.e., the first bearing 115 and the spindle 121, and the second bearing 124 and the guide 114) has the greatest impact.
  • the large deformation leads to a sharp increase in the local or overall resistance of the friction pair, thereby increasing the no-load resistance.
  • the inventors continued their exploration, combining data from the sixth and second motors, and considered further reducing the bilateral clearance between the upper bearing and the spindle to obtain the seventh motor, which has a bilateral clearance of 0.05mm between the upper bearing and the spindle.
  • the inventors thought that the material of the grease could also be improved by adding polytetrafluoroethylene (PTFE) to the grease.
  • PTFE polytetrafluoroethylene
  • the seventh motor was tested on the vehicle and found to run smoothly without any jamming or noticeable knocking noises, making it the preferred option.
  • the inventors continued to adjust the bilateral clearance between the upper bearing and the spindle to 0.04mm in order to further reduce the first basic resistance value, improve the bearing life, and then manufactured the eighth motor. After testing, it was found that the performance of the eighth motor was also relatively good.
  • the inventors continued to adjust the bilateral clearance between the upper bearing and the spindle, and manufactured the fifth, third, and fourth motors. Data for these three motors are shown in the table. After vehicle testing, all three produced varying degrees of knocking noise. However, this does not mean that a bilateral clearance of 0.03-0.015mm between the upper bearing and the spindle will necessarily produce noise. If the tolerance of the magnet assembly can be controlled even lower, and the bilateral clearance is matched accordingly, noise may not occur. However, if the bilateral clearance between the upper bearing and the spindle is too low, the usable temperature range will be narrower. Therefore, the bilateral clearance between the upper bearing and the spindle should ideally not be less than 0.015mm.
  • the third and fourth motors achieved a bilateral clearance of 0.015mm-0.03mm between the bearing and the spindle, resulting in an increased maximum ripple force value.
  • This does not necessarily mean the research conclusions are flawed.
  • Each motor is assembled independently, inevitably leading to differences.
  • the tolerances of the magnet components in the third and fourth motors may be slightly larger, or the matching with the iron core may be slightly worse. Even factors such as the measurement environment of the no-load resistance can introduce errors. For example, actual measurements showed that the tolerances of the magnet components in the third and fourth motors reached 0.3mm and 0.4mm, respectively.
  • Figure 28 shows a structural schematic diagram of a bearing provided in an embodiment of this application.
  • the bearing 300 can be the first bearing 115 described above, the second bearing 124 described above, or other bearings on the motor 1. This application does not make any specific limitations on these.
  • the bearing 300 is provided with a bearing hole 301 for a sliding member to pass through.
  • the sliding member can be a spindle 121 or a guide member 114.
  • the bearing 300 is formed such that the coefficient of friction between the inner wall surface 3030 of the bearing hole 301 and the sliding component is less than 0.2.
  • the coefficient of friction between the bearing 300 and the sliding element can be used to characterize the self-lubricating property of the bearing 300, i.e., without the addition of lubricating oil or grease, it is in a dry friction environment.
  • the coefficient of friction between the inner wall surface 3030 of the bearing 300 and the sliding element in this application is less than 0.2.
  • the bearing 300 has good self-lubricating property, which allows the sliding element to slide smoothly within the inner wall surface 3030 of the bearing 300, reducing the wear of the sliding element on the bearing 300, thereby ensuring the operational stability of the motor 1.
  • the bearing 300 may include a substrate layer 302 and a first lubricating layer 303.
  • the substrate layer 302 may be the substrate 41 described above
  • the first lubricating layer 303 may be the lubricating coating described above.
  • the substrate layer 302 and the first lubricating layer 303 together form the substrate 41 described above.
  • a first lubricating layer 303 is disposed on the substrate layer 302, and the first lubricating layer 303 forms the inner wall surface 3030.
  • the material of the first lubricating layer 303 may include any one of polytetrafluoroethylene (PTFE), polyetheretherketone (PEEK), and adamantine carbon (DLC).
  • polytetrafluoroethylene, polyetheretherketone, and adamantine all have good self-lubricating properties.
  • the self-lubricating properties of these three materials can be used as the first lubricating layer 303 on the base layer 302 of the bearing 300, thereby improving the self-lubricating properties of the bearing 300.
  • the motor 1 of this application requires the bearing to withstand temperatures greater than 150°C, and all three materials mentioned above, used as the first lubricating layer 303, meet this requirement. Due to the following temperature resistance rankings: adamantine carbon > polyetheretherketone (PEEK) > polytetrafluoroethylene (PTFE); hardness and wear resistance rankings: adamantine carbon > PEEK > PTFE; and coefficient of friction rankings: PTFE ⁇ adamantine carbon ⁇ PEEK, adamantine carbon offers the best temperature and wear resistance, along with a certain degree of self-lubrication. It does not deform even at 150°C, ensuring the continuous and stable operation of the motor 1 and making it widely applicable to various types of motors, although it is more expensive.
  • PEEK can be chosen as the first lubricating layer 303 if wear resistance is a priority, while PTFE can be chosen if lubrication performance is a priority.
  • first lubricating layer 303 of this application is not limited to the three materials mentioned above. Any material with a friction coefficient that meets the above range and has a certain hardness will be used, as will be described below.
  • connection between the first lubricating layer 303 and the substrate layer 302 can be achieved by thermal coating, electrochemical method, physical vapor deposition, etc. The specific method selected depends on factors such as the performance requirements of the first lubricating layer 303, the material of the substrate layer 302, and the production cost.
  • the coefficient of friction between the inner wall surface 3030 and the sliding member is less than 0.1, so as to further improve the self-lubricating properties of the bearing 300 and ensure the long-term stable operation of the motor 1.
  • the first lubricating layer 303 may further include a first additive, which may include at least one of molybdenum disulfide, nickel, graphite, graphene, copper, and tungsten disulfide.
  • the first additive can be used to modify polytetrafluoroethylene, polyetheretherketone and adamantine, thereby further improving the self-lubricating properties of bearing 300 and reducing the coefficient of friction between bearing 300 and sliding parts.
  • the hardness of the inner wall surface 3030 is greater than or equal to 50HD.
  • the first lubricating layer 303 can be made of polytetrafluoroethylene or polyetheretherketone. Polytetrafluoroethylene and polyetheretherketone have good self-lubricating properties as well as high hardness. Using them as the first lubricating layer 303 can ensure that the bearing 300 has good wear resistance and extend the service life of the motor 1.
  • the hardness of the inner wall surface 3030 is greater than or equal to 700 HV.
  • the first lubricating layer 303 may also include a second additive, which may include at least one of glass fiber and metal nanoparticles.
  • the polytetrafluoroethylene and polyetheretherketone can be modified by the second additive to further improve the hardness of the first lubricating layer 303, so that the first lubricating layer 303 has both good wear resistance and self-lubricating properties.
  • the first lubricating layer 303 can also be made of hard chrome, with a hardness range of 300HV-1500HV. If higher wear resistance is desired, its hardness should be controlled between 700HV-1500HV; if higher self-lubricating properties are desired, more of the first additive needs to be added to modify the hard chrome, and its hardness should be controlled between 300HV and 700HV.
  • the hardness of the inner wall surface 3030 is less than or equal to 3000 HV.
  • the first lubricating layer 303 may be made of diamond carbide, with a hardness parameter in the range of 1000 HV to 3000 HV.
  • the hardness of diamond carbide exceeds this range, the difference between the hardness of the substrate layer 302 and the hardness of diamond carbide becomes too large, making the substrate layer 302 prone to yielding and causing the diamond carbide to become brittle and flake off in layers. Therefore, the material selection requirements for the substrate layer 302 are high, and it is not easy to choose a suitable substrate layer 302 material.
  • the hardness of diamond carbide is less than this range, the advantages of using diamond carbide are reduced due to the high cost of the diamond carbide plating process. In this case, other solutions with higher hardness can be used as alternatives.
  • the above requirements for hardness are based on the hardness of the material of the first lubricating layer 303 itself, which is usually within the range that can be modified and adjusted.
  • the specific hardness value of the first lubricating layer 303 needs to be comprehensively considered from the material of the sliding part, the material of the base layer 302, the spraying or electroplating process of the first lubricating layer 303, and whether more emphasis is placed on the self-lubricating properties or wear resistance of the bearing 300.
  • the material of the substrate layer 302 may include any one of steel, copper-based alloys, and aluminum-based alloys.
  • the specific selection of the substrate layer 302 depends on the material of the mating component (mandrel 121 or guide 114) with which it is being rubbed.
  • a suitable substrate material needs to be selected by comprehensively considering the material parameters such as the structure, hardness, tensile strength, and yield strength of both mating components. When the hardness and strength of the mating component material are very high, steel should be selected as the bearing substrate material.
  • copper-based alloys and then aluminum-based alloys can be selected as the bearing substrate materials in sequence to ensure that the differences in strength and hardness between the two mating components are small, thereby avoiding the problem of one component easily yielding and failing.
  • steel has greater hardness and strength than copper-based alloys and has better compressive strength
  • steel lacks self-lubricating properties
  • copper-based alloys have a certain degree of self-lubrication.
  • the spindle 121 or guide 114 will wear down to the base layer 302.
  • the lack of self-lubrication in steel will drastically increase the coefficient of friction, resulting in increased no-load resistance. Therefore, copper-based alloys have higher safety as the base layer 302.
  • the bearing 300 may further include a second lubricating layer 304, which is disposed on the side of the base layer 302 opposite to the first lubricating layer 303, and forms the outer wall surface 3040 of the bearing 300.
  • the second lubricating layer 304 and the first lubricating layer 303 have the same material composition to ensure the overall performance of the bearing 300.
  • the thickness of the first lubricating layer 303 and the second lubricating layer 304 is both in the range of 0 ⁇ t ⁇ 1 mm.
  • the bonding surface between them and the base layer 302 has good bonding strength and is not easy to fall off; when the thickness of the first lubricating layer 303 and the second lubricating layer 304 is relatively thick, the bonding strength will decrease slightly, but it can provide appropriate allowance for processing processes such as polishing and machining, ensuring the dimensional tolerances and surface roughness requirements of the parts.
  • Figure 29 is a cross-sectional view of the bearing 300 in Figure 28, and Figure 30 is an enlarged view of the bearing 300 at position E in Figure 29.
  • the bearing 300 may include an inner wall surface 3030, which encloses a bearing hole 301 for accommodating a sliding element (e.g., a spindle 121 or a guide 114).
  • the inner wall surface 3030 may include an arcuate surface 3011 that arches upwards from the center relative to both ends towards the central axis of the bearing hole 301.
  • the “inner” or “outer” mentioned above refers to the two walls along the radial direction of the bearing 300, with the inner wall 3030 facing the spindle 121 and the outer wall (i.e., the mounting surface 3052) away from the spindle 121.
  • the bearing 300 provided in this embodiment has an arc surface 3011 in the middle that arches towards the central axis of the bearing hole 301 at both ends, which can contact the spindle 121.
  • the spindle 121 tilts relative to the central axis of the bearing hole 301, the spindle 121 can rotate along the arc surface 3011 with the highest point in the middle of the arc surface 3011 as the fulcrum. This allows the spindle 121 to smoothly and automatically self-align within the bearing hole 301, reducing the frictional resistance and wear of the bearing 300 and preventing the spindle 121 from getting stuck in the bearing hole 301 when it tilts.
  • the aforementioned arc surface 3011 may include a first arc surface 3011a, which is beneficial for the smooth adjustment of the mandrel 121.
  • the arc surface 3011 may also include a function surface, which is a surface formed by an even function. That is, the arc surface 3011 may be a circular arc surface, a function surface, or a combination of a circular arc surface and a function surface, as long as a smooth surface is formed so that the mandrel 121 can rotate smoothly along the smooth surface.
  • the even function is a quadratic function
  • the coefficient K of the quadratic term in the quadratic function is in the range of 0 ⁇ K ⁇ 1.
  • R1 is the radius of the first arc surface and b is the axial length of the first arc surface.
  • the appropriate arch height can be determined according to the axial length of different bearings 300 and the radius of the arc surface, which is beneficial to the self-alignment of the mandrel 121.
  • the arch height calculated by the above formula is a reference value. In practical applications, values near this reference value are also applicable. For example, if the formula indicates that the arch height should be 2cm, then values such as 1.7cm, 1.8cm, 1.9cm, 2.1cm, and 2.2cm can also be used as values during processing.
  • Figure 31 is a schematic diagram of the arc surface structure of the bearing shown in Figure 28.
  • the arc surface 3011 may further include a second arc surface 3011b.
  • the second arc surface 3011b and the first arc surface 3011a are arranged along the axial direction of the bearing hole 301, and the radius R1 of the first arc surface 3011a is greater than the radius R2 of the second arc surface 3011b.
  • the first arc surface 3011a and the second arc surface 3011b are tangent at their intersection point. That is to say, the arc surface 3011 of this application may also be composed of multiple arc surfaces with different radii.
  • the farther the mandrel 121 is from the reference point the greater its tilt relative to the central axis of the bearing hole 301. Therefore, by setting the radius R1 of the first arc surface 3011a to be greater than the radius R2 of the second arc surface 3011b, the arc surfaces 3011 with different radii can adapt to the tilt of the mandrel 121 at different positions. This can reduce the wear of the mandrel 121 on the bearing 300 and promote the self-alignment of the mandrel 121.
  • the bearing 300 and the spindle 121 can maintain smooth contact better during relative movement, so that the housing 111 and the bearing 300 and guide 114 connected to the housing 111 can follow the position of the spindle 121 to adjust and return to the correct position, thereby maintaining the stable operation of the motor 1.
  • Figure 32 is a schematic diagram of another arc surface structure of the bearing shown in Figure 28.
  • the arc surface 3011 includes a third arc surface 3011c.
  • the third arc surface 3011c is connected to the end of the first arc surface 3011a away from the second arc surface 3011b, and the third arc surface 3011c and the first arc surface 3011a are tangent at the intersection point, and the radius of the third arc surface 3011c is smaller than the radius of the first arc surface 3011a.
  • the arc surface 3011 is composed of three segments: a first arc surface 3011a, a second arc surface 3011b, and a third arc surface 3011c. Since the diameter of the first arc surface 3011a is larger than that of the second and third arc surfaces 3011b and 3011c, the curvature of the second and third arc surfaces 3011b and 3011c is greater than that of the first arc surface.
  • the two ends of the bearing 300 can provide more space to accommodate the eccentricity and tilt of the spindle 121, reducing stress concentration at both ends of the bearing 300, lowering the stress on the bearing 300 and the risk of yield failure. The wear of the bearing 300 will also be improved, thus ensuring the lifespan of the motor 1.
  • Modification-upper refers to modifying the first bearing 115
  • Modification-lower refers to modifying the second bearing 124
  • Modification-upper + lower means modifying both the first bearing 115 and the second bearing 124.
  • the force on the bearing 300 after modification is less than the force before modification, and the force when both ends of the bearing 300 are modified is less than the force when only the upper or lower end is modified.
  • the force on the bearing 300 when both ends are modified is approximately 135 N
  • the force when only the lower end is modified is approximately 140 N
  • the force when only the upper end is modified is approximately 148 N
  • the force when not modified is 152 N. Therefore, the above simulation data effectively verify that the bearing 300 provided in this application can reduce the force, which is beneficial to the continuous operation of the motor 1.
  • the axial length of the bearing hole 301 is taken as the first length, and one end of the bearing hole 301 along the axial direction is taken as the first end. Then, along the axial direction of the bearing hole 301, the distance from the highest point of the arch of the arc surface 3011 to the first end is greater than or equal to 1/3 times the first length and less than or equal to 2/3 times the first length.
  • the part of the arc surface 3011 above the fulcrum can provide support and guidance for the upper part of the mandrel 121
  • the part of the arc surface 3011 below the fulcrum can provide support and guidance for the lower part of the mandrel 121.
  • the distance from the highest point of the arch of the arc surface 3011 to the first end is greater than or equal to 2/5 times the first length and less than or equal to 3/5 times the first length.
  • the highest point of the arch can be close to the midpoint of the bearing hole 301 in the axial direction, so that the upper and lower halves of the mandrel 121 can be effectively supported and guided.
  • the two ends of the inner wall surface 3030 are chamfered to avoid wear caused by stress concentration at the two ends of the inner wall surface 3030.
  • the bearing 300 may further include a mounting surface 3052, which is located on the outside of the bearing 300 and is used to connect to the housing 111. At least one end of the mounting surface 3052 is bent toward the side away from the housing 111.
  • the mounting surface 3052 on the outer side of the bearing 300 is also set as an arc surface 3011 structure, the mounting surface 3052 can rotate relative to the housing 111 within a certain angle range, causing the spindle 121 on the inner side of the bearing 300 to rotate together, thereby enhancing the self-aligning function of the bearing 300.
  • the mounting surface 3052 is further provided with a first limiting part 3021
  • the housing 111 is provided with a second limiting part that abuts against the first limiting part.
  • the specific structure of the first limiting part 3021 and the second limiting part can be a stepped or arc-shaped structure, as long as the two can cooperate with each other to achieve the axial positioning of the bearing 300, which is not limited here.
  • Figure 34 is a schematic diagram of the bearing and mandrel provided in this application in the first state
  • Figure 35 is a schematic diagram of the bearing and mandrel provided in this application in the second state
  • Figure 36 is a schematic diagram of the bearing and mandrel provided in this application in another state.
  • the mandrel 121 has a first state and a second state. In the first state, the mandrel 121 is parallel to the axis of the second bearing 35; in the second state, the mandrel 121 intersects the axis of the second bearing 35.
  • the outer circumferential surface of the mandrel 121 is rotatable along the arc surface 3011, allowing the mandrel 121 to switch between the first and second states.
  • the first state is the aligned state of the spindle 121
  • the second state is the tilted state of the spindle 121.
  • the outer circumferential surface of the spindle 121 is in smooth contact with the arc surface 3011, and it can rotate under the guidance of the arc surface 3011 in order to restore the aligned state.
  • the mandrel 121 has a first end 312 and a second end 312 along its longitudinal direction; the arc surface 3011 includes a first wall surface 3012 and a second wall surface 3013 disposed opposite to each other along a second direction V, the second direction V being perpendicular to the axis of the second bearing 35.
  • the second state includes the mandrel 121 being in a first inclined position and the mandrel 121 being in a second inclined position.
  • the tilting state can be divided into two tilting states: the mandrel 121 tilting to the left (i.e., the first tilting position) and the mandrel 121 tilting to the right (i.e., the second tilting position).
  • the first end 312 abuts against the first wall surface 3012
  • the second end 312 abuts against the second wall surface 3013.
  • the outer peripheral surface of the mandrel 121 can rotate clockwise along the arc surface 3011, so that the mandrel 121 rotates from the first tilting position to the first state.
  • Figure 37 is a schematic diagram of the overall structure of the bearing provided in some embodiments of this application.
  • Figure 38 is a schematic diagram of the cross-sectional structure of Figure 37 at position B-B.
  • Figure 39 is a schematic diagram of the enlarged structure of Figure 38 at position F.
  • the bearing 300 may include an outer wall surface 3040 and an inner wall surface 3030.
  • the inner wall surface 3030 may include a straight cylindrical section 3511 and a first enlarged section 3512 arranged along the axial direction of the bearing 300.
  • the first enlarged section 3512 gradually extends towards the outer wall surface 3040 from one end near the straight cylindrical section 3511 to the end away from the straight cylindrical section 3511.
  • the outer peripheral surface of the guide member 114 can move vertically under the guidance of the first enlarged section 3512. Since the outer peripheral surface of the guide member 114 and the first enlarged section 3512 of the bearing 300 are in surface contact, the increased wear of the bearing 300 or the guide member 114 caused by stress concentration between the contact surfaces is avoided. At the same time, the guide member 114 can slide vertically with the help of the extended surface of the first enlarged section 3512, preventing the tilted guide member 114 from getting stuck at the upper or lower end of the inner wall surface 3030, thereby reducing the axial resistance experienced by the guide member 114.
  • Figure 40 is a stress simulation analysis cloud diagram of a conventional bearing
  • Figure 41 is a stress simulation analysis cloud diagram of a bearing provided in some embodiments of this application. Referring to Figures 40 and 41, it can be seen that when the guide member 114 tilts under the action of radial magnetic pull, the maximum stress on the conventional bearing is 97.25 MPa, while the maximum stress on the bearing 300 of this application is 16.99 MPa.
  • the bearing 300 provided in this application can effectively reduce the stress applied to the bearing 300 by the guide member 114, thus slowing down the wear of the bearing 300; on the other hand, since forces are mutual, the maximum stress applied to the guide member 114 by the bearing 300 is the same as the maximum stress experienced by the bearing 300, and the axial resistance experienced by the guide member 114 is the axial component of this stress. Therefore, the stress simulation analysis cloud map verifies that the bearing 300 of this application can effectively reduce the axial resistance experienced by the guide member 114.
  • Figure 42 is a structural schematic diagram of the bearing and guide rod in the first state of some embodiments of this application.
  • the guide member 114 and the bearing 300 are coaxial, and the contact surface between the two is the unshaped part in the middle of the bearing 300, which ensures a large contact area, small stress and wear.
  • the first enlarged section 3512 extends along a straight surface and is inclined towards the outer wall surface 3040.
  • the extending surface of the first enlarged section 3512 is an inclined straight surface. If we assume that the angle between this inclined straight surface and the straight section 3511 is ⁇ , then the movement state of the guide member 114 within the first bearing 33 can be divided into two cases, specifically:
  • Figure 43 is a structural schematic diagram of the bearing and guide rod in the second state of some embodiments of this application.
  • the inner wall surface 3030 may also include a first transition section 3014 located between the straight section 3511 and the first enlarged section 3512. When the tilt angle of the guide member 114 relative to the bearing 300 is less than 1, the guide member 114 contacts the first transition section 3014.
  • first transition section 3014 is a rounded corner structure (i.e., an arc surface)
  • first transition section 3014 can smoothly guide the guide member 114
  • first transition section 3014 is a chamfered structure (i.e., a conical surface)
  • the frictional resistance is concentrated in this area, and this area will gradually be worn. After the motor 1 moves a certain number of times, part of this area is worn away to adapt to the movement state of the guide member 114 and form a stable structural state, and there is almost no further wear, so that the axial resistance of the guide member 114 is reduced.
  • the tilt angle of the guide member 114 relative to the bearing 300 is less than 100°, the contact area between the guide member 114 and the inner wall surface 3030 is smaller, which effectively reduces the stick-slip motion resistance generated by the friction pair and the risk of abnormal noise.
  • the motor undergoes initial aging after assembly and before leaving the factory, and the initial aging time is relatively short.
  • the first transition section 3014 is set with a rounded corner structure, the arc surface can smoothly guide the guide component 114, and the stress on the contact surface between the two is small, making the motor less prone to wear during the initial aging stage. This is not conducive to the guide component 114 and the bearing 300 in the motor reaching a stable motion state as soon as possible.
  • the straight section 3511 and the first enlarged section 3512 are directly connected to form an obtuse angle.
  • the stress concentration when the guide member 114 contacts the obtuse angle allows the guide member 114 to be ground down as soon as possible and form a stable motion state with the bearing 300 during the initial aging stage of the motor.
  • Figure 44 is a structural schematic diagram of the bearing and guide rod in a third state according to some embodiments of this application.
  • the inner wall surface 3030 may further include a second enlarged section 3513, which is connected to the end of the straight section 3511 away from the first enlarged section 3512. From the end near the straight section 3511 to the end away from the straight section 3511, the second enlarged section 3513 gradually extends towards the outer wall surface 3040.
  • the component of F1 along the axial direction of the bearing 300 is F11, which is opposite to the direction of movement of the guide member 114 and forms the resistance of the guide member 114; the component of F2 along the axial direction of the bearing 300 is F21, which is in the same direction as the direction of movement of the guide member 114 and forms the thrust of the guide member 114.
  • F11 and F21 can partially cancel each other out, thereby reducing the axial resistance of the guide member 114.
  • the bearing 300 of this application can adapt to the motion contact mode of the guide 114 in the motor, effectively reduce the axial resistance of the bearing 300 to the guide 114, and slow down the wear of the bearing 300, thereby ensuring the operational stability of the motor 1.
  • the difference between the diameter of the straight section 3511 and the diameter of the guide member 114 is ⁇
  • the difference between the radius of the end of the first enlarged section 3512 away from the straight section 3511 and the radius of the end of the first enlarged section 3512 near the straight section 3511 is a1
  • the axial length of the bearing 300 is h.
  • the first tilt angle ⁇ 1 of the first enlarged section 3512 relative to the straight section 3511 satisfies:
  • an appropriate first tilt angle can be determined for the bearing 300 based on the relevant dimensions of the bearing 300 and the guide 114, thereby ensuring that the bearing 300 can effectively reduce the axial resistance applied to the guide 114.
  • the difference between the radius of the end of the second enlarged section 3513 away from the straight section 3511 and the radius of the end of the second enlarged section 3513 near the straight section 3511 is .
  • the second tilt angle ⁇ 2 of the second enlarged section 3513 relative to the straight section 3511 satisfies:
  • the force on the guide member 114 during the upward movement is the same as the force during the downward movement, which is beneficial to the stable operation of the guide member 114 within the bearing 300.
  • a1 and a2 can be understood as the amount of shaping of bearing 300 during the machining process, and also the wear depth of the guide 114 on the end of bearing 300 during the operation of the motor.
  • the specific values can be taken from experimental experience values, or the coaxiality between the outer circumferential surface of guide 114 and the inner circumferential surface of bearing 300, or the perpendicularity between the chassis part 1141 and the guide rod part 1142 in guide 114.
  • first and second tilt angles calculated by the above formulas are reference values. In practical applications, angle values near these reference values are also applicable. For example, if the calculated first tilt angle is 20°, then values such as 18°, 19°, 21°, and 22° can also be used as values for reshaping.
  • the inner wall surface 3030 may further include a second transition section 3015.
  • the two ends of the second transition section 3015 are respectively connected to the straight section 3511 and the second enlarged section 3513.
  • the specific structure of the second transition section 3015 may be a conical surface or a circular arc surface.
  • the second transition section 3015 is an arc surface, it can smoothly guide the guide member 114; if the second transition section 3015 is a conical surface, when the new motor is first used, as the motor continues to run, the frictional resistance is concentrated in this area, and this area will gradually wear down. After the motor 1 moves a certain number of times, part of this area is worn away to adapt to the movement state of the guide member 114 and form a stable structural state, and there is almost no further wear, which reduces the axial resistance of the guide member 114.
  • the first enlarged section 3512 or the second enlarged section 3513 may extend along the arc surface and bend toward the outer wall surface 3040 from one end near the straight section 3511 to the other end away from the straight section 3511.
  • the highest point on the arc surface of the first enlarged section 3512 or the second enlarged section 3513 makes smooth contact with the guide member 114, reducing the axial resistance of the guide member 114.
  • the first enlarged section 3512 and the second enlarged section 3513 have the same curvature.
  • the force on the guide 114 during the upward movement is symmetrical with the force during the downward movement, which is beneficial to the stable operation of the guide 114 within the bearing 300.
  • a chamfer is provided between the outer wall surface 3040 and the end face of the bearing 300, so as to avoid damage to the bearing 300 due to stress concentration when the bearing 300 and the spindle 121 collide accidentally during installation.
  • the outer wall surface 3040 of the bearing 300 and the inner wall surface of the mandrel 121 are assembled with an interference fit. In this way, the mandrel 121 can provide stable support for the bearing 300, allowing the guide member 114 inside the bearing 300 to slide stably relative to the bearing 300.
  • a limiting groove can be provided on the outer wall surface 3040, and a limiting protrusion can be provided on the mandrel 121, with the limiting groove and the limiting protrusion tightly engaged together.
  • a limiting protrusion can be provided on the outer wall surface 3040, and a limiting groove can be provided on the mandrel 121.
  • the specific shapes of the limiting groove and the limiting protrusion can be arc-shaped, wedge-shaped, or rectangular, etc.
  • the other of the first component 11 and the second component 12 includes a body member 51A and a wear-resistant member 51B.
  • the body member 51A has a second mating surface 51C adapted to mate with a bearing 51D. At least a portion of the wear-resistant member 51B is disposed on or exposed on the second mating surface 51C.
  • the mandrel includes a main body 51A and a wear-resistant member 51B disposed on the outer peripheral surface of the main body 51A. That is, the main body 51A and the wear-resistant member 51B are jointly configured as a mandrel.
  • the main body 51A is the mandrel 121
  • the second mating surface 51C may be the outer peripheral surface of the mandrel 121.
  • At least a portion of the wear-resistant member 51B is disposed on or exposed on the outer peripheral surface of the mandrel 121.
  • the guide includes a main body 51A and a wear-resistant member 51B disposed on the outer peripheral surface of the main body 51A. That is, the main body 51A and the wear-resistant member 51B are jointly configured as a guide.
  • the main body 51A is the guide 114
  • the second mating surface 51C can be disposed on the outer peripheral surface of the guide 114. At least a portion of the wear-resistant member 51B is disposed on or exposed on the outer peripheral surface of the guide 114.
  • the hardness of the other of the first component 11 and the second component 12 can be increased, for example, by increasing the hardness of the spindle 121 and/or the guide 114, thereby improving the wear resistance of the other of the first component 11 and the second component 12 to reduce wear between the other of the first component 11 and the second component 12 and the bearing.
  • the wear-resistant part is exposed on the second mating surface 51C
  • the mating surface of the wear-resistant part can be flush with, lower than, or higher than the second mating surface 51C.
  • the material of the wear-resistant part can be hard chromium.
  • the wear-resistant component can be a wear-resistant coating disposed on the second mating surface of the main body.
  • the wear-resistant component can be a cylindrical structure fixed to the second mating surface of the main body.
  • the wear-resistant component can be a block structure, columnar structure, cylindrical structure, etc., partially embedded in the main body and partially exposed on the second mating surface.
  • the difference X between the inner diameter of the inner wall surface of the first bearing 115 and the outer diameter of the mandrel 121 satisfies: 20 ⁇ m ⁇ X ⁇ 80 ⁇ m.
  • the value of X can be 20 ⁇ m, 25 ⁇ m, 30 ⁇ m, 35 ⁇ m, 40 ⁇ m, 45 ⁇ m, 50 ⁇ m, 55 ⁇ m, 60 ⁇ m, 70 ⁇ m, 80 ⁇ m, etc.
  • the difference X between the inner diameter of the first bearing 115 and the outer diameter of the spindle 121 refers to the bilateral clearance between the inner wall surface of the first bearing 115 and the spindle 121, that is, the difference between the diameter at the inner wall surface of the first bearing 115 and the outer diameter of the spindle 121.
  • the gap between the first bearing 115 and the spindle 121 can be avoided from being too large.
  • the degree of inclination (i.e., eccentricity) of the spindle 121 relative to the first bearing 115 in the radial direction of the spindle 121 can be reduced, thereby reducing the eccentricity of the first assembly 11 and the second assembly 12. This prevents the first bearing 115 and the spindle 121 from colliding with each other and producing knocking noises during the relative movement of the first assembly 11 and the second assembly 12.
  • Figure 45 is a curve showing the change of no-load resistance with temperature when the double-sided gap between the upper bearing and the spindle is 9 ⁇ m.
  • the change in no-load resistance is large, mainly because when the gap between the first bearing and the spindle is small, the jamming phenomenon caused by thermal expansion and contraction increases the no-load resistance value. Even at room temperature, if the gap is too small, the no-load resistance value will be too low, which will cause abnormal noise.
  • Figure 45 was obtained from the measurement of the ninth motor, only to verify the effect of temperature on no-load resistance.
  • the basic architecture of the ninth motor is the same as that of motors A, B, and the first to eighth motors.
  • the normal temperature here usually refers to the range of 20°C-35°C.
  • the motor 1 contracts due to heat, causing the clearance between the other of the first component 11 and the second component 12 and the bearing to decrease. If X is less than 20 ⁇ m, especially less than 10 ⁇ m, the friction between the other of the first component 11 and the second component 12 and the bearing will increase, leading to jamming or even seizure. Therefore, when the ambient temperature is low, if X is less than 20 ⁇ m, the initial resistance of the motor 1 in the first position will increase, resulting in increased no-load resistance.
  • the ambient temperature can be the temperature of the environment near the motor 1, as well as the temperature of the first bearing 115, the second bearing 124, the spindle 121, and the guide member 114 under the heat generated by the motor 1.
  • the explanation focuses on the increase in the gap between the other of the first component 11 and the second component 12 and the bearing when the motor 1 expands due to heat, and the decrease in the gap between the other of the first component 11 and the second component 12 and the bearing when the motor 1 contracts due to cold.
  • the first bearing 115 and the second bearing 124 are collectively referred to as bearings (115, 124), and the spindle 121 and the guide 114 are collectively referred to as shafts (121, 114).
  • the clearance between bearings (115, 124) and shafts (121, 114) (the clearance between spindle 121 and the first bearing 115, and the clearance between guide 114 and the second bearing 124) is a double-sided clearance.
  • the measurement method is as follows: before calculating the clearance, the inner diameter surface of bearings (115, 124) and the outer diameter surface of shafts (121, 114) will be measured using a coordinate measuring machine. During the measurement, several layers of circles will be measured separately, and then the diameters of these layers of circles will be obtained. For the inner diameter of bearing (115,124), select the smallest diameter of the several circles measured on the inner diameter surface as the inner diameter of bearing (115,124).
  • the difference Y between the inner diameter of the inner wall surface of the second bearing 124 and the outer diameter of the guide 114 satisfies: 20 ⁇ m ⁇ Y ⁇ 80 ⁇ m.
  • the value of Y can be 20 ⁇ m, 25 ⁇ m, 30 ⁇ m, 35 ⁇ m, 40 ⁇ m, 45 ⁇ m, 50 ⁇ m, 55 ⁇ m, 60 ⁇ m, 65 ⁇ m, 70 ⁇ m, 75 ⁇ m, 80 ⁇ m, etc.
  • the difference Y between the inner diameter of the second bearing 124 and the outer diameter of the guide member 114 refers to the bilateral clearance between the inner wall surface of the second bearing 124 and the outer peripheral surface of the spindle guide member 114, that is, the difference between the diameter at the inner wall surface of the second bearing 124 and the outer diameter of the guide member.
  • Figures 46-49 show the effect of the eccentricity of the first and second components on the eccentric magnetic pull. It can be seen that the larger the eccentricity of the first and second components, the greater the eccentric magnetic pull, and the greater the eccentric magnetic pull, the greater the corresponding basic resistance.
  • Figures 46, 47, 48, and 49 are all graphs showing the variation of magnetic bias force with motor running time provided in the embodiments of this application. It should be noted that Figures 46-49 are simulation graphs.
  • Magnetic pull force refers to the unbalanced magnetic pull force generated due to the eccentricity of the first component of motor 1 (such as the magnet assembly of the first component 11) relative to the second component (such as the iron core of the second component 12), also known as unilateral magnetic pull force or unbalanced magnetic pull force.
  • Magnetic pull force causes motor 1 to vibrate and generate noise, affecting the stability of the equipment and the working environment.
  • Magnetic pull force also accelerates the wear of the first bearing 115, shortens its service life, and may even lead to damage to the first bearing. Therefore, it is necessary to reduce the magnetic pull force of motor 1.
  • the magnetic deflection force is between 150N and 300N; when the eccentricity is 0.3, the magnetic deflection force is between 500N and 1000N; when the eccentricity is 0.5, the magnetic deflection force is between 100N and 1600N; and when the eccentricity is 0.7, the magnetic deflection force is between 1200N and 2100N. Therefore, the larger the eccentricity of the first component relative to the second component, the larger the magnetic deflection force. Thus, it is undoubtedly necessary to reduce the eccentricity of the first component relative to the second component.
  • the radial tilt (i.e., eccentricity) of the spindle 121 relative to the first bearing 115 on the spindle 121 can be reduced, thereby reducing the eccentricity of the first component 11 and the second component 12, thus reducing the radial electromagnetic force and axial friction force of the motor 1, and reducing the basic resistance of the motor.
  • it can also avoid the situation where the clearance between the first bearing 115 and the spindle 121 is too small, which would cause the first bearing 115 and the spindle 121 to jam, resulting in an increase in the basic resistance of the motor 1.
  • each magnet is the same, and is H; the axial thickness of the first magnet 1121 and the third magnet 1123 is the same, and is a; the axial thickness of the second magnet 1122 and the fourth magnet 1124 is the same, and is b; H, a, and b satisfy the following relationship:
  • P represents the ratio of the axial thickness b of the second magnet 1122 to the axial thickness a of the first magnet 1121, and also the ratio of the axial thickness b of the fourth magnet 1124 to the axial thickness a of the third magnet 1123.
  • the specific values of the axial thickness b of the two magnetic units 115 and the axial thickness a of the first magnet 1121 can be determined. Given that the axial thickness of the second magnet 1122 is b and the axial thickness of the first magnet 1121 is a, there is an attractive force between the first magnet 1121, the second magnet 1122, the third magnet 1123, and the fourth magnet 1124.
  • the first magnet 1121 may generate a repulsive force with the magnetic group formed by the second magnet 1122, the third magnet 1123, and the fourth magnet 1124, or both the first magnet 1121 and the second magnet 1122 may generate a repulsive force with the second magnet group.
  • adhesives or other auxiliary tools e.g., clamps are needed between the magnets during assembly to ensure a stable connection between the first and second magnet groups.
  • This application adjusts the thickness ratio of the axial thickness a of the first magnet 1121 and the axial thickness b of the second magnet 1122; in other words, it adjusts the thickness ratio of the axial thickness a of the third magnet 1123 and the axial thickness b of the fourth magnet 1124 to generate an attractive force between the first magnet 1121 and the second magnet group.
  • an attractive force is generated between the first magnet 1121 and the magnetic group composed of the second magnet 1122, the third magnet 1123, and the fourth magnet 1124, an attractive force is also generated between the second magnet 1122 and the second magnet group.
  • the first magnet group and the second magnet group are assembled, they are tightly attached to each other by magnetic attraction, without the need for external tools. Therefore, the assembly of the magnet group is relatively simple, and the assembly of the magnetic component 112 is relatively stable.
  • the radial depth H and the total axial thickness L of the magnet group are both known values. Based on the aforementioned relationship, the range of values for b/a can be obtained, thus yielding the specific values of a and b. With the specific values of a and b obtained from this relationship, during the assembly process, the first magnet 1121, the second magnet 1122, the third magnet 1123, and the fourth magnet 1124 are all attracted to each other, resulting in a relatively stable connection.
  • the assembly of the magnetic component 112 is relatively simple, requires no additional tools, and has high assembly efficiency, which is beneficial for the mass production of the magnetic component 112.
  • Figure 133 is a cross-sectional view of a magnet group consisting of a first magnet 1121, a second magnet 1122, a third magnet 1123, and a fourth magnet 1124 rotated 90° clockwise from Figure 132.
  • the magnetization direction of the first magnet 1121 is horizontal to the right
  • the magnetization direction of the second magnet 1122 is vertically downward
  • the magnetization direction of the third magnet 1123 is horizontal to the left
  • the magnetization direction of the fourth magnet 1124 is vertically upward.
  • magnetic field lines can be concentrated on one side of the magnet group while weakening the magnetic field lines on the other side.
  • the magnetic component 112 of this application has a cylindrical structure.
  • Each magnet group includes an inner side 1158 and an outer side 1159.
  • the magnetic field of the inner side 1158 of the magnet group can be enhanced, and the magnetic field of the outer side 1159 of the magnet group can be weakened.
  • the first magnet 1121 and the second magnet 1122 can maintain a close attraction state, that is, the S pole of the first magnet 1121 attracts the N pole of the second magnet 1122, or the N pole of the first magnet 1121 attracts the S pole of the second magnet 1122.
  • the third magnet 1123 and the fourth magnet 1124 can maintain a close attraction state, that is, the S pole of the third magnet 1123 attracts the N pole of the fourth magnet 1124, or the N pole of the third magnet 1123 attracts the S pole of the fourth magnet 1124.
  • the first magnet 1121 is first assembled with the second magnet 1122 (the two can be attracted to each other by magnetic attraction) to form the first magnet group, and the third magnet 1123 is first assembled with the fourth magnet 1124 (the two can be attracted to each other by magnetic attraction) to form the second magnet group.
  • the first magnet assembly is then assembled with the second magnet assembly to form a magnet assembly.
  • the magnet is a toroidal magnet, and multiple magnets are grouped to form a cylindrical magnetic assembly 112.
  • the radial depth H of each magnet is the same, thus simplifying the magnet's fabrication.
  • the magnetic assembly 112 is part of the second assembly 12 of the electrode, the air gap thickness at each location between the magnetic assembly 112 and the first assembly 11 of the motor 1 remains consistent, thereby ensuring consistent magnetic flux density at each location between the magnetic assembly 112 and the first assembly 11 of the motor 1.
  • the magnet When the magnet is made of steel, the magnetic field it generates is relatively stable. Furthermore, steel has a high magnetic energy density, enabling it to achieve high magnetic power in a small volume.
  • the steel used in this application can be neodymium iron boron linear motor magnets of grade N48-N40.
  • the design method of the magnetic component based on the Halbach array according to the embodiments of this application includes:
  • the design device 70 for the Halbach array-based magnetic component 112 includes a first acquisition module 301, a second acquisition module 303, and a design module 305.
  • the first acquisition module 301 is used to obtain the ratio range P ⁇ x of the axial thickness of the second magnet 1122 to the axial thickness of the first magnet 1121 based on a preset mathematical model, the radial depth H of the magnet, and the total axial thickness L of the magnet group.
  • the design module 305 is used to design the axial thickness a of the first magnet 1121 and the axial thickness b of the second magnet 1122 based on the ratio threshold Pcrit.
  • the ratio of the thickness b of the second magnet 1122 to the thickness a of the first magnet 1121 is greater than or equal to a preset ratio threshold.
  • a preset ratio threshold is calculated by a preset mathematical model, the radial depth H of the magnet, and the axial total thickness L of the magnet group.
  • the first magnet 1121 and the third magnet 1123 have the same axial thickness, the thickness of the first magnet 1121 is *a*, and the thickness of the third magnet 1123 is also *a*.
  • the second magnet 1122 and the fourth magnetic component 112 have the same axial thickness *X*, so the thickness of the second magnet 1122 is *b*, and the thickness of the fourth magnet 1124 is also *b*.
  • the axial total thickness L of the magnet assembly in this application ranges from [12mm, 24mm], and the radial depth H ranges from [4mm, 10mm].
  • the magnetic component 112 of this application is applied to the motor 1 of the vehicle 10000.
  • the range of values for the axial total thickness L and the radial depth H of the magnet assembly here is determined according to the size of the motor 1 commonly used in this application.
  • the specific size of the magnet assembly is not limited here and can be adjusted according to specific circumstances.
  • the axial total thickness L of the magnet assembly can be 17.6mm, and the corresponding radial depth H can be 6.8mm.
  • the axial total thickness L of the magnet assembly can also be 20.5mm, and the corresponding radial depth H can be 8.6mm, etc.
  • the first acquisition module 301 calculates the ratio range P of the axial thickness a of the first magnet 1121 to the axial thickness b of the second magnet 1122 by substituting the determined total axial thickness L of the magnet group and the radial depth H of the magnet into a preset mathematical model.
  • the ratio range P ⁇ x during the assembly of the first magnet group and the second magnet group, there is an attractive force between the magnetic groups formed by the first magnet 1121, the second magnet 1122, the third magnet 1123 and the fourth magnet 1124, and there is also an attractive force between the second magnetic field unit and the second magnet group.
  • the first magnet group and the second magnet group can be tightly attached by magnetic attraction.
  • the assembly of the magnet groups is relatively simple, and the assembly efficiency of the magnetic component 112 is high, which is conducive to the mass production of the magnetic component 112.
  • the ratio P1 is also the ratio of the axial thickness b of the fourth magnet 1124 to the axial thickness a of the third magnet 1123.
  • the second acquisition module 303 determines the proportional threshold Pcrit based on the proportional range P ⁇ x.
  • the proportional threshold Pcrit is the critical value of the ratio P1 between the axial thickness b of the second magnet 1122 and the axial thickness a of the first magnet 1121.
  • the first magnet 1121 may generate repulsive force with the magnetic group composed of the second unit 115, the third magnet 1123, and the fourth magnet 1124, and the second magnet 1122 may also generate repulsive force with the second magnet group.
  • both the first magnet 1121 and the second magnet 1122 generate an attractive force with the second magnet group.
  • the first magnet group and the second magnet group can be tightly attached to each other by magnetic attraction, the assembly of the magnet group is relatively simple, and the assembly efficiency of the magnetic component 112 is high.
  • the assembly of the first and second magnet groups in the magnet assembly is relatively stable, and no other auxiliary tools are needed, resulting in high assembly efficiency of the magnetic component 112.
  • the assembly of the first and second magnet groups in the magnet assembly is also relatively stable, but at this time the magnetic attraction between the first magnet 1121, the second magnet 1122, the third magnet 1123, and the fourth magnet 1124 is too strong, making it difficult to disassemble individual magnets.
  • the design module 305 can determine the optimal axial thickness a1 of the first magnet 1121 and the optimal axial thickness b1 of the second magnet 1122.
  • the axial thickness of the first magnet 1121 is a1
  • the axial thickness of the second magnet 1122 is b1
  • the axial thickness of the third magnet 1123 is a1
  • the axial thickness of the fourth magnet 1124 is b1
  • the first magnet 1121, the second magnet 1122, the third magnet 1123, and the fourth magnet 1124 in each magnet group can be tightly attached by magnetic attraction.
  • the assembly of the magnet group is relatively simple, the assembly efficiency of the magnetic component 112 is high, and the disassembly of the magnets is also relatively simple.
  • the ratio range P ⁇ x of the axial thickness b of the second magnet 1122 to the axial thickness a of the first magnet 1121 is obtained according to a preset mathematical model, the radial depth H of the magnet, and the total axial thickness L of the magnet group.
  • the axial thickness a of the first magnet 1121 and the axial thickness b of the second magnet 1122 are then designed according to the ratio threshold Pcrit.
  • the axial thickness a of the first magnet 1121 and the axial thickness b of the second magnet 1122 are designed according to the ratio threshold Pcrit, there is an attractive force between the first magnet 1121, the second magnet 1122, the third magnet 1123, and the fourth magnet 1124, and the connection between them is relatively stable.
  • the assembly of the magnetic component 112 is relatively simple and does not require any other tools.
  • the assembly efficiency of the magnetic component 112 is high, which is conducive to the mass production of the magnetic component 112.
  • the design method further includes: S1: obtaining the mathematical model.
  • the optimal ratio P1 between the axial thickness b of the second magnet 1122 and the axial thickness a of the first magnet 1121 can be calculated using a mathematical model, thereby generating an attractive force between the first magnet 1121 and the second magnet assembly.
  • the assembly of the magnet assembly is relatively simple and has high assembly efficiency.
  • S1 Obtaining a mathematical model includes:
  • S11 Select at least two magnets with radial depths H according to the preset range of values [Hx, Hy] of the radial depth H of the magnets;
  • S17 Use analysis software to process each set of simulation data and the corresponding force F to establish a mathematical model.
  • the mathematical model is related to the radial depth H of the magnet, the total axial thickness L of the magnet group, and the ratio of the axial thickness of the first magnet 1121 to the axial thickness of the second magnet 1122.
  • the preset range of the radial depth H of the magnet is the commonly used radial depth H value of the magnetic component 112 in this embodiment.
  • the preset range of the axial total thickness L of the magnet group is the commonly used axial total thickness L value of the magnet group of the magnetic component 112 in this embodiment.
  • the preset ratio P2 is the commonly used ratio value of the axial thickness b of the second magnet 1122 to the axial thickness a of the first magnet 1121 in this embodiment.
  • the preset range of the radial depth H of the magnet can be [4mm, 10mm]
  • the preset range of the axial total thickness L of the magnet group can be [12mm, 24mm].
  • the number of simulation data sets should be at least 50. At this point, the accuracy of the simulation data is relatively high.
  • the number of simulation data sets can be, but is not limited to, 50, 80, 120, or more sets.
  • the radial depths H1 and H2 of the two magnets, the axial X-lengths L1 and L2 of the two magnetic components 112, and two preset ratios P21 and P22 need to be selected.
  • the radial depth H1 of the magnets, the axial X-length L1 of the magnetic components 112, and the preset ratio P21 constitute the first set of simulation data; the radial depth H2 of the magnets, the axial X-length L2 of the magnetic components 112, and the preset ratio P22 constitute the second set of simulation data.
  • the radial depth H2 of the magnet is 7mm
  • the axial total length L2 of the magnetic component 112 is 15mm
  • the preset scale P22 is 1.2
  • the analysis software can analyze the axial total length L of the magnetic component 112, the radial depth H of the magnet, the preset ratio P, and the corresponding force F on the first magnet 1121, thereby establishing a mathematical model. With a large amount of simulation data, the more values of the force F on the first magnet 1121 obtained, the more accurate the analysis software will be in determining the relationship between the axial total length L of the magnetic component 112, the radial depth H of the magnet, the preset ratio P, and the corresponding force F on the first magnet 1121, resulting in a more accurate mathematical model.
  • Simulation software includes, but is not limited to, Maxwell and Jmag.
  • Response surface methodology software used in this application includes, but is not limited to, Matlab, SAS, and Design-Expert.
  • S17 The simulation data and corresponding forces F are processed using analysis software to establish a mathematical model, including:
  • the analysis software establishes a mathematical model by analyzing the total axial thickness L of a large number of magnet groups, the radial depth H of the magnets, the preset ratio P, and the force F acting on the corresponding first magnet 1121. Using this mathematical model, the optimal ratio P1 between the axial thickness b of the second magnet 1122 and the axial thickness a of the first magnet 1121 can be calculated when an attractive force is generated between the first magnet 1121 and the second magnet group.
  • Figure 138 shows the relationship between the axial total thickness L of the magnet assembly, the radial depth H of the magnet, and the force F on the corresponding first magnet 1121, as analyzed by the analysis software.
  • Figure 139 shows the relationship between the radial depth H of the magnet and the force F on the corresponding first magnet 1121, as analyzed by the analysis software, based on the preset scale P.
  • Figure 1310 shows the relationship between the axial total thickness L of the magnet assembly and the force F on the corresponding first magnet 1121, as analyzed by the analysis software, based on the preset scale P.
  • the computer-readable storage medium of this embodiment stores computer instructions.
  • these computer instructions When these computer instructions are executed by a processor, they implement the design method for a magnetic component based on a Halbach array as described above.
  • the computer instructions when executed by a processor, the following design method is implemented:
  • the electronic device of this application includes a memory and a processor, as well as computer instructions stored in the memory and running on the processor.
  • the computer instructions are executed by the processor, the design method of the magnetic component based on the Halbach array described above is completed.
  • the Halbach array-based magnetic component 112 of this application is manufactured using the design method of the above-described embodiment.
  • the core 123 includes a plurality of core segments 1236 and at least one connecting tooth 1237, wherein a connecting tooth 1237 is connected between two adjacent core segments 1236, and the axial dimension of the connecting tooth 1237 is greater than the axial dimension of the middle tooth 1232B.
  • two adjacent core segments 1236 can be spaced apart by the connecting teeth 1237 between them, so that there is a certain distance between the two adjacent core segments 1236, which is conducive to heat dissipation of the core segments 1236, thereby improving the overall efficiency and stability of the motor 1.
  • the two adjacent core segments 1236 can also be connected by the connecting teeth 1237, realizing the connection between the core segments 1236.
  • the axial dimension of the connecting teeth 1237 is constructed to be larger than the axial dimension of the middle teeth 1232B, which increases the axial dimension of the connecting teeth 1237 relative to the axial dimension of the middle teeth 1232B. This can enhance magnetic flux guidance and increase torque density, thereby reducing the no-load electromagnetic force fluctuation and mechanical oscillation of the motor 1 caused by the cogging effect, and thus improving the performance of the motor 1.
  • the efficiency of the motor 1 can be improved and energy loss reduced.
  • the connecting teeth 1237 can be used to space between adjacent core segments 1236, or to connect adjacent core segments 1236. This reduces the risk of coaxiality issues during assembly and manufacturing.
  • the axial dimension of the connecting teeth 1237 to be larger than the axial dimension of the central tooth 1232B, the no-load electromagnetic force fluctuations and mechanical oscillations caused by the cogging effect in the motor 1 can be reduced, thereby improving the performance of the motor 1.
  • the axial dimension of the end tooth 1232A is smaller than the axial dimension of the middle tooth 11. This reduces core losses and torque ripple, optimizes magnetic flux distribution, and further reduces no-load electromagnetic force fluctuations and mechanical oscillations caused by cogging effect in the motor 1, thereby improving the performance of the motor 1.
  • the design of the core 123 with the same axial dimension relative to all teeth 1232 can maintain the overall axial dimension of the core 123, which is beneficial to increasing the adaptability and versatility of the core 123, and will not change the matching relationship between the tooth slots, the winding structure 122, and the insulation frame.
  • the axial dimensions of the two end teeth 1232A located at both ends of the iron core 123 are L1 and L2, respectively.
  • At least two core segments 1236 are connected end to end along the axial direction, such that the axial dimension of the end tooth 1232A of the core segment 1236 located at one end of the core 123 is L1, and the axial dimension of the end tooth 1232A of the core segment 1236 located at the other end of the core 123 is L2.
  • L1 and L2 can be equal or unequal, and the dimensional relationship between L1 and L2 can be set according to the actual situation.
  • the difference in axial dimension between the connecting tooth 1237 and the middle tooth 1232B is b, and satisfies: b ⁇ min(L1/2, L2/2).
  • the axial dimension of the connecting tooth 1237 is greater than the axial dimension of the middle tooth 1232B, so that the difference between the axial dimensions of the connecting tooth 1237 and the middle tooth 1232B is b, and b satisfies min(L1/2, L2/2), so that the increase in the axial dimension of the connecting tooth 1237 relative to the middle tooth 1232B is less than the minimum value of L1/2 and L2/2, so as to avoid the difference between the axial dimensions of the connecting tooth 1237 and the middle tooth 1232B being too large.
  • the axial dimension of the connecting tooth 1237 is large, it will lead to increased loss of the electronic iron core or increased influence of the cogging effect on the motor 1. This can reduce the no-load electromagnetic force fluctuation and mechanical oscillation of the motor 11 caused by the cogging effect, thereby improving the performance of the motor 1.
  • At least one end tooth 1232A has an axial dimension of L, and the difference between the axial dimensions of the end tooth 1232A and the middle tooth 1232B is e, and satisfies that e is less than L/4.
  • the core 123 includes two end teeth 1232A.
  • One end tooth 1232A can have an axial dimension of L, or both end teeth 1232A can have an axial dimension of L.
  • the axial dimension of the end tooth 1232A is configured to be smaller than the axial dimension of the middle tooth 1232B, such that the difference between the axial dimensions of the end tooth 1232A and the middle tooth 1232B is e. e is the amount by which the axial dimension of the end tooth 1232A decreases due to the increase in the axial dimension of the connecting tooth 1237.
  • the overall length of the iron core 123 remains unchanged, and e is made less than L/4. Even if the axial dimension of the end tooth 1232A is reduced by less than 1/4 of its own axial dimension relative to the middle tooth 1232B, the difference between the axial dimensions of the end tooth 1232A and the middle tooth 1232B is avoided from being too large. This would result in the axial dimension of the end tooth 1232A being too small, which would increase the processing difficulty of the end tooth 1232A and make heat dissipation difficult. This can reduce the no-load electromagnetic force fluctuation and mechanical oscillation of the motor 1 caused by the cogging effect, thereby improving the performance of the motor 1.
  • the tooth groove between the connecting tooth 1237 and the adjacent middle tooth 1232B is a connecting tooth groove 1238, and the axial dimension of the connecting tooth groove 1238 is greater than or equal to the axial width of the other tooth grooves.
  • the axial dimension of the connecting tooth groove 1238 can be made larger than the axial dimension of other tooth grooves, or the axial dimension of the connecting tooth groove 1238 can be made equal to the axial dimension of other tooth grooves.
  • the axial dimension of the connecting tooth 1237 is increased relative to the axial dimension of the middle tooth 1232B, and the axial dimension of the end tooth 1232A is decreased relative to the axial dimension of the middle tooth 1232B.
  • the overall axial dimension of the iron core 123 can be further modified by changing the axial dimension of the connecting tooth groove 1238, so that the overall axial dimension of the iron core 123 remains unchanged, thereby increasing the adaptability and versatility of the iron core 123.
  • the core segment 1236 is an integral unit.
  • the iron core 123 includes at least two iron core segments 1236, that is, the iron core 123 is constructed in segments, which facilitates the maintenance and replacement of the iron core 123. That is, when a certain iron core segment 1236 fails, only that iron core segment 1236 can be replaced, which helps to extend the service life of the iron core 123. Moreover, constructing the iron core segment 1236 as a whole simplifies the installation process, reduces the assembly difficulty, and increases the structural strength of the iron core segment 1236, making the iron core segment 1236 less prone to deformation and failure, which helps to extend the service life of the iron core segment 1236.
  • the core segment 1236 is a split type and includes a plurality of split blocks 1239 stacked sequentially along the axial direction.
  • the core segment 1236 can be constructed as a split type, and the core segment 1236 can include multiple split blocks 1239, which facilitates the maintenance and replacement of the split blocks 1239.
  • the core segment 1236 can include multiple split blocks 1239, which facilitates the maintenance and replacement of the split blocks 1239.
  • the core segment 1236 can include multiple split blocks 1239, which facilitates the maintenance and replacement of the split blocks 1239.
  • the core segment 1236 can include multiple split blocks 1239, which facilitates the maintenance and replacement of the split blocks 1239.
  • the core segment 1236 can include multiple split blocks 1239, which facilitates the maintenance and replacement of the split blocks 1239.
  • the total axial length of the iron core 123 is a
  • the magnet assembly 112 includes a plurality of magnets 1125A. At least one of the magnets 1125A is provided with a glue-receiving groove 1131.
  • the glue-receiving groove 1131 is recessed from the surface of the magnet 1125A facing away from the winding structure 122 toward the surface of the magnet 1125A facing the winding structure 122, and the glue-receiving groove 1131 extends through at least one end face of the magnet 1125A along a first direction.
  • the glue-receiving groove 1131 on the magnet 1125A allows glue material to be placed in the glue-receiving groove 1131.
  • the glue material tightly connects the plurality of magnets 1125A at predetermined positions without affecting the position of the magnets 1125A, ensuring accurate relative positions between adjacent magnets 1125A, thereby optimizing the thrust fluctuation of the linear motor 1.
  • the magnet assembly 112 of the motor 1 includes multiple magnets 1125A, which can be arranged along a first direction. At least one of the multiple magnets 1125A is provided with an adhesive groove 1131, which can be filled with adhesive material.
  • the adhesive material has adhesive properties and can achieve positioning connection between adjacent magnets 1125A, ensuring high positional accuracy between different magnets 1125A. In this way, the adhesive material can tightly connect multiple magnets 1125A at a predetermined position without affecting the position of the magnets 1125A.
  • the adhesive material is filled inside the adhesive groove 1131.
  • the adhesive material can achieve the positioning connection of adjacent magnets 1125A and will not overflow into the gap between magnets 1125A, ensuring the accurate relative position between adjacent magnets 1125A, thereby optimizing the thrust fluctuation of the linear motor 1.
  • the magnets 1125A forms a glue-receiving groove 1131 facing away from the winding structure 122.
  • the glue-receiving groove 1131 can be formed by recessing the surface of the magnet 1125A facing away from the winding structure 122 towards the surface of the magnet 1125A facing the winding structure 122.
  • the glue-receiving groove 1131 penetrates at least one end face of the magnet 1125A along a first direction. That is to say, when the glue material is filled in the glue-receiving groove 1131, it can be connected to the adjacent magnet 1125A through the penetrating at least one end face, ensuring the relative position between the multiple magnets 1125A.
  • the distribution position of the adhesive groove 1131 in the multiple magnets 1125A is not limited, so as to meet different needs.
  • each magnet 1125A can be provided with an adhesive groove 1131.
  • Each magnet 1125A is connected to the previous magnet 1125A through the adhesive material in the adhesive groove 1131, thereby realizing the positioning connection of all magnet assemblies 112.
  • each magnet 1125A can be provided with two adhesive grooves 1131.
  • Each magnet 1125A is correspondingly provided with the adhesive grooves 1131 of the adjacent magnet 1125A through the adhesive grooves 1131, so that the adhesive material in the adhesive grooves 1131 of the adjacent magnets 1125A can be bonded together, thereby realizing the positioning connection of all magnet components 112.
  • adhesive grooves 1131 can be spaced apart on magnets 1125A. That is, a magnet 1125A has two adhesive grooves 1131, while two adjacent magnets 1125A do not have adhesive grooves 1131. In this case, the magnet 1125A with adhesive grooves 1131 can be connected to the two adjacent magnets 1125A through the adhesive material in the two adhesive grooves 1131, thereby realizing the positioning connection of all magnet assemblies 112.
  • the irregularly shaped magnet 1125A is designed with adhesive grooves 1131 for bonding. This effectively ensures the fixation of the magnets 1125A between themselves and between themselves and the housing 30, preventing the magnets 1125A from falling off and ensuring accurate positioning.
  • the adhesive grooves 1131 of the magnets 1125A face the housing 30 direction rather than the stator direction, thus not altering the air gap of the motor 1 and preventing significant variations in the electromagnetic thrust.
  • Table 3 shows the influence of the total height of multiple magnets 1125A in the first direction on dynamic fluctuations under ideal and other conditions.
  • Figure 148 shows the ideal waveform when multiple magnets 1125A are all in their designed positions.
  • Figure 149 shows the waveform after multiple magnets 1125A are stacked together and their height in the first direction is 0.1 mm longer than the designed height.
  • Figure 150 shows the waveform after multiple magnets 1125A are stacked together and their height in the first direction is 0.1 mm shorter than the designed height.
  • Figure 151 shows the waveform after multiple magnets 1125A are stacked together and their height in the first direction is 0.2 mm longer than the designed height.
  • Figure 152 shows the waveform after multiple magnets 1125A are stacked together and their height in the first direction is 0.2 mm shorter than the designed height.
  • Figure 153 shows the variation of thrust fluctuations with the height tolerance in the first direction after multiple magnets 1125A are stacked together.
  • the total height of multiple stacked magnets 1125A has a significant impact on the thrust fluctuation of motor 1.
  • the total height or length of the stacked magnets can cause the 6th-order fluctuation to decrease while the 2nd-order fluctuation increases. Therefore, to control the thrust fluctuation of motor 1, the magnets 1125A in this embodiment are designed with adhesive-containing grooves 1131 for adhesive retention.
  • the gap between the magnets 1125A and the housing 30 can also be used for adhesive retention. Thus, adhesive bonding is not required at the direct contact points of the magnets 1125A; adhesive is only used between the adhesive-containing grooves 1131.
  • each pair of pole magnets 1125A and the total height of the mover magnets 1125A can be controlled within a specified range, achieving the goal of controlling thrust fluctuation.
  • the ratio of the length L2 of the adhesive groove 1131 perpendicular to the first direction to the length L1 of the magnet 1125A perpendicular to the first direction satisfies:
  • the ratio of the height B2 of the adhesive reservoir 1131 in the first direction to the single-sided height B1 of the magnet 1125A in the first direction satisfies:
  • the ratio L2/L1 of the length L2 of the glue-containing groove 1131 perpendicular to the first direction to the length L1 of the magnet 1125A perpendicular to the first direction can be 0.4, 0.45, 0.5, 0.55, etc.
  • the ratio B2/B1 of the height B2 of the glue-containing groove 1131 in the first direction to the height B1 of the magnet 1125A in the first direction can be 0.025, 0.05, 0.075, 0.1, 0.125, etc.
  • the ratio of the length L2 of the adhesive reservoir 1131 perpendicular to the first direction to the length L1 of the magnet 1125A perpendicular to the first direction satisfies:
  • the ratio of the height B2 of the adhesive reservoir 1131 in the first direction to the single-sided height B1 of the magnet 1125A in the first direction satisfies:
  • Figure 154 shows the influence of the ratio of the dimensions of the adhesive tank 1131 and the magnet 1125A on the thrust fluctuation
  • Figure 155 shows the influence of the ratio of the dimensions of the adhesive tank 1131 and the magnet 1125A on the maximum thrust.
  • smaller thrust fluctuations are better, i.e., the blue or green portion in Figure 154 is preferred
  • larger thrust fluctuations are better, i.e., the red portion in Figure 155 is preferred.
  • the specific dimensions of the adhesive tank 1131 and the magnet 1125A can be defined using Figures 154 and 155.
  • the thrust fluctuation of the motor 1 is better than that of 63.2N in the related art.
  • the maximum thrust of the motor 1 does not decrease too much.

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Abstract

本申请公开了电机、悬架组件及车辆，涉及车辆技术领域，旨在解决电机在工作过程中的磨损严重，且容易出现噪音，导致电机的寿命较短的问题。该电机包括第一组件和第二组件，第一组件可相对于第二组件移动。当电机处于断电状态，且电机以竖直方向设置时，若控制第一组件相对于第二组件匀速移动，f为第一组件受到的空载阻力，空载阻力f满足：6N≤|f|≤299N，"| |"表示取绝对值。

Description

电机、悬架组件及车辆
本发明要求于2024年05月06日提交国家知识产权局、申请号为202410550316.1、专利名称为“定子铁芯、定子组件、直线电机、悬架系统和车辆”的中国专利申请的优先权；
于2024年05月06日提交国家知识产权局、申请号为202420956337.9、专利名称为“直线电机的初级铁芯、初级组件、直线电机、悬架及车辆”的中国专利申请的优先权；
于2024年05月06日提交国家知识产权局、申请号为202420956336.4、专利名称为“直线电机的初级铁芯、初级组件、直线电机、悬架及车辆”的中国专利申请的优先权；
于2024年05月06日提交国家知识产权局、申请号为202420956338.3、专利名称为“直线电机的初级铁芯、初级组件、直线电机、悬架及车辆”的中国专利申请的优先权；
于2024年11月27日提交国家知识产权局、申请号为202411737855.2、专利名称为“一种磁体组件、电机、悬架组件和车辆”的中国专利申请的优先权；
于2024年11月29日提交国家知识产权局、申请号为202411750489.4、专利名称为“一种轴承、电机、悬架系统及车辆”的中国专利申请的优先权；
于2024年12月02日提交国家知识产权局、申请号为202411767961.5、专利名称为“一种电机、悬架系统及车辆”的中国专利申请的优先权；
于2024年11月29日提交国家知识产权局、申请号为202411751272.5、专利名称为“一种轴承、电机、悬架系统及车辆”的中国专利申请的优先权；
于2024年11月29日提交国家知识产权局、申请号为202411758490.1、专利名称为“次级组件及其加工方法、电机、悬架组件及车辆”的中国专利申请的优先权；其全部内容通过引用结合在本发明中。
技术领域
本申请涉及车辆技术领域，尤其涉及电机、悬架组件及车辆。
背景技术
车辆包括车身、车轮以及连接在车身与车轮之间的悬架组件，悬架组件用于缓冲不平路面传递给车身的冲击力，以保证车辆的行驶平顺性。在一些悬架组件中，悬架组件还包括电机，电机用于根据车辆的运动以及路面状况，适时地调节悬架组件的刚度和阻尼，以使悬架组件处于较优的减振状态。
现有技术中，电机在工作过程中的磨损严重，且容易出现噪音，导致电机的寿命较短，车辆的驾驶体验较差。
发明内容
本发明的目的在于提供电机、悬架组件及车辆，旨在解决电机在工作过程中的磨损严重，且容易出现噪音，导致电机的寿命较短的问题。
为达到上述目的，本发明采用如下技术方案：
本申请提供一种电机，包括第一组件和第二组件，第一组件和第二组件可相对移动。当电机处于断电状态，且电机以竖直方向设置时，若控制第二组件相对于第一组件以目标速度移动，f为第二组件受到的空载阻力，空载阻力f满足：6N≤|f|≤299N，“||”表示取绝对值。
当|f|＜6N，即第一组件和第二组件之间的空载阻力值小于6N时，此时第一组件和第二组件之间的空载阻力值过小，第一组件和第二组件不会全程处于接触状态时，空载阻力值才会这么低，这样在第一组件和第二组件相对移动的过程中，第一组件和第二组件会发生碰撞(由分离状态转换为接触状态)，从而产生敲击异响。
这种偶发的敲击异响主要是第一组件和/或第二组件与轴承之间的同轴度较好、摩擦阻力较小，在第一组件和第二组件相对运动的过程中，第一组件和/或第二组件的与轴承之间不会全程处于贴合、互相接触摩擦的状态，因此存在第一组件和/或第二组件与轴承之间突然接触的敲击瞬间，从而产生敲击异响。
而当|f|＞299N，即第一组件和第二组件之间的空载阻力大于或等于299N时，此时第一组件和第二组件之间的阻力过大，说明第一组件和第二组件相对移动的过程中存在运动卡滞，或者第一组件和第二组件相对移动不稳定，如此会导致电机的能量损耗过高，并导致电机寿命缩短。
因此，可以理解为空载阻力值的过大会影响电机运行的平顺性，容易出现运行卡滞。空载阻力值过小，会带来敲击异响问题，因此，在电机空载时，其空载阻力值在[6N,299N]之间的任一区间变化时，运行卡滞和异响问题均有所改善。
在一些实施例中，空载阻力f满足：17N≤|f|≤277N。或者，阻力f满足：42N≤|f|≤276N。或者，阻力f满足：36N≤|f|≤212N。或者，阻力f满足：21N≤|f|≤193N。或者，阻力f满足：13N≤|f|≤189N。或者，阻力f满足：21N≤|f|≤276N。
在一些实施例中，第二组件相对第一组件往复移动的整个行程中，第二组件受到的空载阻力值|f|在【6N,299N】之间的任一区间内变化。或者，第二组件受到的空载阻力值|f|在【13N,276N】之间的任一区间内变化。或者，第二组件受到的空载阻力值|f|在【21N,276N】之间的任一区间内变化。或者，第二组件受到的空载阻力值|f|在【36N,276N】之间的任一区间内变化。或者，第二组件受到的空载阻力值|f|在【36N,212N】之间的任一区间内变化。或者，第二组件受到的空载阻力值|f|在【42N,276N】之间的任一区间内变化。
在一些实施例中，第二组件可相对于第一组件在第一位置与第二位置之间移动。电机在第二组件处于第一位置时的长度为第一长度，电机在第二组件处于第二位置时的长度为第二长度，第一长度小于第二长度。在第二组件相对于第一组件移动过程中，第二组件在第一位置受到的基础阻力为第一基础阻力f1，第一基础阻力f1满足：20.4N≤|f1|≤150N。
在一些实施例中，第二组件可相对于第一组件在第一位置与第二位置之间移动。电机在第二组件处于第一位置时的长度为第一长度，电机在第二组件处于第二位置时的长度为第二长度，第一长度小于第二长度。在第一组件相对于第二组件移动过程中，第二组件在第一位置受到的基础阻力为第一基础阻力f1，第一基础阻力f1满足：(0.008*F1+6N)N≤|f1|≤150N。其中，F1是电机的最大推力值。
在一些实施例中，第一基础阻力f1满足：24N≤|f1|≤140N。或者，第一基础阻力f1满足：24N≤|f1|≤130N。或者，第一基础阻力f1满足：24N≤|f1|≤120N。
在一些实施例中，在第二组件相对于第一组件移动过程中，第二组件在第一位置与第二位置之间的中点位置受到的基础阻力为第三基础阻力f3，第三基础阻力f3满足：1≤|f3|/|f1|≤1.5。
在一些实施例中，第一组件与第二组件之间设有至少一个轴承，轴承固定于第一组件和第二组件的其中一者，第一组件和第二组件的另一者可滑动配合于轴承。
在一些实施例中，第一组件和第二组件相对运动速度小于100mm/s时，第一组件和第二组件的另一者与轴承之间的摩擦系数μ1满足：0.1≤μ1≤0.15。或者，0.1≤μ1≤0.165。或者，0.12≤μ1≤0.135。或者，0.1≤μ1≤0.145。
在一些实施例中，轴承包括基体和第一固体润滑件。基体具有第一配合面，第一配合面适于配合第一组件和第二组件的另一者。第一固体润滑件的至少部分设于第一配合面或者露出于第一配合面。第一组件和第二组件的另一者包括主体件和耐磨件。主体件具有第二配合面，第二配合面适于配合轴承。耐磨件的至少部分设于第二配合面或者露出于第二配合面。
在一些实施例中，至少一个轴承包括第一轴承，第一轴承固定于第一组件，第二组件包括芯轴，芯轴可滑动穿设于第一轴承内。
在一些实施例中，第一轴承的内径与芯轴的外径之差X满足：20μm≤X≤80μm。
13、根据权利要求11的电机，其特征在于，第一组件包括机壳，机壳沿第一方向的一端设有安装孔，第一轴承容置于安装孔内，并与机壳固定。其中，第一方向为第一组件相对于第二组件的移动方向。
在一些实施例中，第一组件还包括导向件，导向件与机壳相对固定。芯轴内设有导向孔，导向件容置于导向孔内。当第二组件相对于第一组件移动时，导向件在导向孔内移动。第二组件还包括第二轴承，第二轴承设于导向孔内，导向件可滑动穿设于第二轴承内。
在一些实施例中，第二轴承的内径与导向件的外径之差Y满足：20μm≤Y≤80μm。
在一些实施例中，第二组件还包括绕组结构，绕组结构固定于芯轴，并容置于机壳内。绕组结构用于驱动第一组件相对于绕组结构移动。第二组件还包括至少一个铁芯，至少一个铁芯固定于芯轴，绕组结构设于至少一个铁芯。
在一些实施例中，至少一个铁芯的外周面相对于第一轴线的同轴度小于或者等于0.1mm。其中，第一轴线为芯轴上可滑动配合于第一轴承的部分的外周面与第二轴承的内壁面所限定的轴线。
在一些实施例中，第一组件还包括磁体组件，磁体组件设于机壳并与机壳固定，绕组结构与磁体组件配合，以驱动第一组件相对于绕组结构移动。
在一些实施例中，其特征在于，磁体组件的内周面相对于第二轴线的同轴度小于或者等于0.1mm。其中，第二轴线为第一轴承的内周面与机壳的远离安装孔的一端的内周面所限定的轴线。
在一些实施例中，其特征在于，磁体组件包括多个磁体，多个磁体在第一方向上依次层叠设置，在第二方向上多个磁体通过第一胶层固定于机壳，多个磁体形成有在第二方向相对设置的第一表面和第二表面，第一表面与第一胶层固定连接。其中，第二表面的平整度小于第一表面的平整度，第一方向和第二方向垂直。
在一些实施例中，第二表面的平整度小于或者等于0.08mm。
在一些实施例中，第一表面的平整度大于0.1mm。
在一些实施例中，磁体组件包括沿第一方向层叠的第一对磁极和第二对磁极。第一对磁极在第一方向上的尺寸大于或等于Q-x2，且小于或等于Q-x1，第二对磁极在第一方向上的尺寸大于或者等于Q+x1，且小于或者等于Q+x2。其中，Q大于0，0≤x1＜x2≤0.04mm。
在一些实施例中，x1和x2满足：0≤x1＜x2≤0.02mm。
在一些实施例中，第一对磁极包括M个，第二对磁极包括N个，其中，|M-N|≤3，||为绝对值。
在一些实施例中，第一组件可相对于第二组件在第一位置与第二位置之间移动。电机在第一组件处于第一位置时的长度为第一长度，电机在第一组件处于第二位置时的长度为第二长度，第一长度小于第二长度。在第一组件相对于第二组件移动过程中，第一组件在第一位置受到的阻力f1和第一组件在第二位置受到的阻力f3满足：10N≤|f3-f1|≤50N。或者，在第二组件相对于第一组件移动过程中，第二组件在第一位置受到的阻力f1和第二组件在第二位置受到的阻力f3满足：10N≤|f3-f1|≤50N。
在一些实施例中，机壳为筒状结构，导向件包括至少部分容置于导向孔内的导杆部，机壳的内径为第一直径d1，导杆部的外径为第二直径d2，第一直径d1与第二直径d2满足：0.175×d1＜d2＜0.4×d1。
在一些实施例中，导向件还包括设于导杆部的周壁的底盘部，底盘部与机壳固定。底盘部在第一方向上的高度为第一高度h1，导杆部在第一方向上的高度为第二高度h2，第一高度h1与第二高度h2满足：0.028×h2＜h1＜0.11×h2。
在一些实施例中，安装孔的内壁面与芯轴的外周面之间设有密封件，密封件固定于机壳，芯轴可滑动配合于密封件。
在一些实施例中，密封件包括环形骨架以及设于环形骨架的密封件本体，环形骨架固定于机壳，芯轴可滑动配合于密封件本体。密封件本体包括第一密封部分和第二密封部分。第一密封部分的径向尺寸小于第二密封部分的径向尺寸。
在一些实施例中，密封件本体还包括第一弹性件和第二弹性件。第一弹性件设于第一密封部分与安装孔的内壁面之间，第二弹性件设于第二密封部分与安装孔的内壁面之间，第一弹性件的径向尺寸大于第二弹性件的径向尺寸。
在一些实施例中，密封件包括环形骨架以及设于环形骨架的密封件本体，环形骨架固定于机壳，芯轴可滑动配合于密封件本体。密封件本体包括第一密封部分。在芯轴的周向上的毫米单位长度上，第一密封部分向芯轴施加的径向力为第一径向力，第一径向力大于或者等于0.25N/mm，且小于或者等于0.35N/mm。
在一些实施例中，密封件包括环形骨架以及设于环形骨架的密封件本体，环形骨架固定于机壳，芯轴可滑动配合于密封件本体。密封件本体包括第一密封部分和第二密封部分。在芯轴的周向上的毫米单位长度上，第一密封部分向芯轴施加的径向力为第一径向力，第二密封部分向芯轴施加的径向力为第二径向力，第二径向力小于第一径向力。
在一些实施例中，第二径向力大于或者等于0.1N/mm，且小于或者等于0.2N/mm。
在一些实施例中，第一组件可相对于第二组件沿第二方向在第一周向位置和第二周向位置之间转动。其中，第二方向与第一方向垂直，且第一周向位置和第二周向位置之间对应的圆心角α大于或者等于0°，且小于或者等于28°。
在一些实施例中，圆心角α大于或者等于4°，且小于或者等于24°，或，圆心角α大于或者等于4°，且小于或者等于26.5°。
本申请的第三方面，提供一种悬架组件，包括上述的电机、塔顶组件和弹簧，塔顶组件设于电机的第一组件和第二组件的其中一者，且塔顶组件适于连接车身，弹簧设于塔顶组件与第一组件和第二组件的另一者之间，且第一组件和第二组件的另一者适于连接车轮。
本申请的第三方面，提供一种车辆，包括上述的电机，或者，包括上述的悬架组件。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对实施例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申请的一些实施例，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，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的车辆的结构示意图；
图2为图1所示车辆中转向节、转向组件和悬架组件的连接关系示意图；
图3为图1所示车辆中悬架组件的结构示意图；
图4为图3所示悬架组件的剖视结构示意图；
图5为图3所示悬架组件中电机的结构示意图；
图6为图3所示电机去掉叉臂后的剖视结构示意图；
图7为图6中D处结构放大示意图；
图8为台架和电机的装配结构示意图；
图9为电机的空载阻力测试时电缸输出力的曲线图；
图10为图9中所示曲线中曲线a2翻转后得到的曲线图；
图11为图10中曲线去掉影响电机的空载阻力的部分之后的曲线图；
图12为电机的空载阻力曲线；
图13为第三电机和第四电机的振动加速度随时间变化的实测图；
图14为第一电机的空载阻力曲线图；
图15为第二电机的空载阻力曲线图；
图16为第三电机的空载阻力曲线图；
图17为第四电机的空载阻力曲线图；
图18为第五电机的振动加速度随时间变化的实测图；
图19为第六电机和第七电机的振动加速度随时间变化的实测图；
图20为第五电机的空载阻力曲线图；
图21为第六电机的空载阻力曲线图；
图22为第七电机的空载阻力曲线图；
图23为轴承磨损量与基础阻力的变化关系曲线图；
图24为图5中A处结构放大示意图；
图25为图5中B处结构放大示意图；
图26为图5中C处结构放大示意图；
图27为轴承的摩擦系数与第一组件在第一位置受到的第一基础阻力f1之间的关系曲线图；
图28示出了本申请实施例提供的一种轴承的结构示意图；
图29为图28中轴承300的剖面结构示意图；
图30为图29在位置E处的放大结构示意图；
图31为图28所示轴承的弧面结构示意图；
图32为图28所示轴承的另一弧面结构示意图；
图33为轴承修行前后的受力变化效果图；
图34为本申请提供的轴承与芯轴在第一状态的位置示意图；
图35为本申请提供的轴承与芯轴在第二状态的位置示意图；
图36为本申请提供的轴承与芯轴在第二状态的另一位置示意图；
图37为本申请一些实施例提供的轴承的整体结构示意图；
图38为图37在位置B-B处的剖面结构示意图；
图39为图38在位置F处的放大结构示意图；
图40为传统轴承的应力仿真分析云图；
图41为本申请一些实施例提供的轴承的应力仿真分析云图；
图42为本申请一些实施例的轴承与导向杆在第一状态的结构示意图；
图43为本申请一些实施例的轴承与导向杆在第二状态的结构示意图；
图44为本申请一些实施例的轴承与导向杆在第三状态的结构示意图；
图45为双边间隙为9μm时，空载阻力随温度的变化曲线图；
图46为本申请实施例提供的磁偏拉力随电机运行时间的变化曲线图之一；
图47为本申请实施例提供的磁偏拉力随电机运行时间的变化曲线图之二；
图48为本申请实施例提供的磁偏拉力随电机运行时间的变化曲线图之三；
图49为本申请实施例提供的磁偏拉力随电机运行时间的变化曲线图之四；
图50为申请实施例提供的密封件的结构示意图；
图51为图1所示车辆中悬架组件的另一种结构示意图；
图52为图5所示悬架组件从上向下看去时的结构示意图；
图53为在h1/h2＝0.028时电机的基础阻力最大差值随d2/d1变化的仿真图；
图54为在h1/h2＝0.069时电机的基础阻力最大差值随d2/d1变化的仿真图；
图55为h1/h2＝0.011时电机的基础阻力最大差值随d2/d1变化的模拟图；
图56为在d1/d2＝0.175时电机的基础阻力最大差值随h2/h1变化的仿真图；
图57为在d1/d2＝0.2875时电机的基础阻力最大差值随h2/h1变化的仿真图；
图58为在d1/d2＝0.4时电机的基础阻力最大差值随h2/h1变化的仿真图；
图59示出了本申请实施例提供的铁芯的结构示意图；
图60示出了相关技术中的导向件的结构示意图；
图61示出了图60的导向件沿轴向方向的剖视图；
图62为本申请实施例提供的一种导向件的结构示意图；
图63为本申请实施例提供的图31的导向件的剖视图；
图64为图4中第一轴承处的放大图；
图65为本申请实施例提供的图4中第一轴承的俯视图；
图66为图4中第二轴承处的放大图；
图67为本申请实施例提供的图4中第二轴承的俯视图；
图68为根据一些实施例所提供的电机的一种示意图；
图69为本申请实施例提供的电机中第一部件和第二部件的位置关系示意图；
图70为图5所示电机中磁体组件的一种充磁方式示意图；
图71为电机空载情况下，对电机的磁体组件在第一方向上的公差分别为+1.36mm、-1.36mm、+0.119mm、-0.119mm时，阻力随第一组件和第二组件的相对位移变化的曲线图；
图72为电机空载情况下，对电机的磁体组件在第一方向上的公差为+1.36mm时，阻力随第一组件和第二组件的相对位移变化的曲线图；
图73为电机空载情况下，对电机的磁体组件在第一方向上的公差为-1.36mm时，阻力随第一组件和第二组件的相对位移变化的曲线图；
图74为电机空载情况下，对电机的磁体组件在第一方向上的公差为+0.119mm时，阻力随第一组件和第二组件的相对位移变化的曲线图；
图75为电机空载情况下，对电机的磁体组件在第一方向上的公差为-0.119mm时，阻力随第一组件和第二组件的相对位移变化的曲线图；
图76为电机通电电流为40A情况下，对电机的磁体组件在第一方向上的公差分别为+1.36mm、-1.36mm、+0.119mm、-0.119mm时，阻力随第一组件和第二组件的相对位移变化的曲线图；
图77为电机通电电流为40A情况下，对电机的磁体组件在第一方向上的公差为+1.36mm时，阻力随第一组件和第二组件的相对位移变化的曲线图；
图78为电机通电电流为40A情况下，对电机的磁体组件在第一方向上的公差为-1.36mm时，阻力随第一组件和第二组件的相对位移变化的曲线图；
图79为电机通电电流为40A情况下，对电机的磁体组件在第一方向上的公差为+0.119mm时，阻力随第一组件和第二组件的相对位移变化的曲线图；
图80为电机通电电流为40A情况下，对电机的磁体组件在第一方向上的公差为-0.119mm时，阻力随第一组件和第二组件的相对位移变化的曲线图；
图81为图5所示电机中磁体组件的结构示意图；
图82为图5所示电机中磁体组件的另一种充磁方式示意图；
图83为图5所示电机中磁体组件的又一种充磁方式示意图；
图84为图5所示电机中铁芯的结构示意图；
图85为图84所示铁芯的剖视结构示意图；
图86为图85中G处结构放大示意图；
图87为中部齿的厚度增加时的电机的波动力随时间变化情况与中部齿的厚度没有增加时电机的波动力随时间变化情况对比示意图；
图88为线圈槽的宽度为8.6mm时，齿靴部的宽度与电机1的波动力的关系示意图；
图89为图5所示电机中铁芯的另一种结构示意图；
图90为铁芯包括多个子铁芯时阻力波动情况与铁芯没有分成多个子铁芯时阻力波动情况对比示意图；
图91为阻力波动与相邻两个子铁芯之间的间距的关系示意图。
图92为本申请实施例中A电机的空载阻力曲线图；
图93为本申请实施例中B电机的空载阻力曲线图；
图94为第八电机的振动加速度随时间变化的实测图；
图95为第八电机的空载阻力曲线图
图96为A电机的波动力的曲线图；
图97为B电机的波动力的曲线图；
图98为第一电机的波动力的曲线图；
图99为第二电机的波动力的曲线图；
图100为第三电机的波动力的曲线图；
图101为第四电机的波动力的曲线图；
图102为第五电机的波动力的曲线图；
图103为第六电机的波动力的曲线图；
图104为第七电机的波动力的曲线图；
图105为第八电机的波动力的曲线图；
图106为机壳设有通道时的结构示意图；
图107为图106中Q1处的结构放大示意图；
图108为图106中Q2处的结构放大示意图；
图109为图106中Q3-Q3断面结构示意图；
图110为图106中下盖的结构示意图；
图111为悬架组件中机壳设有通孔时的结构示意图；
图112为图111中Q4处结构放大示意图；
图113图111中悬架组件的部分结构示意图；
图114为轴承的第一固体润滑件采用不同材料时的摩擦系数曲线图；
图115为本申请实施例示出的轴承的结构示意图；
图116为图115中示出的轴承设置第一固体润滑件时的结构示意图；
图117为相邻的三个线圈槽中的任一个的齿槽力落后于与其相邻的线圈槽的齿槽力120°电角度时，各个线圈槽的齿槽力波动曲线图；
图118为相邻的三个线圈槽的齿槽力相互抵消后的齿槽合力的波动曲线、相邻的三个线圈槽的齿槽力相互抵消部分后齿槽合力偏长时的齿槽合力的波动曲线图以及相邻的三个线圈槽的齿槽力相互抵消部分后齿槽合力偏短时的齿槽合力波动曲线图。
图119为图52中A-A处的截面示意图；
图120为图52中电机的截面示意图；
图121为第一胶层的结构示意图
图122为第一组件的加工方法示意图之一；
图123为图7中D处结构放大示意图；
图124为第一组件的加工方法示意图之二；
图125为第一组件的立体结构示意图；
图126为图125所示磁体组件从上向下看去时的结构示意图；
图127为图126中B-B处的截面示意图；
图128为第一组件的加工方法示意图之三；
图129为第一组件的加工方法示意图之四；
图130为第一组件的加工方法示意图之五；
图131是本申请某些实施方式的直线电机中的初级组件和次级组件的部分结构的示意图；
图132是图96的初级组件的磁性件的磁性组的结构示意图；
图133是图97的磁性组沿线IX-IX截得的剖面示意图；
图134是本申请某些实施方式的基于Halbach阵列的磁性件的设计方法的流程示意图；
图135是本申请某些实施方式的基于Halbach阵列的磁性件的设计方法的流程示意图；
图136是本申请某些实施方式的基于Halbach阵列的磁性件的设计方法的流程示意图；
图137是本申请某些实施方式的基于Halbach阵列的磁性件的设计方法的流程示意图；
图138是根据分析软件得出的磁性单元的径向深度H、磁性组的轴向总厚度L和第一磁性单元的受力F之间的关系图；
图139是根据分析软件得出的磁性单元的径向深度H、第二磁性单元的厚度与第一磁性单元的厚度的比例值和第一磁性单元的受力F之间的关系图；
图140是根据分析软件得出的磁性组的轴向总厚度L、第二磁性单元的厚度与第一磁性单元的厚度的比例值和第一磁性单元的受力F之间的关系图；
图141是本申请某些实施方式的基于Halbach阵列的磁性件的设计装置的结构示意图；
图142是本申请某些实施方式的电子设备的结构示意图；
图143是根据本发明实施例的铁芯的局部示意图一；
图144是根据本发明实施例的铁芯的局部示意图二；
图145为根据一些实施例所提供的电机的另一种结构图；
图146为根据一些实施例所提供的电机的又一种结构图；
图147为根据一些实施例所提供的电机的再一种结构图；
图148为根据一些实施例所提供的磁体组件112总高度的理想波形图；
图149为根据一些实施例所提供的磁体组件112总高度相较于理想高度长0.1mm的波形图；
图150为根据一些实施例所提供的磁体组件112总高度相较于理想高度短0.1mm的波形图；
图151为根据一些实施例所提供的磁体组件112总高度相较于理想高度长0.2mm的波形图；
图152为根据一些实施例所提供的磁体组件112总高度相较于理想高度短0.2mm的波形图；
图153为根据一些实施例所提供的电机的推力波动随磁体组件112总高度公差的变化图；
图154为根据一些实施例所提供的电机的推力波动随容胶槽与磁体比值的变化图；
图155为根据一些实施例所提供的电机的最大推力随容胶槽与磁体比值的变化图；
图156为根据一些实施例所提供的电机的再一种结构图；
图157为本申请一些实施例的第一组件与第二组件配合的部分结构的示意简图；
图158为图157中区域Ⅰ的局部放大图；
图159为本申请一些实施例的电机的不同尺寸的定子间隙所对应的推力波动的折线图；
图160为本申请一些实施例的多个铁芯的长度之和与极距未满足一定条件时，相邻两个定子铁芯的相位图；
图161为本申请一些实施例的多个铁芯的长度之和与极距满足一定条件时，相邻两个定子铁芯的相位图；
图162为本申请一些实施例的电机设置一个铁芯和设置多个铁芯所对应的推力的折线图；
图163是根据本申请实施例所述的铁芯的部分结构示意图；
图164是根据本申请实施例所述的铁芯的部分结构的另一个角度的示意图；
图165是根据本申请实施例所述的铁芯的部分结构剖视图；
图166是根据本申请实施例所述的铁芯和第二组件的部分结构剖视图；
图167是根据本申请实施例所述的齿靴宽度和推力波动值的曲线图；
图168是根据本申请实施例所述的齿部和凸台结构的示意图；
图169是根据本申请实施例所述的齿部和凸台结构的示意图；
图170是根据本申请实施例所述的初级组件和导电组件的剖视图；
图171是根据本申请实施例所述的芯轴的部分结构的示意图；
图172为本申请实施例提供的主体件与轴承的配合关系示意图。
附图标记：100、车辆；10、车身；20、车轮；30、悬架组件；1、电机；11、第一组件；111、机壳；111A、安装孔；112、磁体组件；112A、第二胶层；112B、第一胶层；1121、第一磁体；1122、第二磁体；1123、第三磁体；1124、第四磁体；1127、第一面；1128、第二面；1125A、磁体；1126A、第一容胶槽；1127A、第二容胶槽；1128A、第三容胶槽；1129B、第四容胶槽；1130、容胶槽段；1131、容胶槽；1158、内侧；1159、外侧；113、下叉臂；114、导向件；115、第一轴承；11A、第一上限位件；11B、第一下限位件；1158、内侧；1159、外侧；
12、第二组件；121、芯轴；121A、导向孔；122、绕组结构；123、铁
芯；1231、轭部；1231A、第一轭部；1231B、凸台结构；1231C、第一缝；1231D、第二封；1231E、第三缝；1231F、槽结构；
1232、齿部；1232A、端部齿；1232B、中部齿；1232C、第一斜面；
1232D、第一中部齿；1232E、第二中部齿；1232F、第三中部齿；1232G、第一端部齿；1232H、第二端部齿；1232M、齿体部；1232N、齿靴部；1232P、第一齿部；12A1、外端面；12A2、内端面；12A3、斜面；12A4、平面；12A5、缺口；
1233、子铁芯；1234、线圈槽；1235、铁芯块；1236、铁芯子段；1237、
连接齿；1238、连接齿槽；1239、分体块；
124、第二轴承；12A、第二上限位件；12B、第二下限位件；
13、第二支撑；14、密封件；141、环形骨架；142、密封件本体；1421、
第一密封部分；1422、第二密封部分；1423、第一弹性件；1424、第二弹性件；
2、塔顶组件；21、固定座；22、第一支撑；
3、弹性元件
30、台架；301、底座；302、支撑杆；303、顶板；304、电缸；
4、冷却流道；
411、第一配合面；412、容置孔；
42、第二部件；43、第一部件；44、位置检测装置；
40、转向组件；401、转向轴；402、方向盘；
50、转向节；51A、主体件；51B、耐磨件；51C、第二配合面；51D、
轴承；
200、治具；
300、轴承；301、轴承孔；302、基体层；303、第一润滑层；3030、内
壁面；304、第二润滑层；3040、外壁面；
3011、弧面；3011a、第一圆弧面；3011b、第二圆弧面；3011c、第三
圆弧面；3012、第一壁面；3013、第二壁面；3052、安装面；3021、第一限位部；
3511、直筒段；3512、第一扩大段；3513、第二扩大段；3014、第一过
渡段；3015、第二过渡段；
401、外壁；402、内壁；403、滑动轴衬；404、轴承壳体；41、基体；
60、轴承座；70、设计装置；80、导电组件；801、第一安装孔；802、
第二安装孔；803、连接凸起；8031、第一子本体；8032、第二子本体；
F、电缸输出力；f、空载阻力；f1、第一基础阻力；f2、第二基础阻力；
fb、波动力；fj、基础阻力；fb、波动力。
具体实施方式
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。
在本发明的描述中，需要理解的是，术语“上”、“下”、“左”、“右”、“前”、“后”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或相对位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。如无特殊说明，在满足附图所示的相对位置关系的情况下，上述方位性的描述可以在实际应用的过程中灵活设置。
术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本发明的描述中，除非另有说明，“多个”的含义是两个或两个以上。
在本发明的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“连通”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接。可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
在本发明实施例中，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、物品或者装置不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、物品或者装置所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括该要素的过程、物品或者装置中还存在另外的相同要素。
在本发明实施例中，“示例性的”或者“例如”等词用于表示作例子、例证或说明。本发明实施例中被描述为“示例性的”或者“例如”的任何实施例或设计方案不应被解释为比其他实施例或设计方案更优选或更具优势。确切而言，使用“示例性的”或者“例如”等词旨在以具体方式呈现相关概念。
在本说明书的描述中，具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
本申请提供了一种车辆100。车辆100可以为纯电动车辆、油电混合动力车辆、插电式混合动力车辆、增程式电动车辆、燃油车等。车辆100还可以为轿车、货车、客车、卡车、挂车等，本申请对车辆的类型不做具体限定。
如图1和图2所示，图1为本申请实施例提供的车辆100的结构示意图，图2为图1所示车辆100中转向节50、转向组件40和悬架组件30的连接关系示意图。车辆100可以包括车轮20、车身10、转向节和转向组件40。转向节设于车轮20。转向组件40的至少部分设于车身10，转向组件40连接于转向节，转向组件40连接转向节的位置相对于车轮20的旋转轴偏心设置，以使转向组件40能够借助转向节驱动车轮20进行转向。
在一些实施例中，转向组件40可以包括方向盘和转向轴，方向盘设于车身10的驾乘舱内，且通过转向轴与转向节连接。用户在驾乘车辆100的过程中，可以通过转动方向盘，以使方向盘通过转向轴和转向节带动车轮转动，由此实现车辆100的转向。
在一些实施例中，车辆100还可以包括悬架组件30。悬架组件30连接于车身10与车轮20之间，用于缓冲不平路面传递给车身10的冲击力，以保证车辆100的行驶平顺性，提高车辆100的驾驶舒适性。
在一些实施例中，悬架组件30可以连接于车身10与车轮20上的转向节之间，基于此，随着转向组件40通过转向节驱动车轮转向，悬架组件30的连接转向节的一端也会相对于悬架组件30的连接车身10的一端转动，以保证车辆100的运行平稳性。
下面对悬架组件30的结构进行进一步介绍。
如图3和图4所示，图3为图1所示车辆100中悬架组件30的结构示意图，图4为图3所示悬架组件30的剖视结构示意图。悬架组件30可以包括电机1、塔顶组件2和弹簧3。
电机1具体可以为直线电机。塔顶组件2连接于电机1，且与车身10连接。弹簧3套设于电机1外。在车辆行驶过程中，受路面的颠簸的影响，电机1可以调节车身10与车轮20之间的间距，以保证车身10的稳定；弹簧3用于缓冲车轮20和车身10之间的力的传递。
可选的，请继续参阅图4，弹簧3可以为螺旋弹簧、空气弹簧等，螺旋弹簧可以为柱形螺旋弹簧，柱形螺旋弹簧套设于电机1的外围。在其他一些实施例中，弹簧3也可以为塔簧、碟簧等等。本申请是以弹簧3为柱形螺旋弹簧进行示例性说明，这不能认为是对本申请构成的特殊限制。
请结合参阅图5，图5为图3所示悬架组件30中电机1的结构示意图。电机1可以包括第一组件11和第二组件12，第一组件11可相对于第二组件12移动，以实现电机1的伸长或缩短。第一组件11相对于第二组件12移动的方向定义为第一方向，第一方向可以与车辆100的高度方向一致，也可以相对于车辆的高度方向倾斜，本申请对此不做具体限定。
在一些实施例中，第一组件11也可以连接车身，第二组件12连接车轮，反之亦可。
第一组件11和第二组件12的其中一者适于连接车轮20。可选的，第一组件11和第二组件12的该其中一者适于借助转向节或者连接臂等部件连接车轮20，第一组件11和第二组件12的另一者适于连接车身10。可选的，第一组件11和第二组件12的该另一者适于借助塔顶组件2连接车身10。
在一些实施例中，第一组件11适于连接车轮20，第二组件12适于连接车身10的基础上进行的进一步说明，这不能认为是对本申请构成的具体限定。具体的，第一组件11适于借助转向节或者连接臂等部件连接车轮20，第二组件12适于借助塔顶组件2连接车身10。
请继续参阅图4，塔顶组件2可以包括固定座21和第一支撑22。固定座21固定于第二组件12，且固定座21适于连接车身10。
在一些实施例中，如图6和图7所示，图6为图3所示电机去掉叉臂后的剖视结构示意图，图7为图6中D处结构放大示意图。固定座21包括第一固定件20A、第二固定件20B和缓冲件20C。第一固定件20A与车身10固定连接，具体的，可以为刚性连接；第二固定件20B与电机1固定连接，具体的，可以为刚性连接；缓冲件20C设于第一固定件20A与第二固定件20B之间。
在一些示例中，第一固定件20A可以为壳状结构。具体的，第一固定件20A设有安装槽20D。第二固定件20B设于安装槽20D内，且围绕电机1设置。缓冲件20C设于安装槽20D内，且围绕第二固定件20B设置。
在其他一些示例中，第一固定件20A还可以为板状结构、块状结构等，本申请对此不做具体限定。
在一些示例中，第二固定件20B连接于电机1的第二组件12。第二固定件20B与电机1可以通过螺接、卡接、过盈配合等方式连接。
在一些示例中，第二固定件20B为环状结构，也可以为其他不规则结构等。
在一些示例中，第一固定件20A还设有与安装槽20D连通的避让孔20E。电机1的第二组件12穿设于避让孔20E。
在一些示例中，缓冲件20C固定于第一固定件20A的内壁面上。
在一些示例中，缓冲件20C与第二固定件20B卡接。
在一些示例中，缓冲件20C可以为环状结构。缓冲件20C的材料可以为橡胶、乳胶、硅胶等。
第一支撑22设于固定座21，具体的，第一支撑22设于第一固定件20A的下侧。第一组件11还包括第二支撑13。可选的，第二支撑13连接于第一组件11的机壳111。
弹簧3连接于塔顶组件2与第一组件11之间。可选的，弹簧3连接于第一支撑22与第二支撑13之间。
所述悬架组件30还包括电连接结构30A，电连接结构30A用于连接电机的和电机控制器，电连接结构30A通电以使电机工作，使得第一组件11相对第二组件12沿第一方向移动。
在一种应用工况下，第二组件12支撑车身10保持在一合适高度，在第一组件11和第二组件12相对移动时，第一支撑22和第二支撑13之间的间距会随着变化，从而使弹簧3随着第一组件11和第二组件12的相对移动而伸缩，以起到保持车身10稳定，且减振效果较好。
在一些实施例中，请继续参阅图6，第一组件11包括第一上限位件11A和第一下限位件11B，第二组件12包括第二上限位件12A和第二下限位件12B。第一上限位件11A位于所述第二上限位件12A朝向塔顶组件的一侧，第一下限位件11B位于第二下限位件12B背对塔顶组件的一侧。
第一上限位件11A和第二上限位件12A配合以限制所述第一组件11和第二组件12拉伸极限，第一下限位件11B和第二下限位件12B配合以限制所述第一组件11和第二组件12压缩极限。
在一些实施例中，第一上限位件11A和第一下限位件11B中的至少一者可以为刚性件，也可以为柔性件，当其为柔性件可以采用橡胶材质。举例而言，第一上限位件11A和第一下限位件11B均为刚性件，也可以都为柔性件，也可以一者为刚性件，另一者为柔性件。
在一些实施例中，第二上限位件12A和第二下限位件12B中的至少一者可以为刚性件，也可以为柔性件，当其为柔性件可以采用橡胶材质。举例而言，第二上限位件12A和第二下限位件12B均为柔性件，也可以均为刚性件，也可以一者为刚性件，另一者为柔性件。
在一些实施例中，电机1还包括轴承，轴承设于第一组件11和第二组件12之间。轴承固定于第一组件11和第二组件12的其中一者，第一组件11和第二组件12的另一者可滑动配合于轴承。
相关技术中，电机1在工作过程中的磨损严重，例如，第一组件11和第二组件12的上述另一者与轴承之间的磨损，导致电机的寿命较短，且NVH性能差，车辆的驾驶体验较差。
经过大量的研究发现，通过控制空载阻力的大小可以减少电机的磨损，提高电机的寿命，并提高电机的NVH性能，空载阻力是指电机空载(也即是不通入电流)时，第一组件11和第二组件12之间在相对移动过程中，产生的阻止相对运动的力。
空载阻力的检测方法如下：
如图8所示，图8为台架和电机的装配结构示意图。可以通过台架350对电机1的空载阻力进行检测。
具体的，台架350包括底座351、多个支撑杆352、顶板353和电缸354。
多个支撑杆352连接于底座351和顶板353之间，用于对顶板353进行支撑。电缸354连接于顶板353。
在对电机1的空载阻力进行检测时，可以将第一组件11和第二组件12中的一者固定连接于底座351，并将第一组件11和第二组件12中的另外一者和电缸354连接，电缸354用于拖动第一组件11和第二组件12相对匀速移动，例如，第一组件11和第二组件12相对的速度为1mm/s。其中，第一组件11和第二组件12相对移动的方向与竖直方向一致，具体的，只对第一组件11和第二组件12中的上述另外一者施加竖直方向的力，不施加额外的侧向力(即径向力)。
台架350还包括拉力传感器，拉力传感器用于检测电缸354输出的力的大小。
需要说明的是，在对电机1进行检测之前，需要对拉力传感器检测的数值进行清零，保证检测结果的准确性。
台架350还可以包括位置传感器，举例而言，台架350对第二组件12施加竖直方向的力为例，位置传感器用于检测第二组件12的位置，并与拉力传感器检测的数据结合，从而获得电机1的空载阻力的阻力曲线。在其他一些示例中，也可以利用电机1的位移传感器检测第二组件12的位移。
以电机1为例，请继续参阅图6，电机1包括第一组件11和第二组件12，第一组件11可相对第二组件12移动，第一组件11包括第一上限位件11A和第一下限位件11B，第一下限位件11B为刚性件，第二组件12包括第二上限位件12A和第二下限位件12B，第二上限位件12A为柔性件。
电机1的空载阻力的测试过程具体如下：
将第一组件11固定在底座351上，第二组件12与电缸354固定连接。电缸354拖动第二组件12以1mm/s的速度从0点沿竖直方向向下移动，该0点是靠近拉伸极限的一位置，此时第一上限位件11A和第二上限位件12A未接触，间隔的最小距离可以为1-3mm，具体不做限定，本次测试以间隔2mm为例。第二组件向下移动82mm，其中0和82mm分别对应图9的横坐标的0和820，820是靠近压缩极限的一位置，其中在移动至位移674时，第一下限位件11B和第二下限位件12B接触，阻力快速增加，电缸354输出力也快速增加，至此台架读取到图9中的a1曲线。反向移动第二组件，读取到图9中的a2曲线。图9的曲线表征的是电缸输出力。
为了使a1和a2的位移统一，将图9中曲线a2向左侧翻转，以得到图10中的曲线a3。本申请所指的空载阻力是指第一上限位件11A和第二上限位件12A没有接触，第一下限位件11B和第二下限位件12B没有接触，且第一组件11和第二组件12中被拖动的一者匀速运动期间的空载阻力，该期间的两个端点分别记为第二位置和第一位置。
以拖动第二组件12为例，位移0-674*10-1mm之间第一上限位件11A和第二上限位件12A没有接触，且第一下限位件11B和第二下限位件12B没有接触，再去掉两端的非匀速运动段，两端各去除49*10-1mm，也即取图10中50-625*10-1mm之间的数据，处理后如图11所示，此处的位移点50*10- 1mm和625*10-1mm分别记为第二位置和第一位置；第二位置是靠近拉伸极限的位置，第一位置是靠近压缩极限的位置。
图11表达的依然是电缸输出力，需要对其进行处理以得到空载阻力，电缸输出力记为F，空载阻力记为f，第二组件的重力记为G，f＝-F-G，其中G为负值，本次测试的电机1，其第二组件12的重力G＝-140N。将图11按照上述公式进行整理后得到空载阻力的曲线，如图12所示。
需要说明的是，重力的方向固定，而电缸输出力的方向可能与重力的方向相同，也可能与重力的方向相反，因此，可以将重力的方向定义为负方向，因此，如图12所示，曲线a4的数值为正值，此时第二组件12相对于第一组件11向下移动，此时电机1处于压缩过程。曲线a5的数值为负值，此时第二组件12相对于第一组件11向上移动，电机1处于拉伸过程。
其中，为了提高电机1的寿命，并提高电机1的NVH性能，需要将电机1的空载阻力控制在合适的范围内。
本申请发明人将A电机和B电机装车后，上车体验时，能够非常明显的感受到运行的卡滞，以及车身的摇摆，非常的不舒适，通过多次的分析研究发现，可能是电机运行过程中的空载阻力严重过大导致，通过上述测试方法测得A电机和B电机的空载阻力分别如图92和图93。
本申请发明人通过上述测试方法测得第一电机、第二电机、第三电机和第四电机的空载阻力，其中第一电机的空载阻力值在[39N,347N]内变化，如图14所示。第二电机的空载阻力值在[58N，299N]内变化，如图15所示。第三电机的空载阻力值在[1N，162N]内变化，如图16所示。第四电机的空载阻力值在[6N，192N]内变化，如图17所示。
本申请中，振动加速度的测试方法，是将电机安装在车辆上，控制车辆行驶在平直的柏油路面上，车速控制在25-45km/h之间，振动加速度的传感器设置在芯轴上，用于检测芯轴的振动加速度。
将第一电机和第二电机装车后，上车体验时，能够明显的感受到运行卡滞，舒适性很差，虽然第一电机的运行卡滞比较严重，但相比A电机和B电机有了很大的改善，第二电机的运行相对第一电机顺畅很多，但是偶尔还是会出现卡滞问题。
在将第三电机和第四电机装车后，在与第一电机和第二电机相同的路况和车速下，上车体验时，能够明显的的发现运行比较顺畅，但是会听到异响，特别是敲击异响，如图13所示，第三电机中振动加速度幅值多次突变，且幅值很大，第四电机的振动加速度幅值突变次数明显减少，且幅值降低，因此第三电机的敲击异响相比第四电机的敲击异响更加严重。
经过深入的研究发现，当|f|＜6N，即第一组件11和第二组件12之间的空载阻力值小于6N时，此时第一组件11和第二组件12之间的空载阻力值过小，第一组件11和第二组件12不会全程处于接触状态时，空载阻力值才会这么低，这样在第一组件11和第二组件12相对移动的过程中，第一组件11和第二组件12会发生碰撞(由分离状态转换为接触状态)，从而产生敲击异响。
这种偶发的敲击异响主要是第一组件11和/或第二组件12与轴承之间的同轴度较好、摩擦阻力较小，在第一组件11和第二组件12相对运动的过程中，第一组件11和/或第二组件12的与轴承之间不会全程处于贴合、互相接触摩擦的状态，因此存在第一组件11和/或第二组件12与轴承之间突然接触的敲击瞬间，从而产生敲击异响。
而当|f|＞299N，即第一组件11和第二组件12之间的空载阻力大于或等于299N时，此时第一组件11和第二组件12之间的阻力过大，说明第一组件11和第二组件12相对移动的过程中存在运动卡滞，或者第一组件11和第二组件12相对移动不稳定，如此会导致电机1的能量损耗过高，并导致电机1寿命缩短。
因此，可以理解为空载阻力值的过大会影响电机运行的平顺性，容易出现运行卡滞；空载阻力值过小，会带来敲击异响问题，因此，在电机空载时，其空载阻力值在[6N,299N]之间的任一区间变化时，运行卡滞和异响问题均有所改善。空载阻力值在[6N,299N]之间的任一区间变化是指在[6N,299N]之间任意两个数值之间的范围内变化，例如在7N-100N之间变化，在20N-150N之间变化，在40N-180N之间变化，在80N-299N之间变化等。
故本申请中，当电机1处于断电状态，且电机1以竖直方向设置时，若控制第二组件12相对于第一组件11匀速移动，则向第二组件12施加的力F满足：F＝-f-G。
其中，f为第二组件12受到的阻力，该阻力f也即是上述空载阻力，f满足：6N≤|f|≤299N。“||”表示取绝对值，G为所述第二组件12的重力，G的值为负值。
需要说明的是，上述实施例中，当f和F的指向与G的指向相同时，f和F的值为负值。当f和F的指向与G的指向相反时，f和F的值为正值。
需要说明的是，第二组件12在第一位置和第二位置之间移动的过程中，电机1的空载阻力值是不断变化的，即，电机1的空载阻力值|f|是在6N-299N的范围内波动，而不是以6N-299N范围内的某一个值恒定不动。
这样一来，在电机空载时，其空载阻力值在[6N,299N]之间的任一区间变化时，能够降低第一组件11和第二组件12相对移动的过程中的敲击异响，并使得电机1能够稳定顺滑的运行，从而降低电机1的能耗，延长电机1的使用寿命。
其中，电机1在拉伸过程中和压缩过程中的空载阻力均需要满足上述范围，即电机1在拉伸过程中和压缩过程中的空载阻力值在[6N，299N]之间的任意区间变化。本申请以电机1在拉伸过程中的空载阻力f为例进行示例性说明。
第三电机和第四电机虽然运行卡滞改善很多，但是异响问题比较严重，为此发明人还测试了第五电机、第六电机、第七电机、第八电机，第五电机至第八电机四个电机的空载阻力如图20至图22所示，第五电机的振动加速度如图18所示，第六电机和第七电机的振动加速度如图19所示，第八电机的振动加速度如图94所示。
图18为第五电机的振动加速度随时间变化的实测图，图19为第六电机和第七电机的振动加速度随时间变化的实测图，图94为第八电机的振动加速度随时间变化的实测图。图20图22分别为第五电机至第七电机的空载阻力曲线图，图95为第八电机的空载阻力曲线图。
结合图18和图20，第五电机的空载阻力值在[13N，189N]之间的区间变化。即第五电机的空载阻力的最小值为13N(大于6N)。第五电机的振动加速度突变的最大幅值相比于空载阻力的最小值小于6N的第三电机和第四电机已有好转，虽然仍会出现敲击异响，但是出现的频率较低，且减振加速度的最大幅值降低，也即异响的分贝会降低；即第五电机的出现敲击异响的情况有所好转。
基于此，可以得知，电机的空载阻力值在[13N,189N]的区间内的任一区间内，可以明显减小电机的敲击异响情况。
结合图19和图21，第六电机的空载阻力值在[42N，276N]之间的任一区间变化。即第六电机的空载阻力的最小值为42N(大于6N)。第六电机的振动加速度突变的最大幅值相比于空载阻力的最小值小于6N的第三电机和第四电机已有明显好转，振动加速度幅度更小，振动加速度突变更少。也就是说，异响声音很小或者听不到异响。即第六电机几乎没有敲击异响的情况。
结合图19和图22，第七电机的空载阻力值在[36N，212N]之间的任一区间变化。即第七电机的空载阻力的最小值为36N(大于6N)。第七电机的振动加速度突变的最大幅值相比于空载阻力的最小值小于6N的第三电机和第四电机已有明显好转，振动加速度幅度更小，也就是说，异响声音很小或者听不到异响。即第七电机几乎没有敲击异响的情况。
结合图94和图95，第八电机的空载阻力值在[21N，193N]之间的任一区间变化。即第八电机的空载阻力的最小值为21N(大于6N)。第八电机的振动加速度突变的最大幅值相比于空载阻力的最小值小于6N的第三电机和第四电机已有明显好转，振动加速度幅度更小，也就是说，异响声音很小或者听不到异响，并且出现异响的频率也很小。即第八电机几乎没有敲击异响的情况。
基于此，可以得知，电机的空载阻力值在[6N，299N]的区间内的任一区间内，可以明显减小电机的敲击异响情况。
并且，根据第六电机和第七电机的空载阻力范围和敲击异响情况，可以理解空载阻力值优选的需要满足[21N，276N]区间中的任一区间。
还需要说明的是，本申请的空载阻力值的控制，相比实测值有略微的扩展，这主要是和测试设备的精度，测试环境等因素，空载阻力值的测试会有一些偏差。
另外，在测试第一电机和第二电机的过程中，发现轴承寿命较短。本申请中电机1主要应用于悬架组件，其要达到毫秒级的响应，移动速度很快，轴承的寿命是该电机1能够工业实施的关键。经过研究，发现空载阻力的值越大，轴承磨损越快，具体如图23所示。
影响空载阻力的因素主要是基础阻力fj和波动力fb，其中，在同一位移处，空载阻力f、基础阻力fj和波动力fb满足：f＝fj+fb。经过深入的研究发现，在第一位置时的基础阻力值是影响轴承寿命的最关键的因素，第一位置时的基础阻力记为第一基础阻力，第一基础阻力和轴承磨损量的关系如图23所示。其中，图23中的上轴承是指下文中的第一轴承，上轴承是指下文中的第二轴承。
从而图23可以看出，当第一基础阻力值大于150N时，轴承的磨损量会快速增加，也就是说，在第一基础阻力值大于150N时，轴承的磨损会加快，导致轴承的使用寿命降低。因此需要将第一基础阻力需要满足:|f1|≤150N。
基础阻力的获取方法如下：
具体为，请继续参阅图12，在Excel软件中使用“添加趋势线”功能将将图12中的曲线a4拟合成一条平滑直线，以得到电机1压缩过程的空载阻力曲线a4的拟合直线P1。拟合直线P1表征电机1压缩过程的基础阻力。
在Excel软件中使用“添加趋势线”功能将图12中的曲线a5拟合成一条平滑直线，以得到电机1拉伸过程的空载阻力曲线a5的拟合直线P2。合直线P2表征电机1拉伸过程的基础阻力。
对第五电机-第七电机进行按照上述获取方法，得到基础阻力随位移变化示意图分别为图20至图22中的直线。
通过研究发现，第一基础阻力值并非越小越好，当第一基础阻力值较小时，一旦有波动力，很容易导致空载阻力值小于6N，进而带来异响问题。其中，波动力是指同一位置处，空载阻力与基础阻力的差值。
经过研究发现，最大波动力值一般和电机的最大推力大小息息相关，最大波动力值一般是电机最大推力值的0.8％-1.5％之间，而电机用于悬架的作动器时，电机的最大推力值在1800N-8000N之间，也就是最大波动力值在14.4N-120N之间，考虑到波动力的方向可能和基础阻力的方向相同，也可能相反，为了保证空载阻力值大于或等于6N，第一基础阻力值要控制在20N以上，根据不同电机推力，第一基础阻力值的下限要相应的调整。
应用于小推力的电机时，比如最大推力值在1800N-2500N之间时，最大波动力值在14.4-37.5N之间，第一基础阻力值不小于20.4N,因此第一基础阻力值优选的可以为20.4N-150N之间。
考虑到最大波动量降低到0.8％的难度，以及图23中轴承的磨损量；优选的，最大波动力值为最大推力值的1％时，优选的第一基础阻力值可以在24N-140N之间；或者，第一基础阻力值可以在24N-130N之间；或者，第一基础阻力值可以在24N-120N之间。
最大波动力值为最大推力值的1.1％时，优选的第一基础阻力值可以在25.8N-140N之间；或者，第一基础阻力值可以在25.8N-130N之间；或者，第一基础阻力值可以在25.8N-120N之间。
应用于推力稍大一些的电机时，比如最大推力值在2500-4000N之间时，最大波动力值在20-60N之间，第一基础阻力值不小于26N,因此第一基础阻力值|f1|优选的可以为26N-150N之间；考虑到最大波动量降低到0.8％的难度，以及图23中轴承的磨损量，优选的最大波动力值为最大推力值的1％，优选的第一基础阻力值可以在31N-140N之间；或者，第一基础阻力值可以在31N-130N之间；或者，第一基础阻力值可以在31N-120N之间。
优选的最大波动力值为最大推力值的1.1％，优选的第一基础阻力值可以在33.5N-140N之间；或者，第一基础阻力值可以在33.5N-130N之间；或者，第一基础阻力值可以在33.5N-120N之间。
应用于大推力的电机时，比如最大推力值在4000N-8000N之间时，最大波动力值在32-120N之间，第一基础阻力值不小于38N,因此第一基础阻力值优选的可以为38N-150N之间。
考虑到最大波动量降低到0.8％的难度，以及图23中轴承的磨损量；优选的最大波动力值为最大推力值的1％，优选的第一基础阻力值可以在46N-140N之间；或者，第一基础阻力值可以在46N-130N之间；或者，第一基础阻力值可以在46N-120N之间。
优选的最大波动力值为最大推力值的1.1％，优选的第一基础阻力值可以在50N-140N之间；或者，第一基础阻力值可以在50N-130N之间；或者，第一基础阻力值可以在50N-120N之间。
本申请提供的第五电机至第八电机，其最大推力值为6000N-7800N之间，最大波动力值在48-120N之间，第一基础阻力值不小于54N,因此故其优选的第一基础阻力值在54N-150N之间。
考虑到最大波动力值降低到0.8％的难度，以及图23中轴承的磨损量；优选的，最大波动力值为最大推力值的1％，优选的，第一基础阻力值可以在66N-140N之间；或者，第一基础阻力值可以在66N-130N之间；或者，第一基础阻力值可以在66N-120N之间。
优选的，最大波动力值为最大推力值的1.1％，优选的，第一基础阻力值可以在72N-140N之间；或者，第一基础阻力值可以在72N-130N之间；或者，第一基础阻力值可以在72N-120N之间。
从图20至图22，结合图13、图18、图19、图94和图95可以得知，第五电机至第八电机的阻力数值如下表所示：
另外，申请人还提供了波动力的曲线图，波动力是空载阻力与基础阻力的差值，发明人通过在excel表进行操作，获得具体的波动力的曲线图具体参考附图96-图105，分别为A电机、B电机、第一电机-第八电机的波动力的曲线图；从上述附图中可以看出A电机、B电机、第一电机-第八电机的最大波动力值分别为：201.054N、112.8824N、142.7025N、87.82N、94.3844N、101.1348N、82.7729N、135.4715N、86.2358N、85.1854N；申请人对所测电机的空载阻力值、压缩行程中第一基础阻力值、拉伸行程中第一基础阻力值，基础阻力最大差值以及最大波动力值进行了总结，具体如下表：

结合图18至图22的分析可知，由于系统阻力的测试与电机在测试台架上的安装、测试环境以及台架的测试精度有关，因此测试最大基础阻力值和最小基础阻力值会有些许浮动。
其中，电机位于第二位置时的基础阻力值为第二基础阻力值。电机的第一组件11由第一位置移动至第二位置的过程中，由于电机1的各部件的变形，导致电机的基础阻力会逐渐增大，即电机1的第二基础阻力值大于第一基础阻力值。
经过研究发现，除了控制第一基础力值外，还要控制在第二位置的基础阻力，记为第二基础阻力，第二基础阻力和第一基础阻力的差值的绝对值记为基础阻力的最大差值，在第一组件11相对于第二组件12移动过程中，第一组件11在第一位置受到的第一基础阻力和第一组件11在第二位置受到的第二基础阻力满足：10N≤|f2-f1|≤50N，控制好基础阻力的最大差值才能更好的控制空载阻力值。其中，|f2-f1|是指f2与f1差值的绝对值。
第一电机和第二电机的空载阻力的最大值大于299N，为了降低空载阻力的最大值，需要降低基础阻力值和最大波动力值，降低基础阻力值主要包括降低第一基础阻力值，以及降低第二基础阻力和第一基础阻力的差值。
需要说明的是，第一基础阻力值为电机1在第一位置处的基础阻力值。第二基础阻力值为电机1在第二位置处的基础阻力值。波动力为同一位移处，空载阻力与基础阻力的差值。
经过大量的研究发现：第一基础阻力值主要的影响因素是摩擦系数、径向力等。第二基础阻力值与第一基础阻力值的差值主要是电机1的各个部件的机械变形导致的，例如，第一轴承115与芯轴121的变形、第二轴承124与导向件114的变形等。
为了降低电机1的基础阻力值，在一些实施例中，在第一组件11相对于第二组件12移动过程中，第一组件11在第一位置与第二位置之间的中点位置受到的基础阻力为第三基础阻力f3，第三基础阻力值满足：1≤|f3|/|f1|≤1.5。示例性的，|f3|/|f1|可以为1、1.1、1.2、1.3、1.4、1.5等等。
需要说明的是，可以以第一组件11由第一位置到第二位置的总行程的中点位置对应的拟合直线P2上的数值为第一组件11在第一位置与第二位置之间的中点位置受到的第三基础阻力值。
通过第三基础阻力值满足：1≤|f3|/|f1|≤1.5，可以使第一组件11从第一位置向第二位置移动的过程中，经过中点位置时波动比较平稳，且空载阻力的波动较小，从而可以避免空载阻力波动较大而低于6N而出现明显的敲击异响。
并且，第一组件11从第一位置向第二位置移动的过程中，经过中点位置时波动比较平稳，还可以减小第一组件11和第二组件12之间的磨损(具体指第一轴承115和第二轴承124的磨损)，且使第一组件11和第二组件12相对运动更稳定和顺畅。
本申请A电机、B电机以及第一电机-第八电机为例，披露一种电机的基础架构，具体的电机1包括第一组件11、第二组件12和轴承。第一组件11可相对第二组件12在第一位置和第二位置之间移动。电机1在第一组件11处于第一位置时的长度为第一长度，电机1在第一组件11处于所述第二位置时的长度为第二长度，第一长度小于第二长度。
第一组件11相对于第二组件12由第一位置向第二位置移动的过程中，电机1逐渐拉伸，因此电机1的长度增长。第一组件11相对于第二组件12由第二位置向第一位置移动的过程中，电机1逐渐压缩，因此电机1的长度减小。
请参阅图5和图24，图24为图5中A处结构放大示意图。第一组件11包括机壳111和磁体组件112，第二组件12包括芯轴121、绕组结构122和至少一个铁芯123。机壳111沿第一方向(如图5中示出的方向W)的一端设有安装孔111A。安装孔111A与机壳111的内部空间连通。芯轴121穿设于安装孔111A内，且与机壳111沿芯轴121的轴向滑动连接。即芯轴121的部分位于机壳111内，芯轴121的另一部分位于机壳111的外部。
其中，第一方向为第一组件11相对于第二组件12的移动方向。芯轴121的轴向与第一方向一致。
绕组结构122固定于芯轴121，并容置于机壳111内。具体的，绕组结构122连接于芯轴121位于机壳111内的部分上。
机壳为筒状结构，当机壳为筒状结构时，芯轴可以为筒状结构或者杆状结构，绕组结构122可以为盘状结构。
本申请中，测试用的A电机、B电机、第一电机-第八电机的机壳111为圆筒状结构，芯轴121、铁芯123和绕组结构122为与圆筒状结构相适配的圆柱状或圆盘状等。铁芯123固定于芯轴121，绕组结构122设于铁芯123。示例性的，铁芯123连接于芯轴121位于机壳111内的部分上。
请参阅图59，图59为本申请实施例提供的铁芯的结构示意图。铁芯123上形成线圈槽1234；绕组结构122容置于线圈槽1234内。
铁芯123呈环状，芯轴121穿设于铁芯123内，且与铁芯123固定连接。铁芯123上设有线圈槽1234，绕组结构122设于线圈槽1234内，且沿铁芯123的周向缠绕在铁芯123上。
铁芯可以包括多个铁芯块1235，多个铁芯块1235沿第一方向依次层叠设置，相邻两个铁芯块1235之间形成线圈槽1234，绕组结构122设于线圈槽1234内。
磁体组件112设于机壳111内并与机壳111固定，绕组结构122与磁体组件112配合，以驱动第一组件11相对于绕组结构122移动。
磁体组件112设置于机壳111的第一表面，第一表面为机壳朝向绕组结构的表面。当机壳111为筒状结构时，第一表面为机壳111的内周面。磁体组件112位于机壳111和绕组结构122之间。
这样一来，在绕组结构122通电后，绕组结构122会产生磁场，并且磁体组件112也会产生磁场，绕组结构122产生的磁场与磁体组件112产生的磁场能够相互作用，能够产生沿芯轴121的轴向上的作用力，从而可以在芯轴121和机壳111之间产生沿机壳111的轴向的相互作用力，从而推动芯轴121和机壳111沿芯轴121的轴向相对移动，以实现第一组件11和第二组件12相对移动。其中，芯轴121的轴向与第一方向一致。
磁体组件为永磁体，可以为环状永磁体。
绕组结构122包括多个线圈，多个线圈沿芯轴121的轴向间隔设置。线圈槽1234的数量也为多个，至少一个线圈设于一个线圈槽1234内。磁体组件112的数量为多个，多个磁体组件112沿芯轴121的轴向间隔设置。
第一组件11和第二组件12之间设有至少一个轴承。轴承固定于第一组件11和第二组件12的其中一者，第一组件11和第二组件12的另一者可滑动配合于轴承。
也就是说，第一组件11可以设置轴承，以使该轴承与第二组件12滑动配合。或者，第二组件12可以设置轴承，以使该轴承与第一组件11滑动配合。或者，在第一组件11设置与第二组件12滑动配合轴承，并且在第二组件12设置与第一组件11滑动配合的轴承。
其中，轴承的数量至少为一个。即设于第一组件11上的轴承和/或设于第二组件12上的轴承的数量可以为一个，也可以为多个，本申请对此不做具体限定。
通过轴承的设置，可以减小第一组件11和第二组件12相对滑动时的摩擦力，减小电机1的空载阻力，以提高第一组件11和第二组件12相对滑动的顺畅性。
测试用的A电机、B电机、第一电机-第八电机中，第一组件11和第二组件12之间设有两个轴承，分别为第一轴承115和第二轴承124。
请参阅图5和图25，图25为图5中B处结构放大示意图。第一轴承115(对应图23中的上轴承)，第一轴承115固定于第一组件11。芯轴121可滑动穿设于第一轴承115内。
通过第一轴承115的设置，可以减小芯轴121与第一组件11之间的摩擦力，从而减小电机1的第一组件11在第一位置受到的第一基础阻力f1。
第一轴承115容置于机壳111的安装孔111A内，且与机壳111固定连接。芯轴121穿设于第一轴承115，且与第一轴承115沿芯轴121的轴向滑动连接。其中第一轴承115可以为直线轴承。
请继续参阅图5，第一组件11还包括导向件114。导向件114与机壳111相对固定。
第一组件11还包括叉臂113，叉臂113连接于机壳111的外部。叉臂113与芯轴121的另一部分相对分布于机壳111的外部。芯轴121位于机壳111的外部的部分用于连接车身10。叉臂113与车轮20连接。通过芯轴121与机壳111沿芯轴121的轴向相对滑动，能够推动车身与车轮20相对移动，从而调节车身与车轮20之间的间距。
导向件114设于机壳111内，且连接于叉臂113上，以通过叉臂113与机壳111固定连接。
芯轴121设有导向孔121A。导向孔121A沿芯轴121的轴向延伸，导向件114容置于导向孔121A内，当第一组件11相对于第二组件12移动时，导向件114在导向孔121A内移动。
在芯轴121与机壳111相对移动的过程中，导向件114在导向孔121A内移动，以通过导向件114与芯轴121的配合对芯轴121和机壳111起到导向的作用，以提高芯轴121与机壳111相对运动的稳定性和顺畅性。
请参阅图4，导向件114包括容置于机壳内的导杆部1142以及设于导杆部1142的周壁的底盘部1141，底盘部1141与机壳111固定，具体的，底盘部1141通过叉臂113与机壳111固定。导杆部1142穿设于导向孔121A，当第一组件11相对于第二组件12移动时，导杆部1142在导向孔121A内移动。
芯轴121还包括容纳部分电连接结构的容纳腔121B。
请参阅图5和图26，图26为图5中C处结构放大示意图。轴承还包括第二轴承124(对应图23中的下轴承)。第二轴承124设于导向孔121A内，且连接于芯轴121。导向件114可以滑动穿设于第二轴承124。导向件114与第二轴承124能够沿芯轴121的轴向相对滑动。其中第二轴承124可以为直线轴承。
通过第二轴承124的设置，可以减小导向件114与芯轴121之间的摩擦力，从而减小电机1的空载阻力中第一组件11在第一位置受到的阻力f1。
第二轴承124连接于第二组件12的芯轴121，且与第一组件11的导向件114滑动配合。
请继续参阅图25，机壳111的安装孔111A的内壁面与芯轴121的外周面之间设有密封件14，密封件14固定于机壳111，芯轴121可滑动配合于密封件14。
密封件14的至少部分设于安装孔111A内，且沿芯轴121的周向延伸，用于密封安装孔111A的内壁面与芯轴121之间的间隙。示例性的，密封件14的内壁面与芯轴121抵接，密封件14的外壁面与安装孔111A的内壁面抵接。
通过密封件14的设置，可以避免外界的杂质通过安装孔111A的内壁面与芯轴121之间的缝隙进入机壳111内而影响电机1的性能。
密封件14设于第一轴承115背对叉臂113的一侧。即密封件14位于第一轴承115的上方。如此，可以避免外界的杂质进入第一轴承115与芯轴121之间的缝隙，从而增加芯轴121与第一轴承115之间的摩擦阻力，以避免电机1的空载阻力增加，保障电机1的性能。
密封件14为油封。
本申请的电机不限于A电机、B电机第一电机-第八电机的基础架构，还可以有很多的扩展：
示例性的，第一组件11可以包括机壳111和设于机壳111的绕组结构122，第二组件12可以包括磁体组件112和芯轴121，磁体组件112固定设于芯轴121。
示例性的，所述机壳111为筒状结构，其中筒状结构可以圆筒状、多边筒状等。在一些实施例中，绕组结构122设于机壳111的内壁。磁体组件112和部分芯轴121设于机壳111内，且绕组结构122设于磁体组件112的外周。
示例性的，机壳111还可以为板状结构，芯轴也可以为板状结构。
示例性的，磁体组件112可以为永磁体、电磁铁、通电线圈等，磁体组件112包括多个依次排布的永磁体，多个永磁体可以呈海尔贝克阵列排布，也可以是其他形式的排布。
示例性的，机壳111为筒状结构时，磁体组件112为环状结构。此时，芯轴121、铁芯123和绕组结构122均穿设于磁体组件112内。机壳111为板状结构时，磁体组件112为板状结构。
示例性的，铁芯123可以采用一体式铁芯，也可以采用分体式铁芯。
示例性的，每相绕组结构可以采用一体成型的结构，也可以采用通过焊接连接而成。
示例性的，第一组件11和第二组件12之间设有至少一个轴承。轴承固定于第一组件11和第二组件12的其中一者，第一组件11和第二组件12的另一者可滑动配合于轴承。
也就是说，第一组件11可以设置轴承，以使该轴承与第二组件12滑动配合。或者，第二组件12可以设置轴承，以使该轴承与第一组件11滑动配合。或者，在第一组件11设置与第二组件12滑动配合轴承，并且在第二组件12设置与第一组件11滑动配合的轴承。
其中，轴承的数量至少为一个。即设于第一组件11上的轴承和/或设于第二组件12上的轴承的数量可以为一个，也可以为多个，本申请对此不做具体限定。
通过轴承的设置，可以减小第一组件11和第二组件12相对滑动时的摩擦力，减小电机1的空载阻力，以提高第一组件11和第二组件12相对滑动的顺畅性。
示例性的，导向件114可以为杆状结构、板状结构、不规则结构等，在此不做具体赘述。
本申请中通过对A电机进行深入的分析发现，A电机的空载阻力之所以这么大，主要是A电机的绕组结构122和铁芯123共同设于机壳内，将机壳111分为上下两个腔室，分别记为上腔室111B和下腔室111C(具体的请参阅图4)，两个腔室紧靠第一组件11和第二组件12之间的气隙连通，该气隙是铁芯123和绕组结构122与永磁体内壁之间的空隙，是电机领域公知的气隙；在第一组件11和第二组件12相对运动时，特别是在压缩行程中，由于导向孔121A上端是密封的，导致导向孔121A的上方空间被逐渐压缩，而过大的气流无法及时从气隙导入到上腔室，导致第一组件相对第二组件移动时，受到较大的气流阻力，甚至可能因负压问题导致第一组件卡在一个位置不能运行。这样导致基础阻力值和最大波动力值都非常大，导致严重的运行卡滞问题，甚至第一组件和第二组件相对运动困难的问题。
申请人从A电机开始，逐步分析电机的空载阻力曲线，不断的改进电机，最终获得了运行顺畅，异响小，且轴承寿命长的第七电机和第八电机。申请人对A电机、B电机以及第一电机-第八电机的区别进行了如下总结，具体如下表：

下面申请人将对上述表格中的区别进行详细的阐述。
为了解决A电机的基础阻力过大的问题，对A电机进行了如下改进并制造形成B电机，具体的方案如下：
B电机的采用的方案如图4所示，B电机将容纳腔121B和导向孔121A通过连通通孔121C连通，这样相当于使得下腔室与容纳腔121B连通，减小负压，降低阻力。
当然，本申请不限于上述方案，发明人还对其他方案进行了探索探究，理论上均能够改善上述问题。
示例性的，请参阅图64和图65，也可以在轴承开设第一导气结构1151；具体的，图64为图4中第一轴承处的放大图，图65为本申请实施例提供的图4中第一轴承的俯视图。第一轴承115设有至少一个第一导气结构1151，该第一导气结构1151沿第一轴承115的轴向延伸，并贯穿第一轴承115的轴向上的两端。该第一导气结构1151能够将上述描述的容纳腔121B与外部空间连通，从而使第一组件11与第二组件12相互拉伸或者压缩更顺畅。
示例性的，如图65所示，该第一导气结构1151可以设置有两个，两个第一导气结构1151相对设置，这样一来，当某一第一导气结构1151被封堵时，与其相对设置的另一第一导气结构1151可以连通密封空间与外部空间，确保电机1稳定运行。
在一种可能的结构设计中，该第一导气结构1151包括由第一轴承115的内周面向第一轴承115的外周面凹陷的第一导气凹槽。如此，该第一导气结构1151的加工较为方便快捷，有利于提高生产效率。
同理，当导杆部1142与第二轴承124滑动配合时，由于两者摩擦的原因，导杆部1142和第二轴承124的温度逐渐增高。
由于有不同的设计需求，第二轴承124和导杆部1142的材质也可能并不相同，若第二轴承124的热膨胀系数小于导杆部1142的热膨胀系数。那么，当导杆部1142和第二轴承124的温度逐渐升高，导杆部1142与第二轴承124同步受热膨胀，导杆部1142的外径膨胀量大于第二轴承124内径的膨胀量，从而导致导杆部1142和第二轴承124出现微小的过盈配合，如此，导向孔121A内会形成密闭空间。伴随着电机1的拉伸和压缩运动，该密闭空间内的空气会形成负压，致使第一组件11与第二组件12相互拉伸或者压缩时阻力增大，从而增大电机1损耗。
为了解决这一问题，请参阅图66和图67，图66为图4中第二轴承处的放大图，图67为本申请实施例提供的图4中第二轴承的俯视图。在本申请的一些实施例中，第二轴承124设有至少一个第二导气结构1241，第二导气结构1241沿第二轴承124的轴向延伸，并贯穿第二轴承124的轴向上的两端。该第二导气结构1241可以包括由第二轴承124的内周面向第二轴承124的外周面凹陷的第二导气凹槽。
其中，该第二导气结构1241可参考上述第一导气结构1151的描述，本申请对此不再一一赘述。
示例性的，也可以在机壳111上开设通道111D以使上腔室111B和下腔室111C的连通面积增加，以降低气流阻力。具体的，如图106-图110所示，通道111D包括轴向段111E、第一径向段111F和第二径向段111G。即可111的下腔室111C内设有下盖111H，下盖111H设有沿芯轴121的轴向贯穿下盖111H的贯穿通孔111K，贯穿通孔111K与下腔室111C连通。轴向段111E沿芯轴121的轴向延伸，第一径向段111F连通轴向段111E的上端与上腔室111B，第二径向段111G连通轴向段111E的下端与贯穿通孔111K。
示例性的，也可以在机壳111上开设通孔111M以使上腔室111B与外部空间连通，以降低第一组件相对第二组件移动过程中的压强差和气流阻力。在一些实施例中，请参阅图111-图113，该通孔111M内可以安装透气阀111N，上腔室111B通过透气阀111N与外部空间连通。其中，外部空间可以是机壳111外部的大气空间，也可以是空气弹簧的腔室，也可以防尘套管的腔室。
示例性的，在导向件114开设连通通道(附图中未示出)，该连通通道可以设于导向件的导杆部，连通下腔室和导向孔121A连通。
示例性的，在机壳开设通孔111M以与外界连通。
B电机还采用波动力改善的方案1，铁芯的材料切除方案。具体为图84-图91所示，图84为图5所示电机中铁芯的结构示意图，图85为图84所示铁芯的剖视结构示意图。铁芯123为一体结构。示例性的，铁芯123可以为一体铸造成型。
在一些实施例中，铁芯123包括轭部1231和连接于轭部1231的多个齿部1232。多个齿部1232沿第一方向间隔设置；相邻的两个齿部1232之间设置一个绕组结构122。即相邻的两个齿部1232限定出一个线圈槽。
在一些示例中，第一组件11和第二组件12中的一者还包括芯轴121，铁芯123连接于芯轴121。
第一组件11和第二组件12中的另一者还包括机壳111，磁体组件112连接于机壳111的内壁面，且位于机壳111与绕组结构122之间。芯轴121沿第一方向滑动连接于机壳111。
在此以第一组件11包括机壳111和磁体组件112，第二组件12包括芯轴121、铁芯123和绕组结构122进行示例性说明。其中，机壳111可以为筒状结构、板状结构等。
在一些实施例中，请参阅图85和图86，图86为图85中G处结构放大示意图。多个齿部1232包括两个端部齿1232A和设于两个端部齿1232A之间的中部齿1232B。端部齿1232A背对轭部1231的一侧表面包括第一斜面1232C，沿端部齿1232A朝向中部齿1232B的方向，第一斜面1232C与轭部1231之间的间距逐渐增大。
通过在端部齿1232A设置第一斜面1232C，绕组结构122产生的磁场的磁力线在经过端部齿1232A时可以避免端部磁饱和，从而可以减小磁力损耗，以减小电磁力的波动，从而减小电机1的波动力。
在一些示例中，第一斜面1232C背对中部齿1232B的一端与轭部1231的轴线之间的间距为第一间距L1，第一斜面1232C朝向中部齿1232B的一端与轭部1231的轴线之间的间距为第二间距L2；其中，L1≥0.9*L2。示例性的，L1与L2的比值可以为0.9、0.92、0.94、0.96等等。
第一间距L1与第二间距L2之间的关系满足上述要求，可以使第一斜面1232C的倾斜角度在比较合适的范围内，以使端部齿1232A既可以保证磁力线的流通，又可以避免磁力线在端部齿1232A出现磁饱和。
其中，轭部1231的轴线与芯轴的轴线一致。即轭部1231的轴线方向与第一方向一致。
在一些示例中，端部齿1232A在轭部1231的径向上的长度与端部齿1232A在轭部1231的轴向上的厚度的比值大于或者等于0.6。示例性的，端部齿1232A在轭部1231的径向上的长度与端部齿1232A在轭部1231的轴向上的厚度的比值可以为0.6、0.7、0.8、0.9等等。
通过端部齿1232A在轭部1231的径向上的长度与端部齿1232A在轭部1231的轴向上的厚度的比值大于或者等于0.6，可以使端部齿1232A的长度和厚度处于较合适的范围内，以使端部齿1232A既可以保证磁力线的流通，又可以避免磁力线在端部齿1232A出现磁饱和。
在一些实施例中，多个齿部1232包括两个端部齿1232A和设于两个端部齿1232A之间的中部齿1232B。中部齿1232B在轭部1231的轴向上的厚度(如图86中示出的厚度H1)大于端部齿1232A在轭部1231的轴向上的厚度(如图86中示出的H2)。
相比于端部齿1232A在轭部1231的轴向上的厚度等于端部齿1232A在轭部1231的轴向上的厚度，通过中部齿1232B在轭部1231的轴向上的厚度大于端部齿1232A在轭部1231的轴向上的厚度，可以使齿部1232与磁体组件112的磁体的对应关系出现偏移，从而可以平衡掉端部齿1232A带来的磁力波动，以减小电机1的波动力。
具体的，在现有的铁芯123基础上，不改变铁芯123在轴向上的长度，减小端部齿1232A在轴向上的厚度，同时增加中部齿1232B在轴向上的厚度。
请参阅图87，图87为中部齿1232B的厚度增加时的电机1的波动力随时间变化情况与中部齿1232B的厚度没有增加时电机1的波动力随时间变化情况对比示意图。图87中红色曲线为中部齿1232B的厚度增加时的电机1的波动力随时间变化曲线，蓝色曲线为中部齿1232B的厚度没有增加时电机1的波动力随时间变化曲线。
从图87中可以看出，中部齿1232B的厚度增加后，电机1的波动力有所减小，即红色曲线的上端峰值明显小于蓝色曲线的上端峰值，可见改变中部齿1232B的厚度能够减小电机1的波动力。
在一些实施例中，铁芯123在轭部1231的轴向上的长度L3与磁体组件112的极距L4满足：L3＝L4*(k+5)，其中，K为常数，极距为磁体组件112的一对磁极112A在第一方向上的长度的一半。需要说明的是，一对磁极112A具有两个磁极112A，两个磁极112A在第一方向上的长度可以相同，也可以不相同。
通过铁芯123在轭部1231的轴向上的长度L3与磁体组件112的极距L4满足上述关系，可以使齿部1232与磁体组件112的磁体的对应关系出现偏移，从而可以平衡掉端部齿1232A带来的磁力波动，以减小电机1的波动力。
在一些实施例中，请参阅图85，铁芯123的槽距(即线圈槽在铁芯的轴向上的高度尺寸L9)为极距的5/3倍。每一个线圈槽产生的齿槽力落后于与其相邻的线圈槽120°电角度，以使每相邻的三个线圈槽的齿槽力相互抵消。
需要说明的是，磁体的极距发生变化会导致相邻的三个线圈槽的齿槽力无法相互抵消，导致每个线圈槽产生的齿槽力幅值较大，如果相邻的三个线圈槽的齿槽力无法相互抵消则会导致较大的齿槽力波动。
具体的，请参阅85、图117和图118所示，图117为相邻的三个线圈槽(分别为第一线圈槽1234A、第二线圈槽1234B和第三线圈槽1234C)中的任一个的齿槽力落后于与其相邻的线圈槽的齿槽力120°电角度时，各个线圈槽的齿槽力波动曲线图。图118为相邻的三个线圈槽的齿槽力相互抵消后(即图118中的理性曲线)的齿槽合力的波动曲线、相邻的三个线圈槽的齿槽力相互抵消部分后齿槽合力偏长时(即图118中的偏长曲线)的齿槽合力的波动曲线图以及相邻的三个线圈槽的齿槽力相互抵消部分后齿槽合力偏短时(即图118中的偏短曲线)的齿槽合力的波动曲线图。
从图117和图118中可以看出，相邻的三个线圈槽的齿槽力相互抵消时，相邻的三个线圈槽的齿槽合力的波动明显较小，因此，将相邻的三个线圈槽中的任一个的齿槽力落后于与其相邻的线圈槽的齿槽力120°电角度，以使相邻的三个线圈槽的齿槽力相互抵消可以减小齿槽合力的波动，从而减小电机的波动力。
在一些示例中，中部齿1232B包括第一中部齿1232D、第二中部齿1232E和第三中部齿1232F，两个端部齿1232A包括第一端部齿1232G和第二端部齿1232H。第二中部齿1232E设于第一中部齿1232D与第一端部齿1232G之间，第三中部齿1232F设于第一中部齿1232D与第二端部齿1232H之间。第一中部齿1232D与第二中部齿1232E之间的间距(如图85中示出的L5)大于第二中部齿1232E与第一端部齿1232G之间的间距(如图85中示出的L6)；第一中部齿1232D与第三中部齿1232F之间的间距(如图85中示出的L7)大于第三中部齿1232F与第二端部齿1232H之间的间距(如图85中示出的L8)。
需要说明的是，第二中部齿1232E的数量为多个时，L5为距离第一中部齿1232D最近的第二中部齿1232E与第一中部齿1232D之间的间距。L6为距离第一端部齿1232G最近的第二中部齿1232E与第一端部齿1232G之间的距离。
第三中部齿1232F的数量为多个时，L7为距离第一中部齿1232D最近的第三中部齿1232F与第一中部齿1232D之间的距离，L8为距离第二端部齿1232H最近的第三中部齿1232F与第二端部齿1232H之间的距离。
通过第一中部齿1232D与第二中部齿1232E之间的间距大于第二中部齿1232E与第一端部齿1232G之间的间距；第一中部齿1232D与第三中部齿1232F之间的间距大于第三中部齿1232F与第二端部齿1232H之间的间距，可以使齿部1232与磁体组件112的磁体的对应关系出现偏移，从而可以平衡掉端部齿1232A带来的磁力波动，以减小电机1的波动力。
在一些实施例中，请继续参阅图86，齿部1232包括齿体部1232M和齿靴部1232N，齿体部1232M连接与轭部1231，齿靴部1232N连接于齿体部1232M背对轭部1231的一端，且位于齿体部1232M在轭部1231的轴向上的一侧。
通过设置齿靴部1232N，可以改变铁芯123上的磁力线的流通，从而降低阻力的波动，即降低电机1的波动力。
在一些示例中，齿部1232的数量为多个时，多个齿部1232的齿靴部1232N位于齿体部1232M的同一侧。例如，多个齿部1232的齿靴部1232N均位于齿体部1232M朝向车体的一侧；或者多个齿部1232的齿靴部1232N均位于齿体部1232M背对车体的一侧。
在一些示例中，齿靴部1232N在轭部1231的轴向上的宽度W1与相邻两个齿部1232之间的间距(即线圈槽的宽度)W2之间的比值W1/W2满足：W1/W2大于或等于13％，且小于或等于16％；或者，W1/W2大于或等于40％，且小于或等于45％。
示例性的，W1/W2的值可以为13％、14％、15％、16％等等。W1/W2的值也可以为40％、41％、42％、43％、44％、45％等等。
W1与W2的比值W1/W2在上述范围内，可以使电机1的波动力在较小的范围内。具体的，请参阅图88，图88为线圈槽的宽度为8.6mm时，齿靴部1232N的宽度与电机1的波动力的关系示意图。从图88中，可以看出，齿靴部1232N的宽度在1.2mm(宽度W2的14％)左右和3.8mm(宽度W2的44％)左右时，电机1的波动力较小。
需要说明的是，由于不同电机在测试时会存在误差，并且同一电机进行多次测试时，由于每一次测试的装配误差、操作误差等，会导致W1/W2的值存在偏差，因此，可以选取W1/W2的值在14％左右的发范围，以及在44％左右的范围，即W1/W2大于或等于13％，且小于或等于16％；或者，W1/W2大于或等于40％，且小于或等于45％。
在一些实施例中，请参阅图89，图89为图5所示电机中铁芯123的另一种结构示意图。铁芯123包括多个子铁芯1233，多个子铁芯1233沿轭部1231的轴向间隔设置。子铁芯1233包括第一轭部1231A和连接于第一轭部1231A的多个第一齿部1232PP，多个第一齿部1232P沿轭部1231的轴向间隔设置。
通过将铁芯123分成多个子铁芯1233，相邻的子铁芯1233之间具有间隙，该间隙能够起到隔断定子组件的磁路的作用，从而可以减小电磁损耗，以减小电磁力波动，减小电机1的波动力。
具体的，请参阅图90，图90为铁芯123包括多个子铁芯1233时阻力波动情况与铁芯123没有分成多个子铁芯1233时阻力波动情况对比示意图。图90中，优化方案对应的曲线为铁芯123包括多个子铁芯1233时阻力的波动情况曲线，理论模型对应的曲线为铁芯123没有分成多个子铁芯1233时阻力波动情况曲线。从图90中可以看出，将铁芯123分成多个子铁芯1233时，阻力波动明显变小，即电机1的波动力明显变小。
在一些示例中，相邻两个子铁芯1233之间的间距大于或等于1.7mm，且小于或等于2.2mm。示例性的，相邻两个子铁芯1233之间的间距可以为1.7mm、1.8mm、1.9mm、2mm、2.1mm、2.2mm等等。
请参阅图91，图91为阻力波动与相邻两个子铁芯1233之间的间距的关系示意图。从图91中可以看出，相邻两个子铁芯1233之间的间距在1.7mm-2.2mm之间时，阻力波动较小。因此，将相邻的两个子铁芯1233之间的间距设置在1.7mm-2.2mm的范围内可以减小阻力波动，从而减小电机的波动力。
经过上述改进，发明人采用相同的测试方法测试B电机的空载阻力，得到如图93所示(B电机的空载阻力曲线图)，空载阻力大大改善。
发明人继续进行深入的研究，发现B电机的空载阻力之所以很大，一是基础阻力值很大，二是基础阻力的最大差值很大，为了控制基础阻力值和基础阻力的最大差值，发明人进行深入的研究，对B电机进行改进，制造了第一电机。经过研究发现，基础阻力值主要是来自轴向摩擦力，发明人首先想到的是改善轴承与对磨件之间的摩擦系数μ1，油封和芯轴之间的摩擦系数μ2。具体的改进如下：
首先，为了改善轴承与对磨件之间的摩擦系数μ1，第一电机采用了一种摩擦系数比较小的轴承，上轴承和下轴承的基础结构是一致的，具体的，如图25、图115和图116所示，轴承包括基体41和第一固体润滑件413。基体41具有第一配合面411。第一固体润滑件413还可以嵌设于基体41上，基体41设有多个容置孔412，多个容置孔412的一端开口位于第一配合面411，第一固体润滑件413设于多个容置孔412内。
在第一组件11和第二组件12相对移动的过程中，第一组件11和第二组件12的上述另一者与轴承之间相互挤压，使得第一固体润滑件413的材料进入基体41与第一组件11和第二组件12的上述另一者之间的间隙内，从而起到润滑作用。例如芯轴121与第一轴承115的基体41相互挤压，导向件114与第二轴承124的基体41相互挤压。
通过将第一固体润滑件413设于容置孔412内，可以使第一固体润滑件413在基体41上更牢固，从而可以起到更好的润滑作用，以减小第一组件11和第二组件12的另一者与轴承之间的摩擦系数。
第一固体润滑件413为嵌设于容置孔412内的柱状结构。
当然，在设计轴承时，第一固体润滑件413也可以是块状结构等。第一固体润滑件413还可以为嵌设于容置孔412内的粉末状或粘稠状的润滑剂。对于测试用的第一电机而言，其轴承的第一固体润滑件413采用的是柱状结构。
对于第一电机而言，第一固体润滑件413采用的是高纯度石墨材料，高纯度石墨是指石墨的含碳量大于99.99％的石墨。经过测试，如图114所示，该轴承与对磨件之间的摩擦系数μ1在0.2以上，这里是指第一组件和第二组件相对移动的速度＜100mm/s时的摩擦系数。
对于第一电机而言，为了进一步减低轴承与对磨件的摩擦系数μ1，轴承还包括润滑脂，润滑脂涂覆于基体的内壁面。第一电机采用了锂基润滑脂，锂基润滑脂涂覆于基体的内壁面。
为了改善油封的摩擦系数μ2以及油封和芯轴121之间的径向力，为了减小密封件14对芯轴121产生的径向力，从而减小电机的第一基础阻力值，以减小电机1的空载阻力值。
为了降低摩擦系数μ2，请参阅图50，图50为申请实施例提供的密封件14的结构示意图。密封件14包括环形骨架141以及设于环形骨架的密封件本体142。环形骨架固定于机壳111，芯轴121可滑动配合于密封件本体142。
通过环形骨架能够对密封件本体142进行支撑，以提高密封件14的结构强度，从而提高密封件本体142与芯轴121之间的密封效果。
密封件本体142的材料包括含有氟元素的化合物。例如，密封件本体142的材料可以为氟橡胶。
相比B电机采用的丁晴橡胶材料制成的密封件本体142，含有氟元素的化合物的摩擦系数更小，可以降低第一电机的轴向摩擦力，从减小第一电机中第一组件11在第一位置受到的第一基础阻力值，减小第一电机的空载阻力。
具体的，请参阅表1，表1为丁晴橡胶与氟橡胶的摩擦系数以及能够产生的轴向摩擦力的对比数值。从表1中可以看出，氟橡胶的摩擦系数明显小于丁晴橡胶的摩擦系数，且氟橡胶的轴向摩擦力明显小于丁晴橡胶的轴向摩擦力。
表1

经过发明人深入的研究发现，可以使芯轴121与密封件14之间的摩擦系数μ2满足：0.05≤μ2≤0.12。示例性的，μ2可以为0.05、0.06、0.07、0.08、0.09、0.1、0.11、0.12等等。芯轴121与密封件14之间的摩擦系数μ2在上述范围内，可以保证密封件14与芯轴121之间的密封效果，同时使芯轴121与密封件14之间的摩擦力较小，以减小电机1的轴向摩擦力，减小第一组件11在第一位置受到的第一基础阻力值，减小电机1的空载阻力。
在一些示例中，芯轴121与密封件14之间的摩擦系数μ2满足：0.08≤μ2≤0.12。示例性的，μ2的值可以为0.08、0.09、0.1、0.11、0.12等等。
芯轴121与密封件14之间的摩擦系数μ2在上述范围内，密封件14和芯轴121之间的密封效果较好，且密封件14和芯轴121之间的摩擦力较小。
示例性的，密封件14还包括第二固体润滑件。第二固体润滑件嵌设于密封件本体142，且第二固体润滑件的至少部分露出于密封件本体142的内周面。
通过第二固体润滑件的设置，在密封件14与芯轴121相对移动时，第二固体润滑件能够对芯轴121起到润滑的作用，以减小密封件14与芯轴121之间的摩擦力，减小电机1中第一组件11在第一位置受到的第一基础阻力值，减小电机1的空载阻力。
需要说明的是，第二固体润滑件的至少部分露出密封件本体142的内周面是指由密封件本体142的内周面可以看到并触摸到第二固体润滑件。固定润滑件的配合面可以与密封件本体142的内周面平齐，或者低于密封件本体142的内周面，或者高于密封件本体142的内周面都可以。
在一些示例中，第二固体润滑件为设于密封件本体142的内周面上的润滑涂层。
在另一些示例中，第二固体润滑件还可以为设于密封件本体142的内周面上的片状结构。
在一些实施例中，第二固体润滑件的材料包括石墨、类金刚石、含氟化合物、二硫化钼中的至少一者。即第二固体润滑件的材料可以为石墨、类金刚石、含氟化合物、二硫化钼中的其中一种，也可以为石墨、类金刚石、含氟化合物、二硫化钼中的至少两种的混合物。
上述材料具有较好的润滑性能，第二固体润滑件采用上述材料能够对芯轴121与密封件14起到较好的润滑作用，以减小密封件14与芯轴121之间的摩擦力。
在一些示例中，第二固体润滑件为聚四氟乙烯(PTFE)件。聚四氟乙烯的摩擦系数相较于橡胶的摩擦系数低，因此第二固体润滑件采用聚四氟乙烯(PTFE)件，能够降低密封件本体142与芯轴121的摩擦系数，从而降低密封件本体142与芯轴121之间的摩擦力。
具体的，橡胶的摩擦系数为0.1，聚四氟乙烯(PTFE)的摩擦系数为0.05。
为了降低密封件14和芯轴之间的径向力，只在机壳111的安装孔111A的内壁面与芯轴121的外周面之间设置密封件14，而在其他位置不设置密封件14，可以减少密封件14的数量，以减少密封件14对电机1产生的径向密封压力，从而减小电机1中第一组件11在第一位置受到的第一基础阻力值。
环形骨架的材料采用304不锈钢或306不锈钢，可以使环形骨架较高的强度，从而能够对密封件本体142进行较好的支撑，以提高密封件本体142的密封效果。
请继续参阅图50，密封件本体142包括第一密封部分1421和第二密封部分1422。沿环形骨架141的轴向，第一密封部分1421和第二密封部分1422分别位于环形骨架141的相对两侧。当密封件本体142处于自由状态时，第一密封部分1421的内周面和第二密封部分1422的内周面均向环形骨架141的中轴线拱起。
第一密封部分1421和第二密封部分1422用于与芯轴121接触，以对芯轴121与安装孔111A的内壁面之间的缝隙进行密封。
通过上述设置，在环形骨架141的轴向上的两侧分别对芯轴121与安装孔111A的内壁面之间的缝隙进行密封，提高密封效果。
另外，将密封件本体142分为第一密封部分1421和第二密封部分1422，在将密封件本体142压紧在芯轴121上时，密封件本体142更容易变形，从而提高进一步密封效果。并且，整个密封件14只有第一密封部分1421和第二密封部分1422与芯轴121接触，能够减小芯轴121与密封件本体142的接触面积，减小密封件本体142与芯轴121之间的摩擦力。
其中，可以通过控制密封件14向芯轴施加的径向力的大小来控制芯轴与密封件14之间的摩擦力。
密封件14对芯轴121产生的径向力的测量方式为：先在电机1不安装密封件14时，对电机1进行阻力检测，此时检测阻力为第一阻力。然后在电机1安装密封件14时，再次对电机1进行阻力检测，此时检测的阻力为第二阻力。第二阻力与第一阻力的差值即密封件14的径向力。其中，检测方法可以参照电机1的空载阻力的检测方法。
在一些示例中，在芯轴121的周向上的毫米单位长度上，密封件14向芯轴施加的径向力大于或者等于0.17N，且小于或者等于0.27N。其中，径向力是指密封件14沿芯轴121的径向对芯轴121施加的作用力。芯轴121的周向长度可以为226mm。
径向力包括第一密封部分1421向芯轴121施加的第一径向力以及第二密封部分1422向芯轴121施加的第二径向力。
通过将密封件14的径向力设置在上述范围内，可以使密封件14对芯轴121产生的力在合适的范围内，以保证密封件14与芯轴121的密封效果，同时避免密封件14与芯轴121的摩擦力过大而影响电机1中第一组件11在第一位置受到的第一基础阻力值，减小电机1的空载阻力值。
在一些实施例中，第二密封部分1422向芯轴121施加的径向力为第二径向力，第二径向力小于第一径向力。
通过第二径向力小于第一径向力，可以使第二密封部对芯轴121施加的力小于第一密封部对芯轴121施加的力，相比于第一径向力与第二径向力相同，可以使密封件本体142在整体上与芯轴121之间的摩擦力较小，从而减小密封件本体142与芯轴121之间的摩擦力。
在一些实施例中，第一密封部分1421的径向尺寸小于第二密封部分1422的径向尺寸。
在一些示例中，当密封件本体142处于自由状态时，第一密封部分1421的内径小于所述第二部分1422的内径。需要说明的是，密封件本体142处于自由状态是指密封件14没有安装在电机上时的状态。
这样一来，第一密封部分1421与芯轴121贴合时的紧密程度大于第二密封部分1422与芯轴121贴合时的紧密程度，从而可以使第二径向力小于第一径向力，以减小密封件本体142在整体上与芯轴121之间的摩擦力。
在一些实施例中，当所述密封件本体142处于自由状态时，第一密封部分1421在芯轴121的轴向上的长度大于第二密封部分1422在芯轴121的轴向上的长度。
这样一来，第一密封部分1421与芯轴121贴合时的接触面积大于第二密封部分1422与芯轴121贴合时的接触面积，从而可以使第二径向力小于第一径向力，以减小密封件本体142在整体上与芯轴121之间的摩擦力。
并且，通过对密封件14进行上述改进，可以使密封件本体142与芯轴121之间的摩擦力降低。具体的，可以将摩擦力从24.53N降低至6.06N。
在一些实施例中，密封件本体142还包括第一弹性件1423和第二弹性件1424。第一弹性件1423设于第一密封部分1421与安装孔111A的内壁面之间。第二弹性件1424设于第二密封部分1422与安装孔111A的内壁面之间。
通过第一弹性件1423和第二弹性件1424的设置，可以通过第一弹性件1423调整第一密封部分1421对芯轴121的第一径向力，以及通过第二弹性件1424调整第二密封部分1422对芯轴121的第二径向力，以避免第一密封部分1421与芯轴121之间的摩擦力以及第二密封部分1422与芯轴121之间的摩擦力过大，而影响电机1中第一组件11在第一位置受到的第一基础阻力值，以减小电机1的空载阻力值。
在一些示例中，第一弹性件1423的径向尺寸大于第二弹性件1424的径向尺寸。如此一来，可以使第一弹性件1423对第一密封部分1421的弹力等于第二弹性件1424对第二密封部分1422的弹力，从而使第一密封部分1421对芯轴的第一径向力大于第二密封部分1422对芯轴121的第二径向力，以保证密封件14的密封效果，且避免密封件14与芯轴121之间的摩擦力过大。
在一些示例中，第一弹性件1423可以为弹簧、橡胶、乳胶等。第二弹性件1424可以为弹簧、橡胶、乳胶等。
为了改善第一组件和第二组件之间的倾斜导致的径向力过大的问题，第一电机再次调整了上轴承与芯轴件的双边间隙，将其双边间隙调整为0.15mm，A电机的上轴承与芯轴之间的双边间隙为0.25mm左右，上边间隙是指上轴承的内径和芯轴的外径的差值。
最后，发明人深入研究导向件的尺寸对基础阻力的最大差值的影响，做了很多的仿真和测试，才最终选择了导杆部的外径的28mm，底盘部的厚度为10mm。发明人所做的深入研究具体如下：
请继续参阅图4，导向件114可以包括底盘部1141和导杆部1142，该导杆部1142容置于机壳111内，底盘部1141设于导杆部1142的周壁，底盘部1141与机壳111固定。具体的，底盘部1141通过叉臂与机壳111固定连接。
导杆部1142穿设于导向孔121A，也即，导杆部1142穿设于芯轴121的内腔，用于为芯轴121在机壳111内的滑动提供导向。当第一组件11相对于第二组件12移动时，导杆部1142在导向孔121A内移动。其中，底盘部1141在第一方向上的高度为第一高度h1，导向件114在第一方向上的整体高度为第二高度h2。
为了减小电机1各部件的变形，以减小电机1的第二基础阻力值，从而进一步减小电机1的基础阻力的最大差值，请继续参阅图4，机壳111的内径为d1，导向件114的外径为第二直径d2。其中，导向件114的外径为导杆部1142的外径。
第一直径d1与第二直径d2可以满足：0.175×d1＜d2＜0.4×d1。也就是说，该d2可以等于0.2倍的d1，该d2还可以等于0.25倍的d1，该d2还可以等于0.35倍的d1，本申请对此不做限。
图53、图54和图55均示出了本申请实施例提供的一种电机1的基础阻力的最大差值随d2/d1变化的仿真图，其中，图53为在h1/h2＝0.028时电机1的基础阻力的最大差值随d2/d1变化的仿真图；图54为在h1/h2＝0.069时电机1的基础阻力的最大差值随d2/d1变化的仿真图，图55为h1/h2＝0.011时电机1的基础阻力的最大差值随d2/d1变化的模拟图。由图53、图54和图55可知，在d2＜0.175×d1时，电机1的第二基础阻力明显较大，而在d2＞0.4×d1，继续增大直径对于电机1的第二基础阻力的影响微乎其微，反而会增加电机1的整体重量，且占用电机1较多的径向空间，不利于电机1结构设计。
如此，本申请实施例通过使第一直径d1与第二直径d2满足：0.175×d1＜d2＜0.4×d1，可以降低电机1的第二基础阻力，且能够避免导杆部1142直径较大，导致占用较多的径向空间，从而方便电机1其他部件(如铁芯123)的设计及安装。示例性的，可以为铁芯123的轭部留有足够的径向空间，给绕组结构留有足够的空间以保证铁芯123不会发生磁饱和现象，同时能够通过较多的绕组圈数以增大电机1的推力。
在一些实施例中，该第二直径d2和第一直径d1可以满足：0.175×d1＜d2≤0.3×d1。示例性的，该d2＝0.175×d1、d2＝0.25×d1或d2＝0.3×d1等，本申请对此不做限定。
其中，由图53、图54和图55可知，在d2/d1＞0.3后，电机1的第二基础阻力的下降趋势较为缓慢，如此，本申请实施例通过使第二直径d2和第一直径d1满足：0.175×d1＜d2≤0.3×d1，可以避免导杆部1142的重量过重，且为电机1的其他部件留有充足的径向空间。
在一些实施例中，该第二直径d2和第一直径d1可以满足：0.175×d1＜d2≤0.22×d1。示例性的，该d2＝0.175×d1、d2＝0.2×d1或d2＝0.22×d1等，本申请对此不做限定。
可以理解的是，电机1在工作时，由于电流通过绕组结构122产生磁场，进而驱动电机1启动，这个过程中会产生一定的热量。这些热量的来源主要包括电流在导体中的电阻损耗、铁芯123中的磁滞和涡流损耗，以及机械摩擦损耗等。如果电机1长时间运行或工作负荷较大，会导致电机1过热。电机1过热会严重影响电机1的运转。
具体的，首先，电机1过热会加速电机1内部绝缘材料的老化，从而降低电机1的使用寿命。其次，电机1过热还可能导致电机1内部的润滑剂变质，影响电机1的润滑效果和机械性能。此外，过高的温度还可能引起电机1内部零件的热膨胀，导致配合间隙变小，甚至造成卡死或损坏。
而为了实现对电机1的冷却降温，请参阅图5，在一些实施例中，电机1内可以设置冷却流道4，其中，通过将循环的冷却介质(例如、水、冷媒、油、风等)经过泵体，引入到电机1内部的冷却流道4中。由于冷却介质的吸热性质，可以将电机1内部的热量带走，从而实现散热。由于冷却流道4会占用芯轴121一定的径向空间，如此，会使芯轴121的径向尺寸较小，而本本申请实施例通过使第二直径d2和第一直径d1满足：0.175×d1＜d2≤0.22×d1，可以确保芯轴121在径向尺寸设计较小时，导杆部1142也能够与芯轴121配合。
通过上述深入的分析，第一电机的导杆部满足：d2＝0.21d1，d1＝133.3mm，故得到导杆部的外径为d2为28mm。
底盘部1141在第一方向上的高度为第一高度h1，导杆部1142在第一方向上的高度为第二高度h2。第一高度h1与第二高度h2满足：0.028×h2＜h1＜0.11×h2。示例性的，该h1＝0.029×h2、h1＝0.03×h2、h1＝0.029×h2、h1＝0.05×h2、h1＝0.01×h2或h1＝0.0109×h2等，本申请对此不做限定。
需要说明的是，该第一高度h1与第二高度h2均为在第一方向上的最大高度，而非过渡区域的高度。另外，为了减少应力集中，通常在底盘部和导杆部连接处设置有倒角，本申请实施例的第一高度h1为底盘部1141非倒角部分的高度，即第一高度h1不包括倒角部分的高度。
图56、图57和图58均示出了本申请实施例提供的一种电机1的第二基础阻力随h2/h1变化的仿真图，其中，图56为在d1/d2＝0.175时电机1的第二基础阻力随h2/h1变化的仿真图，图57为在d1/d2＝0.2875时电机1的第二基础阻力随h2/h1变化的仿真图，图58为在d1/d2＝0.4时电机1的第二基础阻力和随h2/h1变化的仿真图，由图56、图57和图58可知，在h1＜0.028×h2时，电机1的第二基础阻力明显较大，而在h1＞0.028×h2时，继续增大高度对于电机1的第二基础阻力的影响微乎其微，反而会增加电机1的整体重量，且占用电机1较多的轴向空间，不利于电机1结构设计。示例性的，若在h1＞0.11×h2时，继续增大高度，会占用电机1较多的轴向空间，那么会牺牲电机1整体行程，不利于电机1的设计。
如此，本申请实施例通过使第一高度h1与第二高度h2满足：0.028×h2＜h1＜0.11×h2，可以降低电机1的第二基础阻力，且能够避免第一高度尺寸较大，导致占用较多的轴向空间，牺牲电机1的整体行程。
在一些实施例中，该第一高度h1与第二高度h2满足：0.05×h2＜h1＜0.11×h2。示例性的，h1＝0.06×h2、h1＝0.07×h2、h1＝0.08×h2、h1＝0.9×h2、h1＝0.10×h2或h1＝0.0109×h2等，本申请对此不做限定。
结合图56、图57和图58可知，在h1/h2≤0.05时，电机1的第二基础阻力的数值仍较大，可能并不能满足一些电机1的需求，因此，本申请实施例通过使第一高度h1与第二高度h2满足：0.05×h2＜h1＜0.11×h2，可以确保使电机1的第二基础阻力较小，且可以避免第一高度尺寸较大，导致占用较多的轴向空间，牺牲电机1的整体行程。
该第一高度h1与第二高度h2满足：0.056×h2＝h1。如此，不仅可以避免电机1牺牲整体行程，且可以降低电机1的第二基础阻力，确保电机1运行的全程受力状态较为稳定，降低电机1内部的异响，因此本申请测试的第一电机满足：0.056×h2＝h1。
请参阅图60、图61、图62和图63，图60示出了相关技术中的导向件的结构示意图，图61示出了图60的导向件沿轴向方向的剖视图。图62为本申请实施例提供的一种导向件的结构示意图，图63为本申请实施例提供的图31的导向件的剖视图。
在本申请的一些实施例中，底盘部1141可以包括第一底盘部分1141A和第二底盘部分1141B；该第一底盘部分1141A设于导杆部1142的周壁，第二底盘部分位于第一底盘部分1141A的外围。也即，第一底盘部分1141A设于导杆部1142和第二底盘部分1141B之间。
其中，第一底盘部分1141A在第一方向(即图63中W方向)上的高度大于第二底盘部分1141B在第一方向上的高度。该第一方向上的高度是指其在第一方向上的最大高度。
如此，本申请实施例通过对导杆部1142和第二底盘部分1141B之间的第一底盘部分1141A加厚设计，可以提高导向件114的刚度，增强电机1的稳定性。
在本申请的一些实施例中，该第一底盘部分1141A的朝向芯轴121的表面与第二底盘部分1141B的朝向芯轴121的表面平齐。如此，可以减小底盘部1141所占用的轴向尺寸，有利于电机1的结构设计。
在本申请的一些实施例中，该第二底盘部分1141B的背对芯轴121的一侧形成避让缺口1141C，该避让缺口1141C位于第一底盘部分1141A的外围。也即，第一高度h1为第一底盘部分1141A的高度。
通过在第二底盘部分1141B背对芯轴121的一侧形成避让缺口1141C，不仅可以使第二底盘部分1141B与第一底盘部分1141A、第一底盘部分1141A和导杆部1142的连接处厚度较厚，确保导向件114刚度较高，并且可以减小底盘部1141的重量，有利于电机1的轻量化设计。
在本申请的一些实施例中，叉臂113上设置有凸台1131，凸台1131设于避让缺口1141C内。具体的，叉臂113上可以设置有环状凸台，该环状凸台与避让缺口1141C配合，环状凸台的内侧可以形成有安装槽，该安装槽可以与1141A配合。第一组件11还可以包括固定连接件，凸台1131与第二底盘部分1141B可以通过该固定连接件固定连接。示例性的，该固定连接件可以为螺栓等，本申请对此不做限定。
如此，本申请通过将凸台与避让缺口1141C的配合，且通过固定连接件将凸台1131与第二底盘部分1141B连接固定，从而将机壳与叉臂连接。
发明人考虑到同轴度的影响，第一电机将磁体组件与机壳的同轴度从0.2mm降低到了0.15mm。
经过上述改进后，第一电机的空载阻力有了明显的降低，具体如图14所示。
经过对第一电机装车测试，发现其仍然存在偶发的运行卡滞问题，继续对第一电机进行分析，发现第一电机的最大波动力值非常大，甚至比B电机的波动力还要大，发明人经过多次的研究发现，A电机的磁体组件的公差达到了1.36mm，第一电机的磁体组件的公差达到了0.7mm，而B电机的磁体组件的装配公差才0.5mm，具体的研究如下：
磁体组件包括多个依次层叠多个环状的永磁体，具体而言，磁体组件包括69个依次层叠的环状的永磁体，每个永磁体在第一方向上的尺寸均有公差，将69个永磁体层叠装配起来之后，磁体组件的公差更大，带来较大的波动力。
为了降低波动力，发明人探索了多种方案，如前述波动力的方案1，具体参考图84-图91，同时，发明人发现方案1披露的技术方案虽然有一定的技术效果，但是其最本质的还是要控制磁体组件的总公差和铁芯组件的总公差，这样才能从根本解决波动力的问题，波动力的存在其本质是产品制造公差和装配公差导致的，方案1只是通过波动力抵消的方式降低，而真正要降低波动力，还是要控制制造公差和装配公差。
发明人首先对磁体组件的公差控制进行了探索和研究，请参阅图70，图70为图5所示电机中磁体组件的一种充磁方式示意图。发明人首先对磁体组件的整体公差进行了研究，发明人使用仿真软件，对不同公差下的电机的推力进行测试，电机推力的波动力和阻力的波动力基本是一致正相关的。具体的，请参阅图71-图80所示，图71为电机空载情况下，对电机的磁体组件112在第一方向上的公差分别为+1.36mm、-1.36mm、+0.119mm、-0.119mm时，电机推力随第一组件11和第二组件12的相对位移变化的曲线图；图72为电机空载情况下，对电机的磁体组件112在第一方向上的公差为+1.36mm时，电机推力随第一组件11和第二组件12的相对位移变化的曲线图；图73为电机空载情况下，对电机的磁体组件112在第一方向上的公差为-1.36mm时，电机推力随第一组件11和第二组件12的相对位移变化的曲线图。
图74为电机空载情况下，对电机的磁体组件112在第一方向上的公差为+0.119mm时，电机推力随第一组件11和第二组件12的相对位移变化的曲线图；图75为电机空载情况下，对电机的磁体组件112在第一方向上的公差为-0.119mm时，电机推力随第一组件11和第二组件12的相对位移变化的曲线图。
图76为电机通电电流为40A情况下，对电机的磁体组件112在第一方向上的公差分别为+1.36mm、-1.36mm、+0.119mm、-0.119mm时，电机推力随第一组件11和第二组件12的相对位移变化的曲线图。图77为电机通电电流为40A情况下，对电机的磁体组件112在第一方向上的公差为+1.36mm时，电机推力随第一组件11和第二组件12的相对位移变化的曲线图；图78为电机通电电流为40A情况下，对电机的磁体组件112在第一方向上的公差为-1.36mm时，电机推力随第一组件11和第二组件12的相对位移变化的曲线图。
图79为电机通电电流为40A情况下，对电机的磁体组件112在第一方向上的公差为+0.119mm时，电机推力随第一组件11和第二组件12的相对位移变化的曲线图；图80为电机通电电流为40A情况下，对电机的磁体组件112在第一方向上的公差为-0.119mm时，电机推力随第一组件11和第二组件12的相对位移变化的曲线图。
图76至图80中的阻力是指对电机施加40A电流进行电机推力的仿真分析，从图71至图80可以看出，电机在空载下以及通电电流在40A时，磁体组件112在第一方向上的公差为+0.119mm、-0.119mm时电机1的推力波动力明显小于磁体组件112在第一方向上的公差为+1.36mm、-1.36mm时电机1的推力波动力。也就是说，磁体组件112在第一方向上的公差越小，电机1的推力波动力越小。也就是说减小磁体组件112在第一方向上的公差有利于减小电机1的推力波动力。
需要说明的是，图71至图80中的曲线的波峰与波谷越大，说明推力波动越大，空载阻力是有基础阻力和波动力构成的，波动力和推力波动是正相关的。需要说明的是图71-图80都是仿真得到的，并非实际测得的，根据上述仿真数据可以看到磁体组件的公差在±0.119mm时波动比较小，因此可以认为磁体组件的公差要控制[-0.119，+0.119]以内，这样才能够更好的控制波动力。
基于上述仿真，以及第一电机的最大波动力值相比B电机的最大波动力值大，基本可以得到磁体组件的公差与最大波动力值是正相关的，也就是公差越大，最大波动力值越大，公差越小，最大波动力值越小。
为此发明人提出了降低波动力的方案2，方案2的实质就是降低磁体组件的公差。为了实现磁体组件的公差控制，发明人继续研究磁极的设置。磁体组件112包括沿第一方向层叠设置的多对磁极112A。
本申请中，第二电机采用了该方案2，具体如下：
多对磁极112A包括层叠设置的第一对磁极112B和第二对磁极112C；第一对磁极112B在第一方向上的高度大于或等于Q-x2，且小于或等于Q-x1，第二对磁极112B在第一方向上的高度大于Q+x1，且小于或者等于Q+x2。其中，0≤x1＜x2≤0.04mm。也就是说第一对磁极的公差为[-x2,-x1],第二对磁极的公差为(x1,x2]。
比如，当x2＝0.04mm时，x1＝0，这样第一对磁极112B的公差在[-0.04,0]，第二对磁极112C的公差在(0,0.04]。
比如，当x2＝0.02mm时，x1＝0，这样第一对磁极112B的公差在[-0.02,0]第二对磁极112C的公差在(0,0.02]。
第一对磁极112B包括M个，第二对磁极112C包括N个，|M-N|≤3，比如M＝N。为了保证磁体组件的公差要求，第一对磁极和第二对磁极的个数可以相同，也可以不同，比如当M个第一对磁极112B的累计公差的绝对值较大时，第二对磁极112C的个数可以比第一对磁极112B的个数多一些。这样第一对磁极112B和第二对磁极112C装配后，公差可以相互抵消的更多，从而进一步减小磁体组件112在第一方向上的公差，以减小电机1的波动力，减小电机1的阻力。
其中，磁体组件在第一方向上的高度的公差需要大于或等于-0.119mm，且小于或等于0.119mm，这样可以将电机1的波动力控制在较小的范围内，以减小电机1的阻力。
示例性的，x1和x2满足：0＜x1＜x2≤0.04mm时，多对磁极112A包括与第一对磁极112B和第二对磁极112C层叠设置的第三对磁极112D。第一对磁极112B在第一方向上的高度大于或等于Q-x2，且小于或等于Q-x1，第二对磁极112B在第一方向上的高度大于Q+x1，且小于或者等于Q+x2。也就是说第一对磁极的公差为[-x2,-x1],第二对磁极的公差为(x1,x2]，第三对磁极112D在第一方向上的高度大于Q-x1，且小于或等于Q+x1，此时，0＜x1＜x2≤0.04mm。
比如，当x2＝0.04mm，x1＝0.02mm时,第一对磁极的公差为[-0.04，-0.02]，第二对磁极的公差为(0.02,0.04]，第三对磁极的公差则为(-0.02,0.02]；比如，当x2＝0.02mm，x1＝0.01mm时，第一对磁极的公差为[-0.02，-0.01]，第二对磁极的公差为(0.01,0.02]，第三对磁极的公差则为(-0.01,0.01]。
这样设计，每对磁极的公差范围更小，以上包括3类磁极对，分别第一对磁极、第二对磁极和第三对磁极，磁极对的种类越多，说明每类磁极对的公差范围越窄，公差抵消的越精准，这样磁体组件的公差控制更小。该实施例，仍然满足第一对磁极112B包括M个，第二对磁极112C包括N个，|M-N|≤3，优选的M＝N。
示例性的，x1和x2满足：0＜x1＜x2≤0.04mm时，多对磁极112A包括与第一对磁极112B、第二对磁极112C层叠设置的第三对磁极112D和第四对磁极112F，第一对磁极112B在第一方向上的高度大于或等于Q-x2，且小于或等于Q-x1，第二对磁极112B在第一方向上的高度大于Q+x1，且小于或者等于Q+x2，
第三对磁极112D在第一方向的高度大于Q-x1，且小于Q-x3,第四对磁极112D在第一方向的高度大于或等于Q+x3，且小于或等于Q+x1,0≤x3＜x1＜x2≤0.04mm。
比如，当x2＝0.04mm，x1＝0.02,x3＝0,第一对磁极的公差为[-0.04，-0.02]，第二对磁极的公差为(0.02,0.04]，第三对磁极的公差则为(-0.02,0)，第四对磁极的公差则为[0,0.02]；比如当x2＝0.02mm，x1＝0.01,x3＝0,第一对磁极的公差为[-0.02，-0.01]，第二对磁极的公差为(0.01,0.02]，第三对磁极的公差则为(-0.01,0)，第四对磁极的公差则为[0,0.01]。
这样设计，每类磁极对的公差范围更小，公差抵消更精准，磁体组件的公差控制更小。该实施例，第一对磁极112B包括M个，第二对磁极112C包括N个，|M-N|≤3。第三对磁极112D包括m个，第四对磁极112F包括n个，|m-n|≤3。
本申请不限定有多少种磁极对，还可以有第五对磁极，第六对磁极等，如上述方法进行划分即可，每类磁极对的公差范围划分越小，越容易更精准的匹配，磁体组件的公差就能控制的越好。但是磁极对的种类越多，在分配的时候就越耗时，这需要综合的评估；其中磁极对是指一对磁极。
在其他一些实施例中，还可以根据多对磁极112A的公差大小将多对磁极112A分成更多种类，具体分类可以参照上述第一对磁极、第二对磁极、第三对磁极和第四对磁极的分类方式，在此不做具体赘述。
需要说明的是，每对磁极112A在第一方向上的高度是可以按照如下方式进行测量的，以第一电机的磁体排布方式，每对磁极包括四个依次沿第一方向层叠的环状的永磁体，四个永磁体可以通过吸引力连接，也可以通过胶粘接，如果是通过胶粘接，每对磁极沿第一方向的高度包括四个永磁体及其中间的胶层沿第一方向的总高度；如果四个永磁体是通过吸引力连接的，每对磁极沿第一方向的高度是指四个永磁体沿第一方向的总高度。依次测量磁体组件的每对磁极沿第一方向高度，计算平均值即得到Q。
请参阅图81，图81为图5所示电机中磁体组件112的结构示意图。磁体组件112包括沿第一方向层叠设置的第一磁体1121和第二磁体1122，第一磁体的公差为[-b,-a],第二磁体的公差为(a,b]，a和b均大于0，0≤a＜b≤0.04mm。
第一磁体1121包括D1个，第二磁体包括D2个，其中，|D1-D2|≤3，优选的，|D1-D2|＝1，或者|D1-D2|＝0。
需要说明的是，第一磁体1121和第二磁体1122不一定交替层叠。
在一些示例中，第一磁体1121包括沿第一方向充磁第一类第一方向充磁磁体和沿第二方向充磁的第一类第二方向充磁磁体，所述第二磁体包括沿第一方向充磁的第二类第一方向充磁磁体和沿第二方向充磁的第二类第二方向充磁磁体。其中，第一方向垂直于第二方向。
第一类第一方向充磁磁体在第一方向上的高度大于或者等于A-b，且小于或者等于A-a；第一类第二方向充磁磁体在第一方向上的高度大于或者等于B-b，且小于或者等于B-a；
第二类第一方向充磁磁体在第一方向上的高度大于A+a，且小于或者等于A+b；第二类第二方向充磁磁体在第一方向上的高度大于B+a，且小于或者等于B+b。其中，A和B均大于0，且A和B可以相同，也可以不同。
将第一方向充磁的第一类第一方向充磁磁体和第二类第一方向充磁磁体归为一类磁体，记为第一方向充磁磁体，多个第一方向充磁磁体的实测高度求平均值，即可得到A，将第二方向充磁的第一类第二方向充磁磁体和第二类第二方向充磁磁体归为一类磁体，记为第二方向充磁磁体，多个第二方向充磁磁体的实测高度求平均值，即可得到B。
以第一电机为例，第一电机的永磁体呈海尔贝克排列，包括第一方向充磁的永磁体和第二方向充磁的永磁体，所有第一方向充磁磁体在第一方向上的实测高度的平均值即为A，所有第二方向充磁磁体在第一方向上的实测高度的平均值即为B。
第一方向充磁磁体的个数为X个，第二方向充磁磁体的个数为Y个，第一类第一方向充磁磁体的个数为X1个，第二类第一方向充磁磁体的个数为X2个，X＝X1+X2，第一类第二方向充磁磁体的个数为Y1个，第二类第二方向充磁磁体的个数为Y2个，Y＝Y1+Y2。M＝X1+Y1,N＝X2+Y2,|X-Y|≤1。X、Y、M、N、X1、X2、Y1、Y2均为正整数。
在一些优选的示例中，0≤a＜b≤0.02mm，比如a＝0,b＝0.02mm，那么第一磁体的公差满足[-0.02,0]，第二磁体的公差满足(0，0.02]。
在一些示例中，如图70和图82，磁体组件中的所有磁体均为第一方向充磁，或者均为第二方向充磁时；磁体组件中的所有磁体的在第一方向的高度基本相同，不考虑公差的即相同，那么第一磁体的高度满足[A-b,A-a],第二磁体的高度满足(A+a，A+b]，0≤a＜b≤0.04mm。其中磁体组件中的所有磁体在第一方向的实测高度的平均值即为A。
在对磁体组件112进行装配时，装配在一起的第一磁体1121和第二磁体1122中，第一磁体1121的公差为负公差，第二磁体1122的公差为正公差，并且第一磁体1121的公差范围值与第二磁体1122的公差范围值相同。这样一来，第一磁体1121和第二磁体1122装配在一起后，公差能够相互抵消至少部分，从而使第一磁体1121和第二磁体1122整体上的公差较小，从而可以减小磁体组件112在第一方向上的公差(即高度误差)，减小磁体组件112的磁极112A位置在第一方向上偏移，从而减小磁体组件112的齿槽力波动，减小电机的波动力，减小电机的阻力。
其中，b小于或等于0.04mm，这样一来，第一磁体1121的公差和第二磁体1122的公差均较小，在将第一磁体1121和第二磁体1122层叠设置后，第一磁体1121的公差和第二磁体1122的公差会抵消至少部分，第一磁体1121和第二磁体1122在整体上的公差将更小，从而更有利于减小磁体组件112的公差。
例如，b的值可以为0.017mm、0.018mm、0.019mm、0.02mm、0.23mm、0.25mm、0.28mm、0.3mm、0.32mm、0.35mm、0.38mm、0.4mm等等。a的值可以为0mm、0.01mm、0.011mm、0.012mm、0.013mm、0.014mm、0.015mm、0.23mm、0.25mm、0.28mm、0.3mm、0.32mm、0.35mm等等。以a为0mm，b为0.02mm为例，则第一磁体1121的公差范围为-0.02mm～0mm。第二磁体1122的公差范围为0mm～0.02mm。
示例性的，第一磁体1121的数量和第二磁体1122的数量均为多个，多个第一磁体1121和多个第二磁体1122沿第一方向依次交替设置。即，任意相邻的两个第一磁体1121之间设有一个第二磁体1122，且任意相邻的两个第二磁体1122之间也设有一个第一磁体1121。
这样一来，每一对第一磁体1121和第二磁体1122(即相邻的第一磁体1121和第二磁体1122)在装配后公差均会抵消部分，从而可以更多的消除磁体组件112在第一方向上的公差，以减小电机1的波动力，减小电机1的阻力。
在一些实施例中，磁体组件112包括多个磁体，多个磁体包括沿第一方向充磁的第一方向充磁磁体和沿第二方向充磁的第二方向充磁磁体，第一方向垂直于第二方向。
第一方向充磁磁体和第二方向充磁磁体交替层叠设置，且相邻的两个第一方向充磁磁体的充磁方向相反，相邻的两个第二方向充磁磁体的充磁方向相反，相邻的四个磁体形成一对磁极。
在一些示例中，请继续参阅图70，第一类第一方向充磁磁体的充磁方向与第二类第一方向充磁磁体的充磁方向可以相反。
示例性的，磁体组件112只有第一类第一方向充磁磁体和第二类第一方向充磁磁体。此时第一类第一方向充磁磁体和第二类第一方向充磁磁体中的一者沿第六方向(如图70中示出的方向Y1)充磁，第一类第一方向充磁磁体和第二类第一方向充磁磁体中的另一者沿第三方向(如图70中示出的方向Y2)充磁，第六方向与第三方向相反，且第六方向与第三方向均与第一方向平行。
示例性的，机壳为筒状结构，第一磁体和第二磁体均为环状结构，第一磁体的轴向、第二磁体的轴向和机壳的轴向均与芯轴的轴向一致。则第一类第一方向充磁磁体和第二类第一方向充磁磁体均沿芯轴的轴向充磁，但是第一类第一方向充磁磁体和第二类第一方向充磁磁体的充磁方向相反。这样一来，磁体组件112只有第一类第一方向充磁磁体和第二类第一方向充磁磁体时，可以使相邻的第一类第一方向充磁磁体和第二类第一方向充磁磁体形成一对磁极112A，从而可以与绕组结构122配合对电机提供动力。
又示例性的，请参阅图82，图82为图5所示电机中磁体组件112的另一种充磁方式示意图。第一类第一方向充磁磁体的充磁方向与第二类第一方向充磁磁体的充磁方向均与第一方向垂直，且第一类第一方向充磁磁体的充磁方向与第二类第一方向充磁磁体的充磁方向相反。
示例性的，磁体组件112只有第一类第一方向充磁磁体和第二类第一方向充磁磁体。此时第一类第一方向充磁磁体和第二类第一方向充磁磁体中的一者沿第四方向(如图82中示出的方向Y3)充磁，第一类第一方向充磁磁体和第二类第一方向充磁磁体中的另一者沿第五方向(如图82中示出的方向Y4)充磁，第四方向与第五方向相反，且第四方向和第五方向均垂直于第一方向。
示例性的，机壳为筒状结构，第一磁体和第二磁体均为环状结构，第一磁体的轴向、第二磁体的轴向和机壳的轴向均与芯轴的轴向一致。则第一类第一方向充磁磁体和第二类第一方向充磁磁体均沿芯轴的径向充磁，但是第一类第一方向充磁磁体和第二类第一方向充磁磁体的充磁方向相反。这样一来，磁体组件112只有第一类第一方向充磁磁体和第二类第一方向充磁磁体时，可以使相邻的第一磁体1121和第二磁体1122形成一对磁极112A，从而可以于绕组结构122配合对电机提供动力。
在又一些示例中，第一类第一方向充磁磁体和第二类第一方向充磁磁体的其中一者的充磁方向与第一方向平行，第一类第一方向充磁磁体和第二类第一方向充磁磁体的另一者的充磁方向与第一方向垂直。
示例性的，机壳为筒状结构，第一磁体和第二磁体均为环状结构，第一磁体的轴向、第二磁体的轴向和机壳的轴向均与芯轴的轴向一致。第一类第一方向充磁磁体和第二类第一方向充磁磁体的其中一者沿芯轴的轴向充磁，第一类第一方向充磁磁体和第二类第一方向充磁磁体的另一者沿芯轴的径向充磁。这样一来，磁体组件112只有第一类第一方向充磁磁体和第二类第一方向充磁磁体时，也可以使相邻的第一磁体1121和第二磁体1122形成一对磁极112A，从而可以于绕组结构122配合对电机提供动力。
在其他一些实施例中，磁体组件112包括与第一磁体1121和第二磁体1122层叠设置的第三磁体1123。第一磁体的公差为[-b,-a],第二磁体的公差为(a,b]，a和b均大于0，0＜a＜b≤0.04mm；第三磁体的公差为(-a,a]。
第一磁体1121包括M个，第二磁体包括N个，其中，|M-N|≤3，优选的，|M-N|＝1，或者|M-N|＝0。
需要说明的是，第一磁体1121和第二磁体1122不一定交替层叠。
在一些示例中，第一磁体1121包括第一类第一方向充磁磁体和第一类第二方向充磁磁体，所述第二磁体包括第二类第一方向充磁磁体和第二类第二方向充磁磁体。所述第三磁体包括沿第一方向充磁的第三类第一方向充磁磁体和沿第二方向充磁的第三类第二方向充磁磁体。
其中，第一类第一方向充磁磁体在第一方向上的高度大于或者等于A-b，且小于或者等于A-a；第一类第二方向充磁磁体在第一方向上的高度大于或者等于B-b，且小于或者等于B-a；
第二类第一方向充磁磁体在第一方向上的高度大于A+a，且小于或者等于A+b；第二类第二方向充磁磁体在第一方向上的高度大于B+a，且小于或者等于B+b。其中，A和B均大于0，且A和B可以相同，也可以不同。
第三类第一方向充磁磁体在第一方向上的高度大于A-a，且小于或者等于A+a；第三类第二方向充磁磁体在第一方向上的高度大于B-a，且小于或者等于B+a。其中，A和B均大于0，且A和B可以相同，也可以不同。
将第一方向的第一类第一方向充磁磁体、第二类第一方向充磁磁体和第三类第一方向充磁磁体归为一类磁体，记为第一方向充磁磁体，多个第一方向充磁磁体的实测高度求平均值，即可得到A，将第二方向充磁的第一类第二方向充磁磁体、第二类第二方向充磁磁体和第三类第二方向充磁磁体归为一类磁体，记为第二方向充磁磁体，多个第二方向充磁磁体的实测高度求平均值，即可得到B。
以第一电机为例，第一电机的永磁体呈海尔贝克排列，包括第一方向充磁的永磁体和第二方向充磁的永磁体，所有第一方向充磁磁体在第一方向上的实测高度的平均值即为A，所有第二方向充磁磁体在第一方向上的实测高度的平均值即为B。
第一方向充磁磁体的个数为X个，第二方向充磁磁体的个数为Y个，第一类第一方向充磁磁体的个数为X1个，第二类第一方向充磁磁体的个数为X2个，第三类第一方向充磁磁体的个数为X3,X＝X1+X2+X3，第一类第二方向充磁磁体的个数为Y1个，第二类第二方向充磁磁体的个数为Y2个，第三类第二方向充磁磁体的个数为Y3个，Y＝Y1+Y2+Y3。M＝X1+Y1,N＝X2+Y2,|X-Y|≤1，X、Y、M、N、X1、X2、X3、Y1、Y2、Y3均为正整数；优选的，M＝N。
在一些优选的示例中，0＜a＜b≤0.02mm，比如a＝0.01mm,b＝0.02mm，那么第一磁体的公差满足[-0.02,-0.01]，第二磁体的公差满足(0.01，0.02]，第三磁体的公差满足(-0.01,0.01]。
这样第一磁体、第二磁体和第三磁体的公差范围更小，匹配选用时，第一磁体和第二磁体的使用相同的个数，或者接近相同的个数，正公差和负公差可以抵消的更多，磁体组件的公差范围可以做到更小，更好的降低波动力。
如图70和图82，磁体组件中的所有磁体均为第一方向充磁，或者均为第二方向充磁时；磁体组件中的所有磁体的在第一方向的高度基本相同，不考虑公差的即相同，那么第一磁体的高度满足[A-b,A-a],第二磁体的高度满足(A+a，A+b]，第三磁体的高度满足(A-a,A+a],0＜a＜b≤0.04mm。在该示例中，磁体组件中的所有磁体在第一方向的实测高度的平均值即为A。
在另一些实施例中，磁体组件112还包括与第一磁体1121、第二磁体1122层叠设置的第三磁体1123和第四磁体1124。第一磁体的公差为[-b,-a],第二磁体的公差为(a,b]；第三磁体的公差为(-a,-c],第四磁体的公差为(c，a],a和b均大于0，0≤c＜a＜b≤0.04mm。
第一磁体1121包括D1个，第二磁体包括D2个，其中，|D1-D2|≤3，优选的，|D1-D2|＝1，或者|D1-D2|＝0。第三磁体包括E1个，第四磁体包括E2个，其中，|E1-E2|≤3优选的，|E1-E2|＝1，或者|E1-E2|＝0。
需要说明的是，第一磁体1121、第二磁体1122、第三磁体和第四磁体不一定交替层叠或者依次层叠，可以无规则的排列，只要个数满足上述要求即可。
在一些示例中，第一磁体1121包括第一类第一方向充磁磁体和第一类第二方向充磁磁体，所述第二磁体包括第二类第一方向充磁磁体和第二类第二方向充磁磁体。所述第三磁体包括第三类第一方向充磁磁体和第三类第二方向充磁磁体。所述第四磁体包括第四类第一方向充磁磁体和第四类第二方向充磁磁体。
其中，第一类第一方向充磁磁体在第一方向上的高度大于或者等于A-b，且小于或者等于A-a；第一类第二方向充磁磁体在第一方向上的高度大于或者等于B-b，且小于或者等于B-a；
第二类第一方向充磁磁体在第一方向上的高度大于A+a，且小于或者等于A+b；第二类第二方向充磁磁体在第一方向上的高度大于B+a，且小于或者等于B+b。其中，A和B均大于0，且A和B可以相同，也可以不同。
第三类第一方向充磁磁体在第一方向上的高度大于或等于A-a，且小于A-c；第三类第二方向充磁磁体在第一方向上的高度大于或等于B-a，且小于或者等于B+a。其中，A和B均大于0，且A和B可以相同，也可以不同。
第四类第一方向充磁磁体在第一方向上的高度大于或等于A+a，且小于A+c；第四类第二方向充磁磁体在第一方向上的高度大于或等于B+c，且小于或者等于B+a。其中，A和B均大于0，且A和B可以相同，也可以不同。
将轴向充磁的第一类第一方向充磁磁体、第二类第一方向充磁磁体、第三类第一方向充磁磁体、第四类第一方向充磁磁体归为一类磁体，记为第一方向充磁磁体，多个第一方向充磁磁体的实测高度求平均值，即可得到A，将第二方向充磁的第一类第二方向充磁磁体、第二类第二方向充磁磁体、第三类第二方向充磁磁体和第四类第二方向充磁磁体归为一类磁体，记为第二方向充磁磁体，多个第二方向充磁磁体的实测高度求平均值，即可得到B。
以第一电机为例，第一电机的永磁体呈海尔贝克排列，包括第一方向充磁的永磁体和第二方向充磁的永磁体，所有第一方向充磁磁体在第一方向上的实测高度的平均值即为A，所有第二方向充磁磁体在第一方向上的实测高度的平均值即为B。
第一方向充磁磁体的个数为X个，第二方向充磁磁体的个数为Y个，第一类第一方向充磁磁体的个数为X1个，第二类第一方向充磁磁体的个数为X2个，第三类第一方向充磁磁体的个数为X3,第四类第一方向充磁磁体的个数为X4,X＝X1+X2+X3+X4，第一类第二方向充磁磁体的个数为Y1个，第二类第二方向充磁磁体的个数为Y2个，第三类第二方向充磁磁体的个数为Y3个，第四类第二方向充磁磁体的个数为Y4个,Y＝Y1+Y2+Y3+Y4。M＝X1+Y1,N＝X2+Y2,E1＝X3+Y3，E2＝X4+Y4，|X-Y|≤1，X、Y、M、N、X1、X2、X3、Y1、Y2、Y3，X4,Y4均为正整数；优选的，M＝N，优选的，E1＝E2。
在一些优选的示例中，0≤a＜c＜b≤0.02mm，比如a＝0.01mm,c＝0,b＝0.02mm，那么第一磁体的公差满足[-0.02,-0.01]，第二磁体的公差满足(0.01，0.02]，第三磁体的公差满足(-0.01,0]，第四磁体的公差满足(0,0.01]。
这样第一磁体、第二磁体、第三磁体和第四磁体的公差范围更小，匹配选用时，第一磁体和第二磁体的使用相同的个数，或者接近相同的个数，第三磁体和第四磁体的使用相同的个数，或者接近相同的个数，正公差和负公差可以抵消的更多，磁体组件的公差范围可以做到更小，更好的降低波动力。
如图70和图82，磁体组件中的所有磁体均为第一方向充磁，或者均为第二方向充磁时；磁体组件中的所有磁体的在第一方向的高度基本相同，不考虑公差，那么第一磁体的高度满足[A-b,A-a],第二磁体的高度满足(A+a，A+b]，第三磁体的高度满足(A-a,A+c),第四磁体的高度满足(A+c,A+a),0≤c＜a＜b≤0.04mm。优选的，b≤0.02mm。在该示例中，磁体组件中的所有磁体在第一方向的实测高度的平均值即为A。
在其他一些实例中，还可以将磁体组件112的多个磁体根据公差大小分为更多的种类，分类方式可参照第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124的分类方式，在此不进行具体赘述。
需要说明书的，磁体的分类方式越多，磁体组件的公差越容易控制，但同时也面临着更复杂的选配工艺，装配效率受到挑战，因此需要做出合适的磁体分类。比如上述的实施例中，磁体组件包括第一磁体、第二磁体和第三磁体可能是比较优选的实施例。当然磁体组件包括第一磁体、第二磁体、第三磁体和第四磁体也是比较优选的实施例。磁体分类方式哪种实施例是比较优选的，还取决于磁体组件中的磁体个数。
在一些实施例中，请参阅图83，图83为图5所示电机中磁体组件112的又一种充磁方式示意图。第三磁体1123设于第一磁体1121和第二磁体1122之间，第四磁体1124设于第二磁体1122的背对第一磁体1121的一侧。
即按照第一磁体1121、第三磁体1123、第二磁体1122、第四磁体1124的顺序依次交替排列设置。
第一磁体1121的充磁方向以及第二磁体1122的充磁方向均与第一方向平行，且第一磁体1121的充磁方向与第二磁体1122的充磁方向相反。第三磁体1123的充磁方向以及第四磁体1124的充磁方向均与第一方向垂直，且第三磁体1123的充磁方向与第四磁体1124的充磁方向相反。
即，此时，第一磁体1121和第二磁体1122中的一者沿第六方向充磁，第一磁体1121和第二磁体1122中的另一者沿第三方向充磁，第六方向与第三方向相反，且第六方向和第三方向均平行于第一方向。第三磁体1123和第四磁体1124中的一者沿第四方向充磁，第三磁体1123和第四磁体1124中的另一者沿第五方向充磁，第四方向与第五方向相反，且第四方向和第五方向均垂直于第一方向。
这样一来，第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124形成一对磁极112A。即磁体组件112中多个磁体的排列方式为海尔贝克排列方式。该种排列方式能够提高磁场强度，提升电机的功率密度，从而提高电机的推力。
在一些示例中，磁体组件112包括多对磁极112A，多对磁极112A沿第一方向排列设置。
在其他一些示例中，也可以按照一对第一磁体1121和第二磁体1122、一对第三磁体1123和第四磁体1124的顺序依次交替排列设置。本申请对此不做具体限定。
在一些示例中，一对磁极112A包括第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124四个磁体。在组装时，先将一对磁极112A中的四个磁体按照顺序粘接在一起，然后将多对磁极112A依次进行粘接。
此时，如若存在磁体组件的磁体数量不满足刚好是4的整数倍的情况，即有1～3个磁体不能形成一对磁极112A。需单独对剩余的1～3片磁体进行适当选择，例如有69层磁体，那么剩余的一层磁体应选择公差分类中公差最接近0的；例如有70层磁体，那么剩余的两层磁体应选择能互相抵消公差的；例如有71层磁体，那么剩余的三层磁体应选择一层公差最接近0的、及两层能互相抵消公差的磁体。
采用上述方案后，申请人将第二电机的磁体组件的公差做到了0.13mm，并没有达到理想的(-0.119,0.119)，甚至更低。但是，申请人相信基于上述方法，不断调整磁体的配置，是可以将公差做到更小的，比如第五电机的磁体组件的公差基本为0.119mm。
申请人还提供了第六电机，第六电机是发明人基于对第一电机的分析，通过降低第一基础阻力和基础阻力的最大差值进行设计的。具体的：
第六电机的上轴承与芯轴的双边间隙调整到了0.08mm,再将第六电机采用前述的方法进行测量，发现第六电机的空载阻力值达到42-276N的区间内，效果明显得到了提升。
发明人还深入研究发现轴承与其对磨件之间的摩擦系数μ1满足：0.05≤μ1≤0.15，基础阻力值比较容易控制到合理的范围。示例性的，摩擦系数μ1的值可以为0.05、0.06、0.07、0.08、0.09、0.1、0.11、0.12、0.135、0.15等等。
本申请的μ1和μ2都是以1mm/s相对移动时的摩擦系数，以图114为例进行说明，图114为轴承的摩擦系数与第一组件和第二组件的相对运动速度之间的关系图。空载阻力的测试条件是1mm/s匀速运动区间的阻力值。图114是发明人改进轴承后的实测图。
芯轴121与第一轴承115之间的摩擦系数为μ1。导杆部1142与第二轴承124之间的摩擦系数也记为μ1。
通过将摩擦系数μ1设置为0.05-0.15的范围，可以使第一组件11和第二组件12的另一者与轴承之间的摩擦系数较小，从而减小第一组件11和第二组件12的另一者与轴承之间的轴向摩擦力，即减小第一组件11在第一位置受到的第一基础阻力值，以使第一组件11和第二组件12相对移动更稳定、更顺畅。
具体的，请参阅图27，图27为轴承的摩擦系数与第一组件11在第一位置受到的第一基础阻力f1之间的关系曲线图。从图27中可以看出，当摩擦系数μ1超过0.12后，基础阻力较大，且随着摩擦系数的增大，基础阻力增长也较快。摩擦系数小于0.05时，会导致第一组件11在第一位置受到的第一基础阻力值较小，从而可能出现空载阻力在波动力fb的影响下出现小于10N的情况，从而肯能会出现敲击异响。因此，摩擦系数μ1设置为0.05-0.12的范围，可以使第一组件11在第一位置受到的第一基础阻力值在较合适的范围内。
在一些示例中，轴承与其对磨件之间的摩擦系数μ1满足：0.1≤μ1≤0.165。示例性的，摩擦系数μ1的值可以为0.1、0.11、0.12、0.13、0.14、0.15、0.16、0.165等等。
在一些示例中，轴承与其对磨件之间的摩擦系数μ1满足：0.1≤μ1≤0.145。示例性的，摩擦系数μ1的值可以为0.1、0.11、0.12、0.13、0.14、0.145等等。
在一些示例中，轴承与其对磨件之间的摩擦系数μ1满足：0.1≤μ1≤0.15。示例性的，摩擦系数μ1的值可以为0.1、0.11、0.12、0.13、0.14、0.15等等。摩擦系数μ1在0.1-0.15范围内，可以使第一组件11在第一位置受到的第一基础阻力值在更合适的范围内，以使进一步第一组件11和第二组件12相对移动更稳定、更顺畅。
在一些示例中，摩擦系数μ1满足：0.12≤μ1≤0.135。示例性的，摩擦系数μ1的值可以为0.12、0.125、0.13、0.135等等。摩擦系数μ1在0.12-0.135范围内，可以使第一组件11在第一位置受到的第一基础阻力值在更合适的范围内，以使进一步第一组件11和第二组件12相对移动更稳定、更顺畅。
在一些示例中，摩擦系数μ1满足：0.08≤μ1≤0.135。示例性的，摩擦系数μ1的值可以为0.08、0.09、0.1、0.11、0.12、0.135等等。摩擦系数μ1在0.08-0.135范围内，可以使第一组件11在第一位置受到的第一基础阻力值在更合适的范围内，以使进一步第一组件11和第二组件12相对移动更稳定、更顺畅。
第一轴承115包括基体41和第一固体润滑件。第一轴承115的基体41的第一配合面411与芯轴121配合。第二轴承124包括基体41和第一固定润滑件。第二轴承124的基体41的第一配合面411与导向件114配合。第一固体润滑件的至少部分露出第一配合面411是指由第一配合面411可以看到并触摸到第一固体润滑件。固定润滑件的配合面可以与第一配合面411平齐，或者低于第一配合面411，或者高于第一配合面411都可以。
第一配合面411是指基体41朝向第一组件11和第二组件12的另一者的表面，即基体41的内壁面。例如，第一轴承115的基体41的内壁面为第一轴承115的第一配合面411。第二轴承124的基体41的内壁面为第二轴承124的第一配合面411。
第一固体润滑件为设于基体41的第一配合面411上的润滑涂层。润滑涂层可以与芯轴或者导向件接触，从而对芯轴或者导向件进行润滑，以减小摩擦力。
第一固体润滑件的材料包括石墨、类金刚石、含氟化合物、二硫化钼中的至少一者。即第一固体润滑件的材料可以为石墨、类金刚石、含氟化合物、二硫化钼中的其中一种，也可以为石墨、类金刚石、含氟化合物、二硫化钼中的至少两种的混合物。
上述材料具有较好的润滑性能，第一固体润滑件采用上述材料能够对第一组件11和第二组件12的另一者与轴承起到较好的润滑作用。
其中，第一固体润滑件为润滑涂层时，第一固体润滑件的材料可以为金刚碳涂层、聚四氟乙烯涂层等等。润滑涂层的厚度可以为1μm-10μm。例如，润滑涂层的厚度可以为1μm、3μm、5μm、7μm、9μm、10μm等等。
润滑涂层可以通过电化学法、喷涂、真空磁控溅射、化学气相沉积等工艺涂覆在基体上，以保证与基体的结合强度。
第一固体润滑件嵌设在容置孔内时，第一固体润滑件的材料可以为高纯度石墨、含油石墨、改性润滑材料石墨等。
在一些示例中，第一固体润滑件的材料包括聚四氟乙烯和石墨。其中，聚四氟乙烯的质量百分数大于或者等于80％，且小于或者等于95％。石墨的质量百分数大于或者等于5％，且小于或者等于20％。
示例性的，聚四氟乙烯的质量百分数为80％，石墨的质量百分数为20％。或者，聚四氟乙烯的质量百分数为85％，石墨的质量百分数为15％。或者，聚四氟乙烯的质量百分数为90％，石墨的质量百分数为10％。或者，聚四氟乙烯的质量百分数为95％，石墨的质量百分数为5％等等。
将聚四氟乙烯和石墨按照上述质量百分数进行混合制成的第一固体润滑件的润滑性能较好，能够起到更好的润滑作用，以更有效的减小第一组件11和第二组件12的另一者与轴承之间的摩擦系数。
在一些实施例中，基体为聚合物基体、铜合金基体、镍合金基体或者钢材基体。聚合物基体、铜合金基体、镍合金基体和钢材基体均具有较好的自润滑性能，可以提高第一组件11和第二组件12的另一者与轴承之间的润滑性能，减小第一组件11和第二组件12的另一者与轴承之间的摩擦系数。
其中，当基体为铜合金基体时，具体的，基体的材料可以选择为锡青铜。钢材是对含碳量质量百分比介于0.02％至2.11％之间的铁碳合金。
导向件和芯轴与基体之间的摩擦系数μ1满足：0.05≤μ1≤0.3。示例性的，μ1可以为0.05、0.08、0.1、0.15、0.2、0.25、0.3等等。优选的，摩擦系数μ1满足：0.05≤μ1≤0.15。示例性的，μ1可以为0.05、0.07、0.08、0.1、0.12、0.15等等。
如若基体是聚合物基体，其硬度50～100HD。例如基体的硬度可以为50HD、60HD、70HD、80HD、90HD、100HD等等。
如若基体是铜合金基体或者镍合金基体，其硬度100HV～400HV。例如基体的硬度可以为100HV、200HV、300HV、400HV等等。
在一些实施例中，第一固体润滑件设于第一配合面，第一固体润滑件的厚度h3满足：1μm≤h3≤10μm。示例性的，h3的值可以为1μm、2μm、3μm、4μm、5μm、6μm、7μm、8μm、9μm、10μm等等。
将第一固体润滑件设于第一配合面，且厚度设于上述范围内，可以在第一组件11和第二组件12的另一者与轴承相对滑动时，第一固体润滑件能够与第一组件11和第二组件12的另一者充分接触，且具有较好的支撑，从而可以更好的对第一组件11和第二组件12的另一者进行润滑，以减小第一组件11和第二组件12的另一者与轴承之间的摩擦系数。
由于静摩擦系数不容易测量，一般是将相对移动速度小于1mm/s以下时，都算为静摩擦系数。1mm/s-10mm/s之间的摩擦系数是本申请中μ1和μ2的测量区间。
除了上述改善轴承与对磨件之间的摩擦系数μ1的方案外，发明人还探索了其他的方案，理论上也能改善轴承与对磨件之间的摩擦系数μ1。
示例性的，轴承包括基体41和第一固体润滑件，第一固体润滑件是一种涂层，其涂覆于基体41的内壁面。
示例性的，轴承包括基体41和第一固体润滑件，轴承还包括润滑脂，润滑脂涂覆于基体的内壁面。第六电机也采用了锂基润滑脂，锂基润滑脂涂覆于基体的内壁面。
示例性的，轴承包括基体41和第一固体润滑件，第一固体润滑件为嵌设于容置孔内的柱状结构，轴承还包括润滑脂，润滑脂涂覆于基体41的内壁面。
通过第一固体润滑件的设置，在对磨件与轴承相对移动时，第一固体润滑件能够起到润滑的作用，以减小第一组件11和第二组件12的另一者与轴承之间的摩擦力，减小电机1中第一组件11在第一位置受到的第一基础阻力f1，减小电机1的空载阻力值，对本申请测试的电机而言，对磨件是指芯轴121或导向件114，对于上轴承(即第一轴承115)而言，对磨件是指芯轴121，对于下轴承(即第二轴承124)而言，对磨件是指导向件114。
发明人还深入研究发现轴承与其对磨件之间的摩擦系数μ1满足：0.05≤μ1≤0.15，基础阻力值比较容易控制到合理的范围。示例性的，摩擦系数μ1的值可以为0.05、0.06、0.07、0.08、0.09、0.1、0.11、0.12、0.135、0.15等等。
本申请的μ1和μ2都是以1mm/s相对移动时的摩擦系数，以图114为例进行说明，图114为轴承的摩擦系数与第一组件和第二组件的相对运动速度之间的关系图。空载阻力的测试条件是1mm/s匀速运动区间的阻力值。图114是发明人改进轴承后，实测获得图纸。
芯轴121与第一轴承115之间的摩擦系数为μ1。导杆部1142与第二轴承124之间的摩擦系数也记为μ1。
通过将摩擦系数μ1设置为0.05-0.15的范围，可以使第一组件11和第二组件12的另一者与轴承之间的摩擦系数较小，从而减小第一组件11和第二组件12的另一者与轴承之间的轴向摩擦力，即减小第一组件11在第一位置受到的第一基础阻力值f1，以使第一组件11和第二组件12相对移动更稳定、更顺畅。
具体的，请参阅图27，图27为轴承的摩擦系数与第一组件11在第一位置受到的第一基础阻力f1之间的关系曲线图。从图27中可以看出，当摩擦系数μ1超过0.12后，基础阻力较大，且随着摩擦系数的增大，基础阻力增长也较快。摩擦系数小于0.05时，会导致第一组件11在第一位置受到的第一基础阻力值f1较小，从而可能出现空载阻力在波动力值fb的影响下出现小于10N的情况，从而肯能会出现敲击异响。因此，摩擦系数μ1设置为0.05-0.12的范围，可以使第一组件11在第一位置受到的第一基础阻力值f1在较合适的范围内。
在一些示例中，摩擦系数μ1满足：0.08≤μ1≤0.135。示例性的，摩擦系数μ1的值可以为0.08、0.09、0.1、0.11、0.12、0.135等等。摩擦系数μ1在0.08-0.135范围内，可以使第一组件11在第一位置受到的第一基础阻力值f1在更合适的范围内，以使进一步第一组件11和第二组件12相对移动更稳定、更顺畅。
第一轴承115包括基体41和第一固体润滑件。第一轴承115的基体41的第一配合面411与芯轴121配合。第二轴承124包括基体41和第一固定润滑件。第二轴承124的基体41的第一配合面411与导向件114配合。第一固体润滑件的至少部分露出第一配合面411是指由第一配合面411可以看到并触摸到第一固体润滑件。固定润滑件的配合面可以与第一配合面411平齐，或者低于第一配合面411，或者高于第一配合面411都可以。
第一配合面411是指基体41朝向第一组件11和第二组件12的另一者的表面，即基体41的内壁面。例如，第一轴承115的基体41的内壁面为第一轴承115的第一配合面411。第二轴承124的基体41的内壁面为第二轴承124的第一配合面411。
第一固体润滑件为设于基体41的第一配合面411上的润滑涂层。润滑涂层可以与芯轴或者导向件接触，从而对芯轴或者导向件进行润滑，以减小摩擦力。
第一固体润滑件的材料包括石墨、类金刚石、含氟化合物、二硫化钼中的至少一者。即第一固体润滑件的材料可以为石墨、类金刚石、含氟化合物、二硫化钼中的其中一种，也可以为石墨、类金刚石、含氟化合物、二硫化钼中的至少两种的混合物。
上述材料具有较好的润滑性能，第一固体润滑件采用上述材料能够对第一组件11和第二组件12的另一者与轴承起到较好的润滑作用。
其中，第一固体润滑件为润滑涂层时，第一固体润滑件的材料可以为金刚碳涂层、聚四氟乙烯涂层等等。润滑涂层的厚度可以为1μm-10μm。例如，润滑涂层的厚度可以为1μm、3μm、5μm、7μm、9μm、10μm等等。
润滑涂层可以通过电化学法、喷涂、真空磁控溅射、化学气相沉积等工艺涂覆在基体上，以保证与基体的结合强度。
第一固体润滑件嵌设在容置孔内时，第一固体润滑件的材料可以为高纯度石墨、含油石墨、改性润滑材料石墨等。
在一些示例中，第一固体润滑件的材料包括聚四氟乙烯和石墨。其中，聚四氟乙烯的质量百分数大于或者等于80％，且小于或者等于95％。石墨的质量百分数大于或者等于5％，且小于或者等于20％。
示例性的，聚四氟乙烯的质量百分数为80％，石墨的质量百分数为20％。或者，聚四氟乙烯的质量百分数为85％，石墨的质量百分数为15％。或者，聚四氟乙烯的质量百分数为90％，石墨的质量百分数为10％。或者，聚四氟乙烯的质量百分数为95％，石墨的质量百分数为5％等等。
将聚四氟乙烯和石墨按照上述质量百分数进行混合制成的第一固体润滑件的润滑性能较好，能够起到更好的润滑作用，以更有效的减小第一组件11和第二组件12的另一者与轴承之间的摩擦系数。
在一些实施例中，基体为聚合物基体、铜合金基体、镍合金基体或者钢材基体。聚合物基体、铜合金基体、镍合金基体和钢材基体均具有较好的自润滑性能，可以提高第一组件11和第二组件12的另一者与轴承之间的润滑性能，减小第一组件11和第二组件12的另一者与轴承之间的摩擦系数。
其中，当基体为铜合金基体时，具体的，基体的材料可以选择为锡青铜。钢材是对含碳量质量百分比介于0.02％至2.11％之间的铁碳合金。
导向件和芯轴与基体之间的摩擦系数μ1满足：0.05≤μ1≤0.3。示例性的，μ1可以为0.05、0.08、0.1、0.15、0.2、0.25、0.3等等。优选的，摩擦系数μ1满足：0.05≤μ1≤0.15。示例性的，μ1可以为0.05、0.07、0.08、0.1、0.12、0.15等等。
如若基体是聚合物基体，其硬度50～100HD。例如基体的硬度可以为50HD、60HD、70HD、80HD、90HD、100HD等等。
如若基体是铜合金基体或者镍合金基体，其硬度100HV～400HV。例如基体的硬度可以为100HV、200HV、300HV、400HV等等。
在一些实施例中，第一固体润滑件设于第一配合面，第一固体润滑件的厚度h3满足：1μm≤h3≤10μm。示例性的，h3的值可以为1μm、2μm、3μm、4μm、5μm、6μm、7μm、8μm、9μm、10μm等等。
将第一固体润滑件设于第一配合面，且厚度设于上述范围内，可以在第一组件11和第二组件12的另一者与轴承相对滑动时，第一固体润滑件能够与第一组件11和第二组件12的另一者充分接触，且具有较好的支撑，从而可以更好的对第一组件11和第二组件12的另一者进行润滑，以减小第一组件11和第二组件12的另一者与轴承之间的摩擦系数。
由于静摩擦系数不容易测量，一般是将相对移动速度小于1mm/s以下时，都算为静摩擦系数。1mm/s-10mm/s之间的摩擦系数是本申请中μ1和μ2的测量区间。
除了上述改善轴承与对磨件之间的摩擦系数μ1的方案外，发明人还探索了其他的方案，理论上也能改善轴承与对磨件之间的摩擦系数μ1。
示例性的，轴承包括基体41和第一固体润滑件，第一固体润滑件是一种涂层，其涂覆于基体41的内壁面。
示例性的，轴承包括基体41和第一固体润滑件，轴承还包括润滑脂，润滑脂涂覆于基体的内壁面。第一电机采用了锂基润滑脂，锂基润滑脂涂覆于基体的内壁面。
示例性的，轴承包括基体41和第一固体润滑件，第一固体润滑件为嵌设于容置孔内的柱状结构，轴承还包括润滑脂，润滑脂涂覆于基体41的内壁面。
通过第一固体润滑件的设置，在对磨件与轴承相对移动时，第一固体润滑件能够起到润滑的作用，以减小第一组件11和第二组件12的另一者与轴承之间的摩擦力，减小电机1中第一组件11在第一位置受到的第一基础阻力f1，减小电机1的空载阻力值，对本申请测试的电机而言，对磨件是指芯轴121或导向件114，对于上轴承(即第一轴承115)而言，对磨件是指芯轴121，对于下轴承(即第二轴承124)而言，对磨件是指导向件114。
同时，发明人考虑到同轴度的影响，将磁体与机壳的同轴度从0.2mm降低到了0.08mm。降低磁体与机壳的同轴度具体如下：
请参阅图4、图51、图52以及图119至图120，磁体组件112包括多个磁体，多个磁体沿第一方向层叠设置。在第二方向上多个磁体通过第一胶层112B固定于机壳111，多个磁体形成有在第二方向相对设置的第一表面和第二表面，第一表面与第一胶层112B固定连接。
在一些实施例中，第二组件12包括绕组结构122，磁体组件112适于与绕组结构122配合以使磁体组件112相对于绕组结构122沿第一方向往复移动。
具体地，机壳111为圆筒结构，多个磁体设于机壳111内并固定于机壳111的内周壁，绕组结构122位于多个磁体环绕的区域内。
其中，第二表面的平整度小于多个磁体的第一表面的平整度，第一方向和第二方向垂直。
需要说明的是，如图121所示，第一表面的平整度指的是多个磁体朝向机壳111的一侧表面中与机壳111之间的最小间距H1，以及多个磁体朝向机壳111的一侧表面中与机壳111之间的最大间距H2，二者之间的差值的大小，例如，H2与H1的差值为0.15mm，则第一表面的平整度为0.15mm。
能够理解的是，第二表面的平整度指的是多个磁体背对机壳111的一侧表面中与机壳111之间的最小间距，以及多个磁体背对机壳111的一侧表面中与机壳111之间的最大间距之间的差值。通过上述设置，由于第二表面的平整度小于多个磁体的第一表面的平整度，因此多个磁体形成第一表面的表面的差值较大，多个磁体形成第二表面的表面的差值较小。
这样一来，多个磁体和机壳111之间的第一胶层112B的厚度不等，能够增加第一胶层112B与多个磁体之间的粘接面积，提高粘接力。
同时，能够减小第二组件12和第一组件11之间的摩擦力的大小，从而减小电机1的空载阻力。
并且，通过第一胶层112B的设置，第一胶层112B能够将磁体组件112与机壳111固定在一起，以此实现多个磁体的安装，且相比于通过螺接、焊接等方式将多个磁体与机壳111固定在一起，能够简化多个磁体与机壳111的固定过程，从而方便多个磁体与机壳111的固定。
除此之外，通过机壳111的设置，由于多个磁体固定于机壳111的内周壁，因此机壳111能够对多个磁体提供保护，避免多个磁体受到损伤，以保证多个磁体的正常使用，并延长第一组件11的使用寿命。
具体地，如图121所示，沿第二方向，多个磁体组成第一表面的表面，即多个磁体朝向机壳111的一侧表面之间的差值越小，则第一表面的平整度越小。
对于第二表面，第二表面的平整度越小时，说明多个磁体组成第一表面的表面之间的差值越小，多个磁体与绕组结构122之间的气隙的变化越小，如此使得多个磁体与绕组结构122之间的气隙较为均匀，从而降低第一组件11和第二组件12相对移动的过程中，阻力f的波动力D的大小，以第一组件11和第二组件12之间阻力过大而影响电机1的性能。
在一些实施例中，第二表面的平整度小于或者等于0.08mm。
通过上述设置，由于第二表面的平整度小于或者等于0.08mm，因此多个磁体形成第二表面的表面较为整齐，如此能够减小第一组件11和第二组件12相对移动的过程中，第一组件11和第二组件12之间的摩擦力的大小，使得第一组件11和第二组件12能够更加顺滑的相对移动，降低电机1的空载阻力。
在一些示例中，可以将电机1竖直安装于台架，通过台架拖动第一组件11和第二组件12相对移动，根据检测第一组件11和第二组件12相对移动过程中台架施加的力的大小，判断第一组件11和第二组件12之间的摩擦力的大小进而确定第二表面的平整度的大小。
在此基础上，在一些实施例中，第二表面的平整度小于或者等于0.06mm。
通过上述设置，相比于多个磁体的朝向绕组结构122的表面的平整度小于或者等于0.08mm，多个磁体的朝向绕组结构122的表面的平整度小于或者等于0.06mm时，能够进一步减小第一组件11和第二组件12相对移动的过程中，第一组件11和第二组件12之间的摩擦力的大小，使得第一组件11和第二组件12能够更加顺滑的相对移动，进一步降低电机1空载阻力。
在一些实施例中，第二表面的平整度大于或者等于0.02mm。
通过上述设置，第二的表面的平整度大于或者等于0.02mm时，能够避免第一组件11和第二组件12之间的摩擦力过小，从而减少电机1运行过程中发出的敲击异响。
同时，当第二表面的平整度小于0.02mm时，多个磁体的加工精度过高，如此通过使多个磁体的朝向绕组结构122的表面的平整度大于或者等于0.02mm，能够降低多个磁体的加工难度，方便多个磁体的加工。
示例性的，第二表面的平整度可以为0.02mm、0.03mm、0.04mm、0.05mm、0.06mm、0.07mm、0.08mm等。
具体地，在一些实施例中，第一表面的平整度大于0.1mm。
通过上述设置，第一表面的平整度大于0.1mm时，第一表面的加工精度较低，以此方便多个磁体的加工。
在一些实施例中，第一表面的平整度小于或者等于0.2mm。
通过上述设置，相比于第一表面的平整度大于0.2mm，第一表面的平整度小于或者等于0.2mm时，能够避免第一表面的平整度过差，从而避免电机1的空载阻力过大，以减小电机1的磨损，延长电机1的使用寿命。
示例性的，第一表面的平整度可以为0.1mm、012mm、0.13mm、0.15mm、0.17mm、0.18mm、0.19mm、0.2mm等。
在此基础上，在一些实施例中，本申请还提供了一种第一组件11的加工方法，如图122、图123所示，图122为磁极组件11的加工方法示意图之一，图123示出了本申请实施例提供的一种治具的示意图。加工方法包括：
步骤S1：将多个磁体层叠设置且套设于治具。
步骤S2：使治具与第二表面相面对。
步骤S3：驱动治具挤压第二表面。
步骤S4：使第二表面的平整度小于或者等于0.08mm。
这样一来，通过冶具200同时挤压多个磁体的第二表面，能够使多个磁体形成第二表面的表面与冶具200之间的距离保持一致，从而提高第二表面的平整度，减小第一组件11和第二组件12之间的摩擦力，以降低电机1的空载阻力。
具体地，如图123所示，可以通过对磁体与冶具200(即叠装磁体的工装)整体加热，以使第二胶层112A加热固化的过程中，冶具200受热膨胀对磁体内径进行整形，从而将磁体的公差转移至外径，从而可将磁体内径的平整度控制在0.08mm内，外径的平整度大于0.1mm。如此，通过第一胶层112B和第二胶层112A的设置，不仅可以实现对磁体的加热固化整形，还可以在保证磁体内外平整度的同时提供磁体与机壳111的有胶固持力，以防止磁体松脱、错位等。
具体地，请参阅图124至图127，多个磁体呈环状，多个磁体的第二表面为磁体的内周面。
步骤S1：将多个磁体套设于治具，包括：
步骤S11：将多个磁体套设于治具的外围。
步骤S2：使治具与第二表面相面对，包括：
步骤S21：以使治具与多个磁体的内周面相面对。
步骤S3：驱动治具挤压第二表面，包括：
步骤S31：驱动治具膨胀，以挤压第二表面。
通过上述设置，随着冶具200的膨胀，冶具200的尺寸会逐渐增大，由于多个磁体呈环状，且套设于冶具200的外围，因此在冶具200膨胀的过程中，冶具200首先会与内径较小的磁体接触，并扩大该磁体的内径，随后冶具200会与内径较大的磁体接触，直至挤压多个磁体的内周面，使得多个磁体的内周面的平整度小于或者等于0.08mm，以完成对多个磁体的加工。
其中，如图128所示，图128为第一组件11的加工方法示意图之三，步骤S31：驱动治具膨胀包括：
步骤S32：加热治具，以使治具膨胀。
这样一来，冶具200的尺寸能够更加均匀的增大，以此保证冶具200加压多个磁体的过程中，多个磁体的形状不会发生改变，以保证多个磁体的正常功能。
在一些实施例中，如图128所示，磁体组件112还包括第二胶层112A，沿第一方向，第二胶层112A设于相邻两个磁体之间，且第二胶层112A为热固胶。
通过上述设置，相邻两个磁体可以通过一层热固胶进行固定，从而方便对多个磁体进行固定，以构成磁体组件112。
同时，通过热固胶的设置，在加热冶具200以使冶具200膨胀，对多个磁体进行加工的过程中，冶具200还能够对第二胶层112A进行加热，使得第二胶层112A加热固化，从而使得多个磁体能够稳固的连接在一起，保证第一组件11的结构强度。
具体地，如图129所示，图129为第一组件11的加工方法示意图之四，加热治具之前，加工方法还包括：
步骤S0：在相邻磁体之间设置第二胶层112A，第二胶层112A的材料为热固胶。
步骤S32：加热治具还包括：
步骤S33：加热治具，并使第二胶层112A固化。
这样一来，通过热固胶的设置，在利用冶具200对多个磁体进行加工的过程中，还能够对第二胶层112A进行加热，使得第二胶层112A固化，以实现对多个磁体的固定。
在一些实施例中，治具的加热温度大于或者等于100℃，且小于或者等于120℃。
并且，在一些实施例中，第二胶层112A的玻璃化温度大于120℃。
具体的，玻璃化温度(Tg)是热固胶的一个重要性能指标，指的是塑料由玻璃态向橡胶态转变的温度。在玻璃化温度以下，热固胶呈玻璃态，分子链运动受限，表现出较高的硬度和脆性。而在玻璃化温度以上，塑料逐渐转变为橡胶态，分子链运动加剧，材料变得柔软而易于变形。
在使用热固胶时，应确保其工作在玻璃化温度以下，以保证材料的性能稳定可靠。
通过上述设置，磁体组件112在采用治具加工的过程中，治具的加热温度为100℃-120℃。将第二胶层112A的玻璃化温度设置为120℃以上，可以避免第二胶层112A在整形过程中失效，从而保证第二胶层112A对相邻两个磁体的固定效果，以保证第一组件11整体结构的稳定性。
示例性的，冶具200的材料可以为陶瓷。
示例性的，冶具200的材料可以为铝合金，铝合金的热膨胀系数固定，且膨胀系数较大，如此能够方便对铝合金的膨胀程度进行控制，且能够缩短多个磁体的加工时间，提升多个磁体的加工效率。
在一些实施例中，第二胶层112A沿第一方向的厚度大于或者等于0.02mm，且小于或者等于0.03mm。
示例性的，第二胶层112A沿第一方向的厚度可以为0.02mm、0.023mm、0.026mm、0.028mm、0.03mm等。
通过上述设置，第二胶层112A沿第一方向的厚度大于或者等于0.02mm，能够避免第二胶层112A的厚度过小，从而保证第二胶层112A对相邻两个磁体的固定效果。第二胶层112A沿第一方向的厚度小于或者等于0.03mm，能够避免第二胶层112A的厚度过大，以避免第一组件11在第一方向上的尺寸过大，从而方便第一组件11的空间设置。
在另外一些实施例中，多个磁体呈环状，多个磁体的第二表面为磁体的外周面，治具呈环状。
如图130所示，图130为磁体组件112的加工方法示意图之五，步骤S1：将多个磁体套设于治具，包括：
步骤S12：将多个磁体套设于治具的内周。
步骤S2：使治具与第二表面相面对，包括：
步骤S22：以使治具与多个磁体的外周面相面对。
步骤S3：驱动治具挤压第二表面，包括：
步骤S31：驱动治具收缩，以挤压第二表面。
通过上述设置，随着冶具200的不断收缩，冶具200的尺寸会逐渐减小，由于多个磁体呈环状，且套设于冶具200的内周，因此在冶具200膨胀的过程中，冶具200的内周首先会与外径较大的磁体接触，并减小该磁体的外径，随后冶具200会与外径较小的磁体接触，直至挤压多个磁体的外周面，使得多个磁体的外周面的平整度小于或者等于0.08mm，以完成对多个磁体的加工。
需要说明的是，电机1的零部件由于材料及结构设计导致的强度、刚度不足使得电机1在运动过程中受力时，存在变形较大的零件，尤其是摩擦副中对磨的零件(即第一轴承115与芯轴121、第二轴承124与导向件114)的变形影响最大，变形大导致摩擦副的局部或整体阻力急剧增大，从而增大空载阻力。
并且，零部件加工时必然存在尺寸误差和形状误差，导致系统的同轴度不可能完全达到0的理想状态，同轴度不为0时，系统定子组件A和动子组件B的轴心线是相对偏心的，加之存在径向电磁力和轴向电磁力波动，加剧摩擦副中的轴承和轴受力变形，从而增大空载阻力。
发明人继续探索，结合第六电机和第二电机的数据，发明人考虑再次降低上轴承和芯轴的双边间隙，得到第七电机，第七电机的上轴承和芯轴的双边间隙为0.05mm。
另外，发明人想到可以对润滑脂的材料也进行改进，在润滑脂中增加聚四氟乙烯(PTFE)的材料后。
将第七电机装车测试发现，第七电机运行比较顺畅，未发现卡滞，且没有听到明显的敲击异响，是比较优选的方案。
基于第七电机的改进，发明人继续调整上轴承与芯轴的双边间隙，将其调整为0.04mm，以期进一步降低第一基础阻力值，提高轴承的寿命，并制备了第八电机；经过测试发现，第八电机的性能也比较好。
发明人继续调整上轴承与芯轴的双边间隙，制备了第五电机、第三电机和第四电机，这三个电机的数据见表格，其经过装车测试均产生了不同程度的敲击异响。但是这并不能说明上轴承与芯轴的双边间隙达到0.03-0.015mm就一定会产生异响，如果磁体组件的公差能够控制到更低，双边间隙量相应的匹配，不一定会产生异响，但是如果上轴承与芯轴的双边间隙过低能够使用的温度范围会更窄，故上轴承与芯轴的双边间隙尽量不小于0.015mm。
经过研究发现，理论上上轴承与芯轴的双边间隙越小，基础阻力值越小，且最大波动力值也应该相应减小，而第三电机和第四电机的达到上轴承与芯轴的双边间隙达到了0.015mm-0.03mm，其最大波动力值还增加了，但是这并不能上述研究的结论有问题，每个电机都是独立装配的，必然存在差异性，第三电机和第四电机的磁体组件的公差可能稍大一点，或者与铁芯的匹配上稍差一点、甚至可能是空载阻力的测量环境等多种因素的影响会存在一些误差，比如经过实测，第三电机和第四电机的磁体组件的公差达到了分别达到了0.3mm和0.4mm。
除了上述改进外，发明人还探索了一些具体的实施例，请参阅图28，图28示出了本申请实施例提供的一种轴承的结构示意图，该轴承300可以为上述描述的第一轴承115，也可以为上述描述的第二轴承124，还可以为电机1上的其他轴承，本申请对此不做具体限定。
该轴承300设有轴承孔301，轴承孔301用于穿设滑动件。其中，滑动件可以为芯轴121或者导向件114。
轴承300的形成轴承孔301的内壁面3030与滑动件之间的摩擦系数小于0.2。
可以理解地，轴承300与滑动件之间的摩擦系数可以用来表征轴承300的自润滑性即无额外添加的润滑油或润滑脂，处于干摩擦环境，本申请的轴承300的内壁面3030与滑动件之间的摩擦系数小于0.2，轴承300具备较好的自润滑性，使得滑动件能够在轴承300的内壁面3030内平顺地滑动，降低滑动件对轴承300的磨损，从而保证电机1的运行稳定性。
在的一些示例中，轴承300可以包括基体层302和第一润滑层303。其中，示例性的，基体层302可以为上述的基体41，第一润滑层303可以为上述的润滑涂层。又示例性的，基体层302和第一润滑层303共同形成上述的基体41。
第一润滑层303设于基体层302，第一润滑层303形成内壁面3030。其中，第一润滑层303的材料可以包括聚四氟乙烯(PTFE)、聚醚醚酮(PEEK)和金刚碳(DLC)中的任意一者。
可以理解地，聚四氟乙烯、聚醚醚酮和金刚碳均具有较好的自润滑性，可以利用这三种材料的自润滑性作为第一润滑层303设置在轴承300的基体层302上，从而提升轴承300的自润滑性。
本申请的电机1要求轴承耐温大于150℃，上述三种材料作为第一润滑层303均满足该要求。由于耐温性：金刚碳＞聚醚醚酮＞聚四氟乙烯；硬度及耐磨性：金刚碳＞聚醚醚酮＞聚四氟乙烯；摩擦系数：聚四氟乙烯＜金刚碳＜聚醚醚酮。因此，在具体的选型上，金刚碳的耐温性和耐磨性最好、有一定自润滑性，即使升温至150℃也不产生变形，能够保证电机1的持续稳定运行，能够广泛适用于各类电机，但成本较高。若是常温运行的电机，不需要担心易变形的问题，且对磨轴的硬度较低＜700HV)，则更看重耐磨性时可以选择聚醚醚酮作为第一润滑层303，更看重润滑性能时可以选择聚四氟乙烯作为第一润滑层303。
需要说明的是，本申请的第一润滑层303不限于上述三种材料，只要摩擦系数符合上述范围且具备一定硬度的参数范围将在下文进行说明的材料均可。
还需要说明的是，第一润滑层303与基体层302之间的连接方式可以采用热涂法、电化学法、物理气相沉积等方式，具体方法的选择取决于第一润滑层303的性能要求、基体层302的材质以及生产成本等因素。
在本申请的一些实施例中，内壁面3030与滑动件之间的摩擦系数小于0.1，以便进一步地提升轴承300的自润滑性，保证电机1的长久稳定运行。
在具体实现方式上，第一润滑层303还可以包括第一添加剂，第一添加剂可以包括二硫化钼、镍、石墨、石墨烯、铜和二硫化钨中的至少一者。
这样一来，可以利用第一添加剂对聚四氟乙烯、聚醚醚酮和金刚碳进行改性，从而进一步提升轴承300的自润滑性，降低轴承300与滑动件之间的摩擦系数。
在一些示例中，内壁面3030的硬度大于或等于50HD。示例性地，第一润滑层303可以采用聚四氟乙烯、聚醚醚酮，聚四氟乙烯、聚醚醚酮在具备良好的自润滑性的同时，也具备较强的硬度，将其作为第一润滑层303可以保证轴承300具有良好的耐磨性，延长电机1的使用寿命。
在本一些示例中，内壁面3030的硬度大于或等于700HV。
在具体实现方式上，第一润滑层303还可以包括第二添加剂，第二添加剂可以包括玻璃纤维和金属纳米颗粒中的至少一者。
这样一来，可以通过第二添加剂对聚四氟乙烯和聚醚醚酮进行改性，进一步提升第一润滑层303的硬度，使得第一润滑层303同时具备良好的耐磨性和自润滑性。
在其它可能的实现方式中，第一润滑层303也可以采用硬铬材料，硬铬的硬度范围在300HV-1500HV之间。如若追求耐磨性较高，其硬度应控制在700HV-1500HV；如若追求自润滑性较高，则需添加较多的第一添加剂进行改性硬铬，并将其硬度控制在300HV～700HV。
在一些示例中，内壁面3030的硬度小于或等于3000HV。示例性地，第一润滑层303可以采用金刚碳，其硬度参数在1000HV～3000HV范围内。
可以理解地，当金刚碳的硬度大于该范围时，则基体层302的材料硬度与金刚碳的材料硬度之间的差距过大，基体层302容易屈服导致金刚碳脆性、片层状脱落。因此，对基体层302的选材要求较高，不易选择合适的基体层302材料；当金刚碳的硬度小于该范围时，由于金刚碳的镀层工艺制作费用较高，使用金刚碳的优势减弱，此时可以采用其他较高硬度方案替代。
需要说明的是，以上对硬度的要求是在考虑第一润滑层303的材料自身硬度的基础上，其通常可改性调控的范围，具体第一润滑层303的硬度数值需要由滑动件的材料、基体层302的材料、第一润滑层303的喷涂或电镀工艺、以及更侧重于轴承300的自润滑性还是耐磨性等相关因素综合考虑。
在一些示例中，基体层302的材料可以包括钢材、铜基合金和铝基合金中的任意一者。基体层302的具体选型取决于与其进行对磨的对手件(芯轴121或者导向件114)材料，需要结合对磨双方零件的结构、硬度、拉伸强度以及屈服强度等材料参数，综合考量选择合适的基体材料。当对手件材料硬度及强度很高时，需选择钢材作为轴承基体材料。随着对手件材料硬度及强度的降低，可依次选择铜基合金和铝基合金作为轴承基体材料，以确保对磨双方材料的强度及硬度等性能的差异较小，从而避免某一方容易出现屈服失效的问题。
需要说明的是，虽然钢材的硬度及强度大于铜基合金，具有更好的抗压性，但由于钢材无自润滑性能，而铜基合金自身有一定的自润滑性，考虑到若第一润滑层303被芯轴121或者导向件114完全磨损掉之后，芯轴121或者导向件114会磨到基体层302，钢材无自润滑性会急剧增大摩擦系数，使得空载阻力增大，因此，铜基合金作为基体层302具有较高的安全性。
在一些示例中，轴承300还可以包括第二润滑层304，第二润滑层304设于基体层302背离第一润滑层303的一侧，第二润滑层304形成轴承300的外壁面3040。第二润滑层304和第一润滑层303的材料组分相同，以便保证轴承300的整体性能。
在一些示例中，第一润滑层303和第二润滑层304的厚度范围均为0＜t＜1mm。
可以理解地，当第一润滑层303和第二润滑层304的厚度较薄时，其与基体层302之间结合面具有很好的结合强度，不易脱落；当第一润滑层303和第二润滑层304的厚度较厚时，结合强度会稍微下降，但可以为抛光和机加工等加工工艺提供适当的余量，确保零件的尺寸公差以及粗糙度等要求。
图29为图28中轴承300的剖面结构示意图，图30为图29在位置E处的放大结构示意图，结合参阅图28、图29和图30，在本申请的一些实施例中，轴承300可以包括内壁面3030，内壁面3030围设出轴承孔301，轴承孔301用于容置滑动件(例如芯轴121或者导向件114)。其中，沿轴承孔301的轴向，内壁面3030可以包括中部相对于两端向轴承孔301的中心轴拱起的弧面3011。
需要说明的是，上述的“内”或“外”指的是沿轴承300的径向方向的两个壁面，内壁面3030朝向芯轴121，外壁面(即安装面3052)远离芯轴121。
本申请实施例提供的轴承300，中部相对于两端向轴承孔301的中心轴拱起的弧面3011能够与芯轴121相接触，当芯轴121相对于轴承孔301的中心轴产生倾斜时，芯轴121能够以弧面3011中部的高点为支点沿着弧面3011转动，使得芯轴121在轴承孔301内可以平顺地自动调心回正，降低了轴承300的摩擦阻力以及磨损，避免芯轴121发生倾斜时卡滞在轴承孔301内。同时，由于只需在轴承300的内壁面3030多一道加工工序即可，不需要额外添置弹簧、沟槽以及调位螺栓等调心机制，使得轴承300的结构简单、成本较低。
继续参阅图30，在本申请的一些实施例中，上述的弧面3011可以包括第一圆弧面3011a，有利于芯轴121的平顺调整。
在本申请的一些其它实施例中，弧面3011还可以包括函数曲面，函数曲面为偶函数所形成的曲面。也就是说，弧面3011可以是圆弧面，可以是函数曲面，也可以是圆弧面和函数曲面共同组成，只要形成光滑曲面，使得芯轴121能够平顺地沿着该光滑曲面转动即可。
在一些实施例中，偶函数为二次函数，且二次函数中二次项系数K的范围为：0<K<1。如此，可以避免函数所形成的弧面3011的曲率过大，从而保证芯轴121在弧面3011上转动过程的稳定性。
示例性地，弧面3011可以为二次函数y＝0.5x2所形成的函数曲面中的一部分，既可以截取该函数曲面中的对称曲面作为弧面3011，也可以只截取该函数曲面中的一半曲面，并将其与圆弧面以相切的方式连接形成弧面3011。
继续参阅图29，在本申请的一些实施例中，第一圆弧面3011a沿轴承孔301的径向上的拱起高度Cc满足：
R1 2＝(b/2)2+(R1-CC)2
其中，R1为第一圆弧面的半径，b为第一圆弧面的轴向长度。
需要说明的是，上述的“拱起高度”指的是该弧面的最高点与最低点之间的高度差。
这样一来，可以根据不同轴承300的轴向长度和圆弧面的半径确定尺寸合适的拱起高度，从而有利于芯轴121的调心回正。
需要说明的是，上述公式计算得出的拱起高度为参考值，在实际应用中，该参考值附近的数值同样适用。例如，根据公式得出拱起高度应为2cm，则1.7cm、1.8cm、1.9cm、2.1cm以及2.2cm等数值也可作为加工时的取用值。
图31为图28所示轴承的弧面结构示意图，参阅图31，在本申请的一些实施例中，弧面3011还可以包括第二圆弧面3011b，第二圆弧面3011b与第一圆弧面3011a沿轴承孔301的轴向排列，且第一圆弧面3011a的半径R1大于第二圆弧面3011b的半径R2，第一圆弧面3011a和第二圆弧面3011b在交点处相切。也就是说，本申请的弧面3011还可以由多段半径不同的弧面组成。
可以理解地，若以芯轴121的上方与机壳111滑动连接的一端为参考点，则在芯轴121距离参考点越远的地方，相对于轴承孔301的中心轴的倾斜量越大。因此，将第一圆弧面3011a的半径R1设置为大于第二圆弧面3011b的半径R2的形式，使得不同半径的弧面3011能够适配芯轴121在不同位置处的倾斜量，既可以减少芯轴121对轴承300的磨损，又能够促进芯轴121的调心回正。
如此，轴承300与芯轴121在相对移动的过程中能够更好地保持顺滑接触，使得机壳111以及与机壳111连接的轴承300、导向件114能够跟随芯轴121的位置调心回正，从而保持电机1的稳定运行。
图32为图28所示轴承的另一弧面结构示意图，参阅图32，在本申请的一些实施例中，弧面3011包括第三圆弧面3011c，沿轴承孔301的轴向，第三圆弧面3011c连接于第一圆弧面3011a远离第二圆弧面3011b的一端，且第三圆弧面3011c和第一圆弧面3011a在交点处相切，且第三圆弧面3011c的半径小于第一圆弧面3011a的半径。
这样一来，弧面3011由第一圆弧面3011a、第二圆弧面3011b和第三圆弧面3011c三段组成，由于第一圆弧面3011a的直径大于第二圆弧面3011b和第三圆弧面3011c，因此，第二圆弧面3011b和第三圆弧面3011c的曲率大于第一圆弧面的曲率。此时，轴承300的两端能够提供更大的空间用于包容芯轴121的偏心与倾斜，减小轴承300在两端的应力集中，降低了轴承300所受的应力及轴承300屈服失效的风险，轴承300的磨损程度也会随之得到改善，使得电机1的寿命得到保障。
如图33所示，图33为轴承300修行前后的受力变化效果图。图33中，修型-上是指对第一轴承115修型，修型-下是指对第二轴承124修型，修型上+下是指对第一轴承115和第二轴承124均进行修型。
无论拉伸位移怎样变化，轴承300在修形后的受力均小于修形前的受力，且轴承300上下端均修形时的受力小于只对上端或者下端修形时的受力。示例性地，在拉伸位移为50mm时，轴承300上下端均修形时的受力约为135N，只修下端时的受力约为140N，只修上端时的受力约为148N，不修形时的受力为152N。因此，上述仿真数据有效验证本申请所提供的轴承300能够降低受力，有利于电机1的持续运行。
继续参阅图30，在本申请的一些实施例中，以轴承孔301的轴向长度为第一长度，轴承孔301的轴向上的一端为第一端，则沿轴承孔301的轴向，弧面3011的拱起最高点至第一端的距离大于或等于1/3倍第一长度，且小于或等于2/3倍第一长度。
这样一来，以弧面3011的拱起最高点为支点，支点上方的弧面3011部分可以为芯轴121的上半部分提供支撑及导向，支点下方的弧面3011部分可以为芯轴121的下半部分提供支撑及导向。
在本申请的一些实施例中，沿轴承孔301的轴向，弧面3011的拱起最高点至第一端的距离大于或等于2/5倍第一长度，且小于或等于3/5倍第一长度。
这样一来，拱起最高点可以靠近轴承孔301在轴向上的中点，使得芯轴121的上半部分和下半部分都能够得到有效支撑及导向。
在本申请的一些实施例中，内壁面3030的两端设有倒角，从而避免内壁面3030的两端由于应力集中产生磨损。
继续参阅图28和图30，在本申请的一些实施例中，轴承300还可以包括安装面3052，安装面3052位于轴承300的外侧，用于连接机壳111。其中，安装面3052的至少一端朝向远离机壳111的一侧弯曲。
可以理解地，轴承300外侧的安装面3052也设置为弧面3011结构时，可以使得安装面3052相对于机壳111在一定的角度范围内转动，带动轴承300内侧的芯轴121一起转动，从而强化轴承300的调心回正功能。
在本申请的一些实施例中，安装面3052还设置有第一限位部3021，机壳111上设有与第一限位部抵接的第二限位部，第一限位部3021和第二限位部的具体结构可以是台阶形或者弧形等结构，只要两者能够相互配合，实现轴承300的轴线限位即可，此处不作限定。
图34为本申请提供的轴承与芯轴在第一状态的位置示意图，图35为本申请提供的轴承与芯轴在第二状态的位置示意图，图36为本申请提供的轴承与芯轴在第二状态的另一位置示意图。
结合参阅图34-图36，在本申请的一些实施例中，芯轴121具有第一状态和第二状态，在第一状态时，芯轴121与第二轴承35的轴线平行；在第二状态时，芯轴121与第二轴承35的轴线相交。其中，芯轴121的外周面能够沿弧面3011转动，以使芯轴121在第一状态与第二状态之间切换。
可以理解地，第一状态为芯轴121的回正状态，第二状态为芯轴121的倾斜状态，倾斜状态下芯轴121的外周面与弧面3011顺滑接触，并能够在弧面3011导向作用下进行转动，以便恢复回正状态。
在一些实施例中，芯轴121沿其纵长方向具有第一端312和第二端312；弧面3011包括沿第二方向V相对设置的第一壁面3012和第二壁面3013，第二方向V垂直于第二轴承35的轴线。第二状态包括芯轴121位于第一倾斜位置和芯轴121位于第二倾斜位置。
可以理解地，倾斜状态可以分为芯轴121向左倾斜(即第一倾斜位置)和向右倾斜(即第二倾斜位置)，当芯轴121向左倾斜时，第一端312与第一壁面3012抵接，第二端312与第二壁面3013抵接。这样一来，芯轴121的外周面可以沿弧面3011顺时针转动，以使芯轴121由第一倾斜位置转动至第一状态。
当芯轴121向右倾斜时，第一端312与第二壁面3013抵接，第二端313与第一壁面3012抵接。这样一来，芯轴121的外周面可以沿弧面3011逆时针转动，以使芯轴121由第二倾斜位置转动至第一状态。
图37为本申请一些实施例提供的轴承的整体结构示意图，图38为图37在位置B-B处的剖面结构示意图，图39为图38在位置F处的放大结构示意图，结合参阅图37、图38和图39，在本申请的一些实施例中，该轴承300可以包括外壁面3040和内壁面3030，内壁面3030可以包括沿轴承300轴向排列的直筒段3511和第一扩大段3512，由靠近直筒段3511的一端到远离直筒段3511的一端，第一扩大段3512逐渐向外壁面3040延伸。
这样一来，当设置在轴承300内侧的导向件114相对轴承300发生倾斜时，导向件114的外周面可以在第一扩大段3512的引导作用下沿着上下方向移动。由于导向件114的外周面与轴承300的第一扩大段3512之间为面接触，避免了接触面之间应力集中所导致的轴承300或者导向件114的磨损加剧。同时，导向件114可以借助第一扩大段3512的延伸面进行上下滑动，避免倾斜的导向件114卡滞在内壁面3030的上端或者下端，从而降低了导向件114受到的轴向阻力。
图40为传统轴承的应力仿真分析云图，图41为本申请一些实施例提供的轴承的应力仿真分析云图，结合参阅图40和图41可知，当导向件114在径向磁拉力的作用下发生倾斜时，传统轴承受到的最大应力为97.25MPa，而本申请的轴承300受到的最大应力为16.99MPa。
由此可知，一方面，本申请所提供的轴承300能够有效降低导向件114施加在轴承300上的应力，减缓了轴承300的磨损；另一方面，由于力的作用是相互的，轴承300施加在导向件114上的最大应力与轴承300受到的最大应力相同，而导向件114受到的轴向阻力是该应力沿轴向方向的分量。因此，应力仿真分析云图验证了本申请的轴承300能够有效降低导向件114受到的轴向阻力。
图42为本申请一些实施例的轴承与导向杆在第一状态的结构示意图，参阅图42，在第一状态时，导向件114与轴承300保持同轴，二者的接触面为轴承300中间的未修形部位，保证较大的接触面积、较小的应力及磨损。
继续参阅图42，在本申请的一些实施例中，由靠近直筒段3511的一端到远离直筒段3511的一端，第一扩大段3512沿直面延伸，并向外壁面3040倾斜。此时，第一扩大段3512的延伸面为倾斜直面，若设该倾斜直面相对于直筒段3511的夹角为，则导向件114在第一轴承33内的运动状态可分为两种情况，具体地：
图43为本申请一些实施例的轴承与导向杆在第二状态的结构示意图，结合参阅图42和图43，内壁面3030还可以包括位于直筒段3511和第一扩大段3512之间的第一过渡段3014，当导向件114相对于轴承300的倾斜角度小于时，导向件114与第一过渡段3014相接触。
若第一过渡段3014为圆角结构(即圆弧面)，则该第一过渡段3014能够平顺地对导向件114进行导向；若第一过渡段3014为倒角结构(即锥形面)，则在新电机刚开始使用时，随着电机的不断运行，摩擦阻力集中于该区域，该区域会逐渐被磨损，当电机1运动一定次数后，该区域被磨损掉一部分以适应导向件114的运动状态，并形成稳定的结构状态，后续几乎不再磨损，使得导向件114的轴向阻力得到降低。
此外，当导向件114相对于轴承300的倾斜角度小于时，导向件114与内壁面3030的接触面积较小，使得摩擦副产生的黏滑运动阻力以及发生异响的风险也能够得到有效降低。
需要说明的是，电机在装配完成之后与出厂之前会进行初始老化，初始老化的时间较短。当第一过渡段3014设置为圆角结构时，由于圆弧面能够平顺地对导向件114进行导向，两者在接触面上的应力较小，使得电机在初始老化阶段内不容易磨损，不利于电机中的导向件114与轴承300尽快达到稳定的运动状态。
为了缩短初始老化的时间，在一些实施例中，直筒段3511与第一扩大段3512直接相接形成钝角，导向件114与该钝角接触时的应力集中，使得电机在初始老化阶段时，导向件114能够尽快磨平钝角并与轴承300形成稳定的运动状态。
图44为本申请一些实施例的轴承与导向杆在第三状态的结构示意图，结合参阅图42和图44，在一些实施例中，内壁面3030还可以包括第二扩大段3513，第二扩大段3513连接于直筒段3511远离第一扩大段3512的一端。由靠近直筒段3511的一端到远离直筒段3511的一端，第二扩大段3513逐渐向外壁面3040延伸。
这样一来，当导向件114相对于轴承300的倾斜角度等于θ1时，导向件114的左下侧可以与第一扩大段3512相接触，导向件114的右上侧可以与第二扩大段3513相接触。如图43所示，当导向件114向上移动时，第一扩大段3512施加在导向件114上的力为F1，第二扩大段3513施加在导向件114上的力为F2。F1沿轴承300轴向上的分力为F11，与导向件114的运动方向相反，形成导向件114的阻力；F2沿轴承300轴向上的分力为F21，与导向件114的运动方向相同，形成导向件114的推力。F11和F21之间可以进行部分抵消，使得导向件114的轴向阻力减小。
反之，当导向件114向下移动时，F1沿轴承300轴向上的分力F11与导向件114的运动方向相同，形成导向件114的推力；F2沿轴承300轴向上的分力F21与导向件114的运动方向相反，形成导向件114的阻力。F11和F21之间还可以进行部分抵消，使得导向件114的轴向阻力减小。
因此，本申请的轴承300能够自适应电机中的导向件114的运动接触模式，有效降低了轴承300对导向件114的轴向阻力，并减缓轴承300的磨损，从而保证电机1的运行稳定性。
继续参阅图42，在本申请的一些实施例中，直筒段3511的直径与导向件114的直径之差为Δ，第一扩大段3512远离直筒段3511一端的半径与第一扩大段3512靠近直筒段3511一端的半径之差为a1，轴承300的轴向长度为h。第一扩大段3512相对于直筒段3511的第一倾斜角度θ1满足:
这样一来，可以根据轴承300和导向件114的相关尺寸为轴承300确定大小适当的第一倾斜角度，从而保证轴承300能够有效降低施加在导向件114上的轴向阻力。
类似地，在本申请的一些实施例中，第二扩大段3513远离直筒段3511一端的半径与第二扩大段3513靠近直筒段3511一端的半径之差为。第二扩大段3513相对于直筒段3511的第二倾斜角度θ2满足:
继续参阅图42，在本申请的一些实施例中，当第一倾斜角度与第二倾斜角度相同时，导向件114在向上移动过程的受力与向下移动过程的受力相同，从而有利于导向件114在轴承300内的稳定运行。
需要说明的是，a1和a2可以理解为轴承300在加工过程中的修形量，也是电机在运动过程中导向件114对轴承300端部的磨损深度，具体数值可取实验经验值，也可取导向件114的外周面与轴承300的内周面之间的同轴度，或者是导向件114中的底盘部1141与导杆部1142之间的垂直度。
还需要说明的是，上述公式计算得出的第一倾斜角度和第二倾斜角度为参考值，在实际应用过程中，位于该参考值附近的角度值同样适用。示例性地，计算得出的第一倾斜角度为20°，则18°、19°、21°以及22°等值也可作为修形时取用值。
继续参阅图38，在本申请的一些实施例中，内壁面3030还可以包括第二过渡段3015，第二过渡段3015的两端分别连接于直筒段3511和第二扩大段3513，第二过渡段3015的具体结构可以为锥形面或者圆弧面。
可以理解地，与第一过渡段3014类似，若第二过渡段3015为圆弧面，则该第二过渡段3015能够平顺地对导向件114进行导向；若第二过渡段3015为锥形面，则在新电机刚开始使用时，随着电机的不断运行，摩擦阻力集中于该区域，该区域会逐渐被磨损，当电机1运动一定次数后，该区域被磨损掉一部分以适应导向件114的运动状态，并形成稳定的结构状态，后续几乎不再磨损，使得导向件114的轴向阻力得到降低。
在本申请的一些实施例中，由靠近直筒段3511的一端到远离直筒段3511的一端，第一扩大段3512或者第二扩大段3513也可以是沿着弧面延伸，并向外壁面3040弯曲。
这样一来，第一扩大段3512或者第二扩大段3513的弧面上的最高点与导向件114平滑接触，降低导向件114的轴向阻力。
在一些实施例中，第一扩大段3512和第二扩大段3513的曲率相同。如此，导向件114在向上移动过程的受力与向下移动过程的受力对称，从而有利于导向件114在轴承300内的稳定运行。
继续参阅图41，在本申请的一些实施例中，外壁面3040与轴承300的端面之间设有倒角，以便避免轴承300与芯轴121在安装过程中，两者发生意外碰撞时由于应力集中而对轴承300造成损伤。
在本申请的一些实施例中，轴承300的外壁面3040与芯轴121的内壁面以过盈配合的方式进行装配。如此，芯轴121可以为轴承300提供稳固的支撑，使得轴承300内的导向件114能够相对轴承300稳定滑动。
上述芯轴121与轴承300进行连接的方式有多种，示例性地，可以在外壁面3040上设置限位凹槽，芯轴121上设置限位凸块，并将限位凹槽与限位凸块紧密卡接在一起。也可以在外壁面3040上设置限位凸块，芯轴121上设置限位凹槽。限位凹槽和限位凸块的具体形状可以是圆弧形、楔形或者矩形等。
在一些实施例中，请参阅图172，第一组件11和第二组件12的上述另一者包括主体件51A和耐磨件51B。主体件51A具有第二配合面51C，第二配合面51C适于配合轴承51D。耐磨件51B的至少部分设于第二配合面51C或者露出于第二配合面51C。
示例性的，芯轴包括主体件51A和设于主体件51A外周面的耐磨件51B。即主体件51A和耐磨件51B共同配置为芯轴。此时，主体件51A为芯轴121，第二配合面51C可以芯轴121的外周面。耐磨件51B的至少部分设于芯轴121的外周面或露出于芯轴121的外周面。
又示例性的，导向件包括主体件51A和设于主体件51A外周面的耐磨件51B。即主体件51A和耐磨件51B共同配置为导向件。此时，主体件51A为导向件114，第二配合面51C可以导向件114的外周面。耐磨件51B的至少部分设于导向件114的外周面或露出于导向件114的外周面。
通过在主体件51A的第二配合面51C设置耐磨件51B，可以提高第一组件11和第二组件12中的另一者的硬度，例如提高芯轴121和/或导向件114的硬度，从而提高第一组件11和第二组件12中的另一者的耐磨性，以减少第一组件11和第二组件12中的另一者与轴承之间的磨损。
需要说明的是，耐磨件的至少部分露出第二配合面51C是指由第二配合面51C可以看到并触摸到耐磨件。耐磨件的配合面可以与第二配合面51C平齐，或者低于第二配合面51C，或者高于第二配合面51C都可以。
示例性的，耐磨件的材料可以为硬硌。
示例性的，耐磨件可以为设于主体件的第二配合面上的耐磨涂层。又示例性的，耐磨件也可以为固定于主体件的第二配合面上的筒状结构件等。再示例性的，耐磨件还可以为部分嵌设于主体件，另一部分露出第二配合面的块状结构、柱状结构、筒状结构等。
在一些实施例中，第一轴承115的内壁面的内径与芯轴121的外径之差X满足：20μm≤X≤80μm。示例性的，X的值可以为20μm、25μm、30μm、35μm、40μm、45μm、50μm、55μm、60μm、70μm、80μm等等。
其中，该第一轴承115的内径与芯轴121的外径之差X是指第一轴承115的内壁面与芯轴121的双边间隙，也即指第一轴承115的内壁面处的直径与芯轴121外径的差值。
通过将第一轴承115的内壁面的内径与芯轴121的外径之差设置在上述范围内，可以避免第一轴承115与芯轴121之间的间隙过大，从而在第一组件11和第二组件12相对移动的过程中，可以减小芯轴121相对第一轴承115在芯轴121的径向上的倾斜(即偏心)程度，进而减小第一组件11和第二组件12的偏心量，以避免第一组件11和第二组件12相对移动过程中，第一轴承115与芯轴121相互撞击而产生敲击异响。
并且，通过将第一轴承115的内壁面的内径与芯轴121的外径之差设置在上述范围内，还可以减小电机1的径向电磁力和轴向摩擦力，通过也能降低基础阻力的变化率，也就是降低基础阻力的最大差值。同时，将将第一轴承115的内壁面的内径与芯轴121的外径之差设置在上述范围内还能避免第一轴承115与芯轴121之间的间隙过小，而导致电机的适用温度变窄，进而导致第一轴承115与芯轴121因热胀冷缩出现卡滞现象，特别是温度较低时，具体参考图45，图45为上轴承和芯轴的双边间隙为9μm时，空载阻力随温度的变化曲线图；在-20℃和-39℃的测试，空载阻力的变化较大，主要是因为当第一轴承和芯轴之间的间隙小时，因热胀冷缩，导致的卡滞现象，提高了空载阻力值。即使在常温下，间隙过小也会导致空载阻力值出现过小现象，会带来异响问题。
需要说明的是，图45是第九电机进行测量而得到的，仅是为了验证温度对空载阻力的影响，第九电机的基础架构和电机A、电机B及第一电机-第八电机的基础架构一致；这里的常温通常是指20℃-35℃之间。
从图45中可以看出，温度越低，第一组件11和第二组件12中的另一者与轴承之间的间隙越小，空载阻力越大。主要原因是环境温度较高时，电机1热胀，会导致第一组件11和第二组件12中的另一者与轴承之间的间隙变大，此时如果X小于20μm，对第一组件11和第二组件12相对移动的影响较小。
环境温度较低时，电机1冷缩，会导致第一组件11和第二组件12中的另一者与轴承之间的间隙变小，此时如果X小于20μm，特别是X小于10μm，则会导致第一组件11和第二组件12中的另一者与轴承之间的摩擦力增大，出现卡滞甚至卡死现象。因此，环境温度较低时，如果X小于20μm，则会导致电机1在第一位置时的第一基础阻力增大，从而导致空载阻力增大。
需要说明的是，环境温度可以为电机1附近的环境的温度，以及电机1发热下第一轴承115、第二轴承124、芯轴121和导向件114的温度。
以第一轴承115和第二轴承124的材料为CuSn12锡青铜(热膨胀系数为1.8*10-5/K)，芯轴121材料为316不锈钢(热膨胀系数为1.6*10-5/K)，导向件114的材料为GCr15钢材(热膨胀系数为1.203*10-5/K)为例，对电机1热胀时第一组件11和第二组件12中的另一者与轴承之间的间隙变大，电机1冷缩时第一组件11和第二组件12中的另一者与轴承之间的间隙变小进行说明。为了便于描述，将第一轴承115和第二轴承124统称为轴承(115,124)，芯轴121和导向件114统称为轴(121,114)。
当轴承(115,124)和轴(121,114)同步受热膨胀时，轴(121,114)的热膨胀系数小于轴承(115,124)的热膨胀系数，那么轴(121,114)的外径(变大)膨胀量小于轴承(115,124)内径(变大)膨胀量，所以间隙会变大。同理，当轴承(115,124)和轴(121,114)同步受冷收缩时，轴(121,114)的热膨胀系数小于轴承(115,124)的热膨胀系数，那么轴(121,114)的外径(变小)收缩量小于轴承(115,124)内径(变小)收缩量，所以间隙会变小。当低温到一定程度时，间隙会减小到0的程度从而导致轴(121,114)和轴承(115,124)挤压变形、卡死。
轴承(115,124)与轴(121,114)的间隙(芯轴121与第一轴承115之间的间隙，以及导向件114与第二轴承124之间的间隙)为双边间隙，测量方法为：在计算间隙量之前，会对轴承(115,124)内径面、轴(121,114)的外径面进行三坐标尺寸测量，测量时会分别测几层圆，然后获得这几层圆的直径。对轴承(115,124)内径面测得的几层圆选取其中直径最小的一个圆直径作为轴承(115,124)内径面直径，对轴(121,114)外径面测得的几层圆选取其中直径最大的一个圆直径作为轴(121,114)外径面直径，再用轴承(115,124)内径面的直径减去轴(121,114)外径面的直径得到轴承(115,124)和轴(121,114)的双边间隙量。
在一些实施例中，第二轴承124的内壁面的内径与导向件114的外径之差Y满足：20μm≤Y≤80μm。示例性的，Y的值可以为20μm、25μm、30μm、35μm、40μm、45μm、50μm、55μm、60μm、65μm、70μm、75μm、80μm等。
其中，其中，该第二轴承124的内径与导向件114的外径之差Y是指第二轴承124的内壁面与芯轴导向件114外外周面的双边间隙，也即指第二轴承124的内壁面处的直径与导向件的外径的差值。
通过将第二轴承124的内壁面的内径与导向件114的外径之差设置在上述范围内，可以避免第二轴承124与导向件114之间的间隙过大，从而在第一组件11和第二组件12相对移动的过程中，可以减小导向件114相对第二轴承124在芯轴121的径向上的倾斜程度，进而减小第一组件11和第二组件12的偏心量，以避免第一组件11和第二组件12相对移动过程中，第二轴承124与导向件114相互撞击而产生敲击异响。
并且，还可以减小电机1的径向电磁力和轴向摩擦力，以及避免第二轴承124与导向件114之间的间隙过小，而导致第二轴承124与导向件114出现卡滞现象而导致第一组件11受到的基础阻力增大，以避免空载阻力增大。具体原因可参照上述图45中分析，在此不再赘述。
请参阅图图46、图47、图48和图49，图46-图49示出了第一组件和第二组件的偏心量对偏心磁拉力的影响，可以看到第一组件和第二组件的偏心量越大偏心磁拉力越大，偏析磁拉力越大对应的基础阻力越大。
图46、图47、图48和图49均为本申请实施例提供的磁偏拉力随电机运行时间的变化曲线图。需要说明的是，图46-图49均为仿真图。
其中，图46、图47、图48和图49为偏心尺寸下，磁偏拉力随电机运行时间的变化曲线图。磁偏拉力指的是由于电机1的第一组件(如第一组件11的磁体组件)相对于第二组件(如第二组件12的铁芯)偏心而产生的不均衡磁拉力，也称为单边磁拉力或不平衡磁拉力。磁偏拉力会导致电机1产生振动和噪声，影响设备的稳定性和工作环境。磁偏拉力还会加速第一轴承115的磨损，缩短其使用寿命，甚至导致第一轴承损坏，因此，需要降低电机1的磁拉力。
从图46、图47、图48和图49中可以看出，在第一组件相对于第二组件的偏心量为0.1时，磁偏拉力位于150N-300N之间，在第一组件相对于第二组件的偏心量为0.3时，磁偏拉力位于500N-1000N之间，在第一组件相对于第二组件的偏心量为0.5时，磁偏拉力位于100N-1600N之间，在第一组件相对于第二组件的偏心量为0.7时，磁偏拉力位于1200N-2100N之间。因此，第一组件相对于第二组件的偏心量越大，其磁偏拉力越大，如此，无疑需要减小第一组件相对于第二组件的偏心量。
可以理解的是，第一轴承115的内壁面与芯轴121的双边间隙越大，电机1在运行过程中第一组件相对于第二组件的偏心量越大，因此，需要使X值较小，以减小第一组件相对于第二组件的偏心量，进而降低磁偏拉力。本申请实施例通过使X≤80μm，可以减小芯轴121相对第一轴承115在芯轴121的径向上的倾斜(即偏心)程度，进而减小第一组件11和第二组件12的偏心量，以减小电机1的径向电磁力和轴向摩擦力，减小电机的基础阻力。并且，还可以避免第一轴承115与芯轴121之间的间隙过小，而导致第一轴承115与芯轴121出现卡滞现象而导致电机1的基础阻力增大。
请参阅图131至图133，在一些实施例中，每个磁体的径向深度相同，并均为H，第一磁体1121及第三磁体1123的轴向厚度相同，并均为a，第二磁体1122及第四磁体1124的轴向厚度相同，并均为b；H、a和b满足下列关系式：
452.43+74.14*H-17.95*L-599.16*(b/a)-0.12*H*L-34.42*H*(b/a)-1.50*L*(b/a)+0.96*H2+0.27*L2+228.54*(b/a)2＜0，其中：L为磁体组的轴向总厚度，L＝2*(a+b)。
磁体组的径向深度H和磁体组的轴线总厚度L均为已知值，将磁体组的径向深度H和磁体组的轴线总厚度L代入上述公式中，即可得出b/a的取值范围，此处的b/a＝P，P为第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例范围，也即，P为第四磁体1124的轴向厚度b与第三磁体1123的轴向厚度a的比例范围。在通过上述关系式得出P值后，即可确定出二磁性单元115的轴向厚度b的具体数值，与第一磁体1121的轴向厚度a的具体数值。在根据上述关系式得出第二磁体1122的轴向厚度为b，第一磁体1121的轴向厚度为a的的情况下，第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124之间均为吸力。
第一磁体组与第二磁体组装配的过程中，第一磁体1121可能会与第二磁体1122、第三磁体1123及第四磁体1124合成的磁性组之间产生斥力，或，第一磁体1121和第二磁体1122均与第二磁体组之间产生斥力。此时，在第一磁体组与第二磁体组装配时，在磁体之间需要使用粘合剂或其他辅助工具(例如，夹具等)以使第一磁体组与第二磁体组能够稳定地连接。本申请通过对第一磁体1121的轴向厚度a和第二磁体1122的轴向厚度b的厚度比例进行调整，换言之，也是对第三磁体1123的轴向厚度a和第四磁体1124的轴向厚度b的厚度比例进行调整，以使第一磁体1121与第二磁体组之间产生吸力。在第一磁体1121与第二磁体1122、第三磁体1123及第四磁体1124合成的磁性组之间产生吸力的情况下，第二磁体1122与第二磁体组之间也为吸力。在第一磁体组与第二磁体组装配的情况下，第一磁体组与第二磁体组之间通过磁吸力紧密贴合，无需借助外界工具进行装配，从而磁体组的装配较为简单，磁性组件112的装配较为稳固。
本申请实施方式的磁性组件112中，磁体组的径向深度H和磁体组的轴线总厚度L均为已知值，根据上述关系式可得出b/a的取值范围，从而可得出a和b的具体数值。在根据该关系式得出a和b的具体数值的情况下，磁体组在装配的过程中，第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124之间均为吸力，第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124之间的连接较为稳固。磁性组件112的装配较为简单，磁性组件112的装配无需借助其他工具，磁性组件112的装配效率较高，有利于磁性组件112的大批量生产。
其中，图133为一个磁体组中的第一磁体1121、第二磁体1122、第三磁体1123及第四磁体1124在图132的基础上顺时针旋转90°之后的剖面图。在该图的基础上，第一磁体1121的充磁方向为水平向右，第二磁体1122的充磁方向为垂直向下，第三磁体1123的充磁方向为水平向左，第四磁体1124的充磁方向为垂直向上。在第一磁体1121、第二磁体1122、第三磁体1123及第四磁体1124以Halbach阵列进行排布的情况下，能够在磁体组的一侧汇聚磁力线，而削弱另一侧磁力线。本申请的磁性组件112为圆筒状结构，每个磁体组均包括内侧1158和外侧1159，在磁体组中的磁体以Halbach阵列排布的情况下，能够增强磁体组的内侧1158的磁场，并削弱磁体组的外侧1159的磁场。
并且，在Halbach阵列排布下，第一磁体1121和第二磁体1122能够保持吸紧的状态，即，第一磁体1121的S极与第二磁体1122的N极相吸，或，第一磁体1121的N极与第二磁体1122的S极相吸。第三磁体1123和第四磁体1124能够保持吸紧的状态，即，第三磁体1123的S极与第四磁体1124的N极相吸，或，第三磁体1123的N极与第四磁体1124的S极相吸。在磁性组件112组装的过程中，第一磁体1121先与第二磁体1122装配(二者通过磁吸力能够彼此吸紧)形成第一磁体组，第三磁体1123先与第四磁体1124装配(二者通过磁吸力能够彼此吸紧)形成第二磁体组。第一磁体组再与第二磁体组进行装配以形成磁体组。
请参阅图131及图132，在某些实施方式中，磁体为环形磁钢，多个磁体组形成圆筒状的磁性组件112。其中，在磁体为环形磁钢的情况下，每个磁体的径向深度H相同，从而磁体的加工较为简便。在磁性组件112作为电极的第二组件12的一部分的情况下，磁性组件112与电机1的第一组件11之间的各个位置的气隙厚度保持一致，从而磁性组件112与电机1的第一组件11之间的各个位置的磁通密度可保持一致。
在磁体为磁钢的情况下，磁钢产生的磁场较为稳定。并且磁钢具有较高的磁能密度，能够以较小的体积实现较大的磁功率。本申请的磁钢可为牌号为N48-N40的钕铁硼磁直线电机磁钢。
多个磁体在沿磁性组件112的轴向X装配的情况下，相邻的磁体之间会产生径向斥力，从而磁性组件112的结构的稳定性较差。在磁体为环形结构的情况下，相邻的两个磁体所受的径向力能够相互抵消，从而多个磁体之间的装配较为稳定，磁性组件112的结构的稳定性较好。
请参阅图132至图134，本申请实施方式的基于Halbach阵列的磁性件的设计方法包括：
S3：根据预设的数学模型、磁体的径向深度H及磁体组的轴向总厚度L获取第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例范围P≥x；
S5：根据比例范围P确定第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例阈值Pcrit＝x；及
S7：根据比例阈值Pcrit设计第一磁体1121的轴向厚度a和第二磁体1122的轴向厚度b。
具体地，请结合图1311，本申请实施方式的基于Halbach阵列的磁性组件112的设计装置70，设计装置70包括第一获取模块301、第二获取模块303及设计模块305。第一获取模块301用于根据预设的数学模型、磁体的径向深度H及磁体组的轴向总厚度L获取第二磁体1122的轴向厚度与第一磁体1121的轴向厚度的比例范围P≥x；第二获取模块303用于根据比例范围P确定第二磁体1122的轴向厚度与第一磁体1121的轴向厚度的比例阈值Pcrit＝x。设计模块305用于根据比例阈值Pcrit设计第一磁体1121的轴向厚度a和第二磁体1122的轴向厚度b。
本申请实施方式的基于Halbach阵列的磁性组件112中，第二磁体1122的厚度b和第一磁体1121的厚度a的比值大于或等于预设的比例阈值，在第二磁体1122的厚度b和第一磁体1121的厚度a的比值大于或等于比例阈值的情况下，第一磁体1121所受的磁力为吸力，比例阈值是通过预设的数学模型、磁体的径向深度H及磁体组的轴向总厚度L计算得到的。
由于第一磁体1121及第三磁体1123的轴向厚度相同，则第一磁体1121的厚度为a，第三磁体1123的厚度也为a。第二磁体1122及第四磁性组件112的轴向X厚度相同，则第二磁体1122的厚度为b，第四磁体1124的厚度也为b。磁体组的轴向总厚度L为第一磁体1121的轴向厚度a、第二磁体1122的轴向厚度b、第三磁体1123的轴向厚度a和第四磁体1124的轴向厚度b的总和，即，L＝2*(a+b)。
请参阅图132至图134，在某些实施方式中，本申请的磁体组的轴向总厚度L的取值范围为[12mm，24mm]，径向深度H的取值范围为[4mm，10mm]。本申请的磁性组件112应用于车辆10000的电机1中，此处的磁体组的轴向总厚度L的取值范围和径向深度H的取值范围根据本申请常用的电机1的尺寸而定，磁体组的具体尺寸在此不做限定，可根据具体情况调整。例如，磁体组的轴向总厚度L可为17.6mm，对应的径向深度H的取值可为6.8mm。磁体组的轴向总厚度L也可为20.5mm，对应的径向深度H的取值可为8.6mm等等。第一获取模块301根据确定好的磁体组的轴向总厚度L和磁体的径向深度H，并将该确定的值代入预设的数学模型中，即可计算得出第一磁体1121的轴向厚度a与第二磁体1122的轴向厚度b的比例范围P。
在比例范围P≥x的情况下，在第一磁体组与第二磁体组装配时，第一磁体1121与第二磁体1122、第三磁体1123及第四磁体1124合成的磁性组之间为吸力，第二磁场单元与第二磁体组之间也为吸力，从而第一磁体组与第二磁体组能够通过磁吸力紧密的贴合，磁体组的装配较为简单，磁性组件112的装配效率较高，有利于磁性组件112的大批量生产。
第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a之间的比例值P1为：第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比值，即，P1＝b/a。换言之，比例值P1也为第四磁体1124的轴向厚度b与第三磁体1123的轴向厚度a的比值。
在根据预设的数学模型、磁体的径向深度H及磁体组的轴向总厚度L计算得出比例范围P≥x的情况下，比例值P1的取值可为多个，例如，P1＝x1，P1＝x2，P1＝x3，或P1＝xn等。其中，x1，x2，x3和xn均大于或等于x。此时，第一磁体1121与第二磁体组之间为吸力，第二磁体1122与第二磁体组之间也为吸力，从而第一磁体组与第二磁体组能够通过磁吸力紧密的贴合。在比例值P1的取值不同的情况下，第一磁体1121的轴向厚度a的取值不同，第二磁体1122的轴向厚度b的取值也不同，但磁体组的轴向总厚度L的值不变。
请参阅图132至图134，第二获取模块303根据比例范围P≥x确定出比例阈值Pcrit。比例阈值Pcrit为第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例值P1的临界值。在第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例值P1小于比例阈值Pcrit的情况下，第一磁场组与第二磁体组在装配的过程中，第一磁体1121可能会与第二单元115、第三磁体1123及第四磁体1124合成的磁性组之间产生斥力，第二磁体1122也可能会与第二磁体组之间产生斥力。在第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例值P1大于或等于比例阈值Pcrit的情况下，第一磁场组与第二磁体组在装配的过程中，第一磁体1121和第二磁体1122均与第二磁体组之间产生吸力。此时，第一磁体组与第二磁体组之间能够通过磁吸力紧密贴合，磁体组的装配较为简单，磁性组件112的装配的效率较高。
较佳地，第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例值P1取比例阈值Pcrit的情况下，即，P1＝x，磁体组中的第一磁体组和第二磁体组的装配较为稳固，且无需使用其他辅助工具，磁性组件112的装配效率较高。在比例值P1大于比例阈值Pcrit的情况下，即，P1＝xn(xn>x)，磁体组中的第一磁体组和第二磁体组的装配也较为稳固，但此时第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124之间的磁吸力过强，单个磁体在拆卸的过程中较为困难。
在第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例值P1取比例阈值Pcrit的情况下，即，P1＝Pcrit＝x＝b/a。由于磁体组的轴向总厚度L为已知值，从而设计模块305可确定出最佳的第一磁体1121的轴向厚度a1和最佳的第二磁体1122的轴向厚度b1。在第一磁体1121轴向厚度的取值为a1，第二磁体1122轴向厚度的取值为b1，第三磁体1123轴向厚度的取值为a1，第四磁体1124轴向厚度的取值为b1的情况下，每个磁体组中的第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124之间均能够通过磁吸力紧密贴合，磁体组的装配较为简单，磁性组件112的装配的效率较高，且磁体的拆卸也较为简单。
本申请实施方式的基于Halbach阵列的磁性组件112的设计方法及装置中，根据预设的数学模型、磁体的径向深度H及磁体组的轴向总厚度L获取第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例范围P≥x，并根据比例阈值Pcrit设计第一磁体1121的轴向厚度a和第二磁体1122的轴向厚度b。在根据比例阈值Pcrit设计第一磁体1121的轴向厚度a和第二磁体1122的轴向厚度b的情况下，第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124之间均为吸力，第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124之间的连接较为稳固。磁性组件112的装配较为简单，磁性组件112的装配无需借助其他工具，磁性组件112的装配效率较高，有利于磁性组件112的大批量生产。
请参阅图132、图133及图135，在某些实施方式中，设计方法还包括：S1：获取所述数学模型。
其中，通过数学模型可计算得到第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的最佳的比例值P1，从而可使第一磁体1121与第二磁体组之间产生吸力，磁体组的装配较为简便且装配效率较高。
本申请的数学模型如下：
其中，F为第一磁体1121的受力。在第一磁体1121受到第二磁体组的吸力的情况下，F<0。在磁体组的轴向总厚度L和磁体的径向深度H为确定值的情况下，在F<0的基础上，可得出第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例范围P。在比例范围P≥x的情况下，第一磁体1121与第二磁体组之间为吸力，从而第一磁体组与第二磁体组能够通过磁吸力紧密的贴合，磁体组的装配较为简单且装配效率较高。
请参阅图132、图133及图136，在某些实施方式中，S1：获取数学模型，包括：
S11：根据磁体的径向深度H的预设取值范围[Hx，Hy]，选取至少两个磁体的径向深度H；
S13：根据磁体组的轴向总长度预设取值范围[Lx，Ly]，选取至少两个磁性组件112的轴向X总长度L；
S15：将一个磁体的径向深度H、一个磁体组的轴向总厚度L及一个预设比例P2作为一组仿真数据，并利用仿真软件仿真出第一磁体1121的受力F；及
S17：利用分析软件对每组仿真数据及对应的受力F进行处理以建立数学模型，数学模型与磁体的径向深度H、磁体组的轴向总厚度L以及第一磁体1121的轴向厚度与第二磁体1122的轴向厚度的比例值相关。
具体地，磁体的径向深度H的预设取值范围为本申请实施方式的磁性组件112的常用的径向深度H的取值。磁体组的轴向总厚度L的预设取值范围为本申请实施方式的磁性组件112的磁体组的常用的轴向总厚度L的取值。预设比例P2为本申请实施方式的第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a常用的比例值。示例性的，磁体的径向深度H的预设取值范围可为[4mm，10mm]，磁体组的轴向总厚度L的预设取值范围可为[12mm，24mm]。
请参阅图132、图133及图136，仿真数据的数量至少大于50组，此时，仿真数据的准确性较高，例如，仿真数据的数量可以但不限于为50组、80组、120组或更多组。在仿真数据的数量为两组的情况下，需选取两个磁体的径向深度H1和H2，选取两个磁性组件112的轴向X总长度L1和L2，并选取两个预设比例P21和P22。磁体的径向深度H1，磁性组件112的轴向X总长度L1和预设比例P21为第一组仿真数据，磁体的径向深度H2，磁性组件112的轴向X总长度L2和预设比例P22为第二组仿真数据。
例如，磁体的径向深度H1的取值为4mm，磁性组件112的轴向X总长度L1的取值为12mm，预设比例P21的取值为0.8，可根据仿真数据[H1＝4mm，L1＝12mm，P21＝0.8]仿真出第一个第一磁体1121的受力F1。磁体的径向深度H2的取值为7mm，磁性组件112的轴向X总长度L2的取值为15mm，预设比例P22的取值为1.2，可根据仿真数据[H2＝7mm，L2＝15mm，P22＝1.2]仿真出第二个第一磁体1121的受力F2。以此类推，在仿真数据为n组的情况下，可得出n个第一磁体1121的受力F的取值。
分析软件可分析磁性组件112的轴向X总长度L，磁体的径向深度H，预设比例P和对应的第一磁体1121的受力F的规律，从而建立数学模型。在仿真数据的数量较多的情况下，得到的第一磁体1121的受力F的值越多，从而分析软件分析出的磁性组件112的轴向X总长度L，磁体的径向深度H，预设比例P和对应的第一磁体1121的受力F之间的规律越准确，建立的数学模型也越准确。
仿真软件包括但不限于为Maxwell和Jmag等。本申请的响应面分析软件包括但不限于为Matlab、SAS和Design-Expert等。
请参阅图132、图133及图137，在某些实施方式中，S17：利用分析软件对每组仿真数据及对应的受力F进行处理以建立数学模型，包括：
S171：通过分析软件获取仿真数据与第一磁体1121的受力F之间的规律；
S173：根据规律建立数学模型；及
S175：在已知磁体的径向深度H、磁体组的轴向总厚度L的情况下，找出受力F小于零时的比例值P。
其中，在F<0的情况下，第一磁体1121与第二磁体组之间的磁力为吸力。在F>0的情况下，第一磁体1121与第二磁体组之间的磁力为斥力。通过仿真数据(轴向总厚度L，磁体的径向深度H，预设比例P)与F之间的规律得出数学模型。在磁体组取F<0时可得出预设比例P值，此时，第一磁体1121与第二磁体组之间产生吸力。
分析软件通过分析大量的磁体组的轴向总厚度L，磁体的径向深度H，预设比例P和对应的第一磁体1121的受力F的规律，从而可建立数学模型。通过该数学模型，能够计算出第一磁体1121与第二磁体组之间产生吸力时，第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的最佳比例值P1。
请参阅图138至图1310，图138为分析软件分析出的磁体组的轴向总厚度L，磁体的径向深度H和对应的第一磁体1121的受力F的规律。图139为分析软件分析出的预设比例P，磁体的径向深度H和对应的第一磁体1121的受力F的规律。图1310为分析软件分析出的预设比例P，磁体组的轴向总厚度L和对应的第一磁体1121的受力F的规律
请参阅图1312，本申请实施方式的计算机可读存储介质用于存储计算机指令，计算机指令被处理器执行时，实现上述实施方式的基于Halbach阵列的磁性件的设计方法。例如，计算机指令被处理器执行的情况下，实现以下设计方法：
S3：根据预设的数学模型、磁体的径向深度H及磁体组的轴向总厚度L获取第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例范围P≥x；
S5：根据比例范围P确定第二磁体1122的轴向厚度b与第一磁体1121的轴向厚度a的比例阈值Pcrit＝x；及
S7：根据比例阈值Pcrit设计第一磁体1121的轴向厚度a和第二磁体1122的轴向厚度b。
再例如，计算机指令被处理器执行的情况下，还能实现S1、S11、S13、S15、S17、S171、S173及S175中的设计方法。
请参阅图1312，本申请实施方式的电子设备包括存储器和处理器以及存储在存储器上并在处理器上运行的计算机指令，计算机指令被处理器运行时，完成上述实施方式的基于Halbach阵列的磁性件的设计方法。
请参阅图131至图133，本申请实施方式的基于Halbach阵列的磁性组件112采用上述实施方式的设计方法进行生产制造得到的。
在一些实施例中，铁芯123包括多个铁芯子段1236和至少一个连接齿1237，相邻两个铁芯子段1236之间连接有连接齿1237，且连接齿1237的轴向尺寸大于中部齿1232B的轴向尺寸。
也就是说，相邻的两个铁芯子段1236可通过两者之间的连接齿1237进行间隔，使相邻的两个铁芯子段1236之间具有一定距离，利于铁芯子段1236进行散热，进而利于提高电机1的整体效率和稳定性，同时，也可通过连接齿1237将相邻的两个铁芯子段1236相连，实现铁芯子段1236之间的连接，且将连接齿1237的轴向尺寸构造为大于中部齿1232B的轴向尺寸，即可将连接齿1237的轴向尺寸相对于中部齿1232B的轴向尺寸进行增大，可增强磁通引导，且可提高转矩密度，即可降低电机1因齿槽效应导致的空载电磁力波动和机械振荡，进而可提升电机1的性能。
由此，通过在铁芯123内部设置至少两个铁芯子段1236，且将至少两个铁芯子段1236沿轴向依次设置，可提高电机1的效率，并降低能量损耗，同时，在相邻的两个铁芯子段1236之间设置连接齿1237，以利用连接齿1237对相邻的两个铁芯子段1236进行间隔，也可通过连接齿1237将相邻的两个铁芯子段1236相连，可降低装配制造时的同轴度风险，且将连接齿1237的轴向尺寸构造为大于中部齿1232B的轴向尺寸，以降低电机1因齿槽效应导致的空载电磁力波动和机械振荡，进而可提升电机1的性能。
在一些实施例中，端部齿1232A的轴向尺寸小于中部齿11的轴向尺寸。如此能够降低铁芯损耗，且可减小转矩波动，对磁通分布进行优化，进而可降低电机1因齿槽效应导致的空载电磁力波动和机械振荡，进而可提升电机1的性能。
以及，需要说明的是，将连接齿1237的轴向尺寸相对于中部齿1232B的轴向尺寸进行增大，将端部齿1232A的轴向尺寸相对于中部齿1232B的轴向尺寸进行减小，即相对于所有齿部1232的轴向尺寸相同的铁芯123的设计，可不改变铁芯123的整体轴向尺寸，利于增大铁芯123的适配性和通用性，且不会改变齿槽齿槽与绕组结构122和绝缘骨架之间的匹配关系。
在一些实施例中，位于铁芯123两端的两个端部齿1232A的轴向尺寸分别为L1和L2。
也就是说，将至少两个铁芯子段1236沿轴向依次首尾相连，使位于铁芯123一端的铁芯子段1236的端部齿1232A的轴向尺寸为L1，使位于铁芯123另一端的铁芯子段1236的端部齿1232A的轴向尺寸为L2，可使L1与L2相等，或使L1与L2不相等，L1与L2的尺寸关系可根据实际情况进行设置。
其中，连接齿1237与中部齿1232B的轴向尺寸的差值为b，且满足：b＜min(L1/2，L2/2)。
具体地，连接齿1237的轴向尺寸大于中部齿1232B的轴向尺寸，使连接齿1237与中部齿1232B的轴向尺寸的差值为b，使b满足min(L1/2，L2/2)，即可使连接齿1237相对于中部齿1232B增大的轴向尺寸小于L1/2和L2/2中的最小值，以避免连接齿1237与中部齿1232B的轴向尺寸之间的差值过大，即使得连接齿1237的轴向尺寸较大，导致电子铁芯的损耗增大或增大齿槽效应对电机1的影响，由此可降低电机11因齿槽效应导致的空载电磁力波动和机械振荡，进而可提升电机1的性能。
在一些实施例中，至少一个端部齿1232A的轴向尺寸为L，端部齿1232A与中部齿1232B的轴向尺寸的差值为e，且满足：e小于L/4。
具体地，将至少两个铁芯子段1236沿轴向依次首尾相连以形成铁芯123，铁芯123包括有两个端部齿1232A，可使其中一个端部齿1232A的轴向尺寸为L，或使两个端部齿1232A的轴向尺寸均为L，将端部齿1232A的轴向尺寸构造为小于中部齿1232B的轴向尺寸，使端部齿1232A与中部齿1232B的轴向尺寸的差值为e，e为因连接齿1237的轴向尺寸增加而导致端部齿1232A的轴向尺寸的减小量，由此可通过减小端部齿1232A的轴向尺寸，使铁芯123的整体长度不变，且使e小于L/4，即使端部齿1232A相对于中部齿1232B减小的轴向尺寸小于自身轴向尺寸的1/4，以避免端部齿1232A与中部齿1232B的轴向尺寸之间的差值过大，即使得端部齿1232A的轴向尺寸过小，导致端部齿1232A的加工难度增大且散热困难，由此可降低电机1因齿槽效应导致的空载电磁力波动和机械振荡，进而可提升电机1的性能。
在一些实施例中，连接齿1237与相邻的中部齿1232B之间的齿槽为连接齿槽1238，连接齿槽1238的轴向尺寸大于或等于其他齿槽的轴向宽度。
也就是说，可使连接齿槽1238的轴向尺寸大于其他齿槽的轴向尺寸，或使连接齿槽1238的轴向尺寸等于其他齿槽的轴向尺寸。
具体地，如图143-图144所示，将连接齿1237的轴向尺寸相对于中部齿1232B的轴向尺寸进行增大，将端部齿1232A的轴向尺寸相对于中部齿1232B的轴向尺寸进行减小，且通过将连接齿槽1238的轴向尺寸构造为大于或等于其他齿槽的轴向尺寸，即可进一步通过改变连接齿槽1238的轴向尺寸对铁芯123的整体轴向尺寸进行修正，使铁芯123的整体轴向尺寸保持不变，进而可增大铁芯123的适配性和通用性。
在一些实施例中，铁芯子段1236为一体式。
具体地，铁芯123中包括有至少两个铁芯子段1236，即将铁芯123构造为分段式，便于对铁芯123进行维护和更换，即当某一段铁芯子段1236出现故障时，可仅对该段铁芯子段1236进行更换，利于提升铁芯123的使用寿命，且将铁芯子段1236构造为一体式，可简化安装工序，降低装配难度，且可增大铁芯子段1236的结构强度，使铁芯子段1236不易变形失效，利于提升铁芯子段1236的使用寿命。
在一些实施例中，铁芯子段1236为分体式，且包括多个沿轴向依次叠加的分体块1239。
具体地，可将铁芯子段1236构造为分体式，且可使铁芯子段1236包括多个分体块1239，可便于对分体块1239进行维护与更换，当多个分体块1239中的一个分体块1239在长时间的使用过程中因损耗而无法继续使用时，可仅对该分体块1239进行更换，利于提升铁芯子段1236的使用寿命，以及，将多个分体块1239沿轴向依次排列，可增加分体块1239的设置数量，可提升散热性能，以及降低噪音和振动，使电机1运行更加平稳。
在一些实施例中，铁芯123沿轴向的总长度为a，且磁体组件112的极距为c，且满足：a＝c(k+5)，其中，k为常数。其中，可取k为1、2或3等，以减小电机1因齿槽效应导致的电磁力波动，利于提升电机1的效率。
在另一些实施例中，磁体组件112包括多个磁体1125A，多个磁体1125A中至少一个磁体1125A设有容胶槽1131，容胶槽1131由磁体1125A的背对绕组结构122的表面向磁体1125A的朝向绕组结构122的表面凹陷，且容胶槽1131沿第一方向贯穿磁体1125A的至少一端端面。磁体1125A设置有容胶槽1131，可以将胶材设置在容胶槽1131中，胶材在不影响磁体1125A位置的前提下将多个磁体1125A紧密连接在预定位置，保证相邻的磁体1125A之间相对位置精确，进而优化直线电机1的推力波动。
电机1的磁体组件112中包括多个磁体1125A，多个磁体1125A可以沿着第一方向排布。多个磁体1125A中的至少一个设置有容胶槽1131，容胶槽1131内部可以用于填充胶材，胶材具有黏性可以实现相邻磁体1125A之间的定位连接，保证不同的磁体1125A之间的位置精度较高。这样，胶材可以在不影响磁体1125A位置的前提下将多个磁体1125A紧密连接在预定位置，避免了胶材涂布在相邻磁体1125A的缝隙中导致的磁体1125A在第一方向堆叠高度不断增高，或者磁体1125A本身在生产过程中存在公差，使得磁体1125A实际所处的位置与设计位置偏差大，进而影响电机1的驱动精度并增大了电机1的推力波动。在本申请实施方式中，胶材填充在容胶槽1131内部，胶材可以实现相邻磁体1125A的定位连接，不会溢出至磁体1125A之间的缝隙中，保证相邻的磁体1125A之间相对位置精确，进而优化直线电机1的推力波动。
具体的，磁体1125A中的至少一个在背对绕组结构122的形成容胶槽1131，容胶槽1131可以由磁体1125A的背对绕组结构122的表面向磁体1125A的朝向绕组结构122的表面凹陷形成，同时容胶槽1131沿第一方向贯穿磁体1125A的至少一端端面。也就是说，胶材填充在容胶槽1131内时，可以通过该贯穿的至少一端端面实现与相邻磁体1125A的连接，保证多个磁体1125A之间的相对位置。
在本申请实施方式中，不限定多个磁体1125A中容胶槽1131的分布位置，以满足不同的需求。
请结合图146，在一个实施例中，可以为每一个磁体1125A均设置有一个容胶槽1131，每个磁体1125A通过该容胶槽1131中的胶材实现与前一个磁体1125A的连接，进而实现所有磁体组件112的定位连接。
请结合图147，在另一个实施例中，可以为每一个磁体1125A均设置有两个容胶槽1131，每个磁体1125A通过容胶槽1131与相邻的磁体1125A的容胶槽1131对应设置，使得相邻磁体1125A的容胶槽1131中的胶材可以相互黏连在一起，进而实现所有磁体组件112的定位连接。
请结合图145，在又一个实施例中，可以为容胶槽1131间隔设置在磁体1125A上，也即是说，一个磁体1125A上有两个容胶槽1131，与之相邻的两个磁体1125A没有设置容胶槽1131，此时，设有容胶槽1131的磁体1125A可以分别通过两个容胶槽1131中的胶材实现与相邻的两个磁体1125A的连接，进而实现所有磁体组件112的定位连接。
在本申请实施方式中，考虑到了电机1实际运行过程中的冲击工况，设置的异形磁体1125A设置容胶槽1131粘胶的方式，可以很好的保证磁体1125A间以及磁体1125A与机壳30间的固定状态，能用于防止电机1磁体1125A脱落，保证磁体1125A定位精确。本申请实施方式的磁体1125A容胶槽1131面于机壳30方向而不是定子方向，不会改变电机1气隙，不会导致电磁推力发生大范围的变动。
表3
请结合表3以及图148至图153，表3为多个磁体1125A在第一方向的总高度在理想状态和其他状态下对动力波动的影响表格。图148为多个磁体1125A均处于设计位置的理想波形。图149为多个磁体1125A堆叠在一起后沿第一方向高度相对于设计高度长出0.1mm后的波形。图150为多个磁体1125A堆叠在一起后沿第一方向高度相对于设计高度短0.1mm后的波形。图151为多个磁体1125A堆叠在一起后沿第一方向高度相对于设计高度长出0.2mm后的波形。图152为多个磁体1125A堆叠在一起后沿第一方向高度相对于设计高度短0.2mm后的波形。图153为推力波动随多个磁体1125A堆叠在一起后沿第一方向高度公差变化图。
由表3以及图148至图153可知，多个磁体1125A堆叠在一起后总高度对电机1的推力波动影响巨大，总高长或段都会导致6阶波动变小，而2阶波动变大。因此，为了控制电机1的推力波动，本申请实施方式的磁体1125A中设计有容胶槽1131用于容胶，同时磁体1125A与机壳30之间的间隙也可以用于容胶。由此在各磁体1125A直接接触的位置可以无需使用胶粘工艺，而仅在容胶槽1131之间使用胶粘。这样既可以保证电机1在冲击工况下不会发生磁体1125A脱落的情况，保证磁体1125A相对位置稳定，又可以通过选配的方式将每一对极磁体1125A的高度以及动子磁体1125A的总高度控制在规定范围内，达到了控制推力波动的目的。
请参阅图145、图154和图155，在一些实施例中，容胶槽1131在垂直于第一方向的长度L2与磁体1125A在垂直于第一方向的长度L1的比值满足：
0.35<L2/L1<0.6；
容胶槽1131在第一方向的高度B2与磁体1125A在第一方向的单边高度B1的比值满足：
0<B2/B1<0.15。
如此，通过限制容胶槽1131的尺寸，优化容胶槽1131与磁体1125A的尺寸比可以在保证不影响电机1最大推力的前提下达到推力波动的优化。
示例性地，容胶槽1131在垂直于第一方向的长度L2与磁体1125A在垂直于第一方向的长度L1的比值L2/L1可以为0.4、0.45、0.5、0.55等；容胶槽1131在第一方向的高度B2与磁体1125A在第一方向的高度B1的比值B2/B1可以为0.025、0.05、0.075、0.1、0.125等。
进一步地，在一些实施例中，容胶槽1131在垂直于第一方向的长度L2与磁体1125A在垂直于第一方向的长度L1的比值满足：
0.4<L2/L1<0.55；
容胶槽1131在第一方向的高度B2与磁体1125A在第一方向的单边高度B1的比值满足：
0<B2/B1<0.1。
具体的，请结合图154和图155，图154为容胶槽1131尺寸与磁体1125A尺寸比例对推力波动的影响图；图155为容胶槽1131尺寸与磁体1125A尺寸比例对最大推力的影响图。由图154可知，推力波动越小越好，也即是取图154中蓝色或绿色部分；由图155可知，推力波动越大越好，也即是取图155中红色部分。这样，通过图154和图155可以对容胶槽1131与磁体1125A的具体尺寸进行限定。
示例性地，限定容胶槽1131在垂直于第一方向的尺寸与磁体1125A尺寸比例为0.4<L2/L1<0.55，并且限定容胶槽1131在第一方向的尺寸与磁体1125A尺寸比例为0<B2/B1<0.1时，电机1的推力波动较好，优于相关技术中的推力波动63.2N。同时，电机1的最大推力也不会下降太多。
本申请实施方式中，考虑量产中的实际装配问题，从降低推力波动的角度出发，设计了合理的容胶槽1131与磁体1125A尺寸比例空间以便于安装磁体1125A过程中的粘胶工艺，防止磁体1125A间粘胶导致的尺寸控制不良从而导致推力波动增大。另外，本申请实施方式从电磁方案的角度出发优化磁体1125A，从理论上降低推力波动的同时让最大推力不至于下降太多。
请参阅图145、图154和图155，在一些实施例中，容胶槽1131在第二方向的长度L2与磁体1125A在第二方向的长度L1的比值满足：
0<L2/L1<0.6；
容胶槽1131在第一方向的高度B2与磁体1125A在第一方向的单边高度B1的比值满足：
0.05<B2/B1<0.2。
如此，通过限制容胶槽1131的尺寸，优化容胶槽1131与磁体1125A的尺寸比可以在保证不影响电机1最大推力的前提下达到推力波动的优化。
示例性地，容胶槽1131在垂直于第一方向的长度L2与磁体1125A在垂直于第一方向的长度L1的比值L2/L1可以为0.1、0.15、0.2、0.25、0.3、0.35、0.4、0.45、0.5、0.55等；容胶槽1131在第一方向的高度B2与磁体1125A在第一方向的高度B1的比值B2/B1可以为0.075、0.1、0.125、0.15、0.175等。
进一步地，在一些实施例中，容胶槽1131在第二方向的长度L2与磁体1125A在第二方向的长度L1的比值满足：
0<L2/L1<0.55；
容胶槽1131在第一方向的高度B2与磁体1125A在第一方向的单边高度B1的比值满足：
0.1<B2/B1<0.15。
具体的，请结合图154和图155，图154为容胶槽1131尺寸与磁体1125A尺寸比例对推力波动的影响图；图155为容胶槽1131尺寸与磁体1125A尺寸比例对最大推力的影响图。由图154可知，推力波动越小越好，也即是取图154中蓝色或绿色部分；由图155可知，推力波动越大越好，也即是取图155中红色部分。这样，通过图154和图155可以对容胶槽1131与磁体1125A的具体尺寸进行限定。
示例性地，限定容胶槽1131在垂直于第一方向的尺寸与磁体1125A尺寸比例为0.4<L2/L1<0.55，并且限定容胶槽1131在第一方向的尺寸与磁体1125A尺寸比例为0<B2/B1<0.1时，电机1的推力波动较好，优于相关技术中的推力波动63.2N。同时，电机1的最大推力也不会下降太多。
请参阅图145，在一些实施例中，容胶槽1131沿第一方向的剖面呈矩形状或三角形或梯形。
请参阅图156，在一些实施例中，容胶槽1131呈环状，且容胶槽1131环绕磁体1125A的外围设置。
可以理解的是，磁体组件112可以呈圆柱形或者呈圆环柱形，具体在此不做限定，以满足不同的需求。例如，在磁体组件112呈圆柱形时，绕组结构122呈圆环柱形，绕组结构122套设在磁体组件112的外周。再如，在绕组结构122呈圆柱形时，磁体组件112呈圆环柱形，磁体组件112套设在绕组结构122的外周。
在本申请实施方式中，以磁体组件112呈圆环柱形为例，磁体1125A本身呈圆环形状，因此，容胶槽1131呈圆环形状。并且容胶槽1131在沿着第一方向剖面可以呈矩形状、三角形和梯形中的任意一种，当然，容胶槽1131在沿着第一方向剖面还可以呈其他异形，具体在此不做限定。
请参阅图156，在一些实施例中，容胶槽1131包括沿磁体1125A的周向设置的多个容胶槽段1130。
如此，在磁体1125A的周向可以分布有多个间隔设置的容胶槽段1130，既保证了胶材的用量稳定可以辅助连接定位相邻的磁体1125A，同时又减小了对磁体1125A磁性的影响。
在一些实施例中，多个磁体1125A包括沿上述的第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124，第二磁体1122和第四磁体1124设有容胶槽1131。
在一些实施例中，第二磁体1122设有第一容胶槽1126A和第二容胶槽1127A，第一容胶槽1126A和第二容胶槽1127A沿第一方向间隔设置，第一容胶槽1126A和第二容胶槽1127A均由第二磁体1122的背对绕组结构122的表面向第二磁体1122的朝向绕组结构122的表面凹陷；第一容胶槽1126A向远离第二容胶槽1127A延伸并贯穿第二磁体1122的一端端面；第二容胶槽1127A向远离第一容胶槽1126A延伸并贯穿第二磁体1122的另一端端面。
在一些实施例中，第四磁体1124设有第三容胶槽1128A和第四容胶槽1129B，第三容胶槽1128A和第四容胶槽1129B沿第一方向间隔设置，第三容胶槽1128A和第四容胶槽1129B均由第四磁体1124的背对绕组结构122的表面向第四磁体1124的朝向绕组结构122的表面凹陷；第三容胶槽1128A向远离第四容胶槽1129B延伸并贯穿第四磁体1124的一端端面；第四容胶槽1129B向远离第三容胶槽1128A延伸并贯穿第四磁体1124的另一端端面。
在一些实施例中，第二磁体1122、第一磁体1121、第四磁体1124和第三磁体1123依次接触。
在一些实施例中，第二磁体1122、第一磁体1121、第四磁体1124和第三磁体1123构成一对磁极，磁体组件112包括沿第一方向层叠设置的多对磁极。
具体地，在本申请实施方式中，磁体组件112可以为海尔贝克永磁阵列，也即是说，第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124依次排布，其中，第二磁体1122和第四磁体1124的充磁方向平行于第一方向，第一磁体1121和第三磁体1123的充磁方向垂直于第一方向。并且，第二磁体1122和第四磁体1124的充磁方向相反，第一磁体1121和第三磁体1123的充磁方向相反。四个磁体1125A依次排布进而构成一对磁极，磁体组件112可以包括多个沿第一方向排布的磁极。一对磁极中的四个磁体1125A充磁方向旋转360°。
进一步地，第二磁体1122设有第一容胶槽1126A和第二容胶槽1127A，第四磁体1124设有第三容胶槽1128A和第四容胶槽1129B，并且，第一容胶槽1126A向远离第二容胶槽1127A延伸并贯穿第二磁体1122的一端端面；第二容胶槽1127A向远离第一容胶槽1126A延伸并贯穿第二磁体1122的另一端端面；第三容胶槽1128A向远离第四容胶槽1129B延伸并贯穿第四磁体1124的一端端面；第四容胶槽1129B向远离第三容胶槽1128A延伸并贯穿第四磁体1124的另一端端面。这样，仅需要再第二磁体1122和第四磁体1124上设置容胶槽1131就可以实现第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124依次连接。
更进一步地，第二磁体1122可以通过第一容胶槽1126A实现与相邻第一磁体1121的连接，第二磁体1122可以通过第二容胶槽1127A实现与相邻第三磁体1123的连接，第四磁体1124可以通过第三容胶槽1128A实现与相邻第三磁体1123的连接，第四磁体1124可以通过第四容胶槽1129B实现与下一个磁极中的第二磁体1122连接。
另外，在构成海尔贝克永磁阵列的四个磁体1125A中，充磁方向平行于第一方向的第二磁体1122和第四磁体1124重要性较弱，因此对第二磁体1122和第四磁体1124进行结构改进，同时保留了第一磁体1121和第三磁体1123的结构不变，尽可能的保留了重要磁体1125A的完整性。这样，可以在保证对电机1原有推力影响不大的基础上，提高了本申请实施方式电机1的磁体1125A的位置精确，进而降低推力波动的影响。
在一些实施例中，第一组件和第二组件的另一者还包括机壳30，磁体组件112设于机壳30内，且机壳30与磁体组件112的至少容胶槽1131之间设有胶材。
具体地，磁体1125A可以通过设置在容胶槽1131的胶材实现与机壳30的定位连接，进而使得磁体1125A的位置更加准确。机壳30和磁体组件112可以相对绕组结构122一起沿第一方向运动。
请参阅图164图157，在一些实施例中，沿第一方向，第二组件12包括多个铁芯123，多个铁芯123间隔设置，相邻两个铁芯123之间的最小距离为L1，电机1的极距为τ，电机1满足如下关系式：L1＝0.1τ～0.3τ。
为了便于描述，下文将相邻两个铁芯123之间的最小距离L1简称为定子间隙L1，电机1的极距τ简称为极距τ。
其中，通过将第二组件12设置成包括多个铁芯123，并将多个铁芯123设置成在第一组件11的移动方向上间隔设置，可确保第二组件12的齿部1232的齿数能够形成为双数，从而使得第二组件12的齿部1232能够一一对应，有利于齿部力的相互抵消，便于减小电机1的电磁推力波动。
此外，当定子间隙L1小于极距τ的0.1倍时，会导致定子间隙L1的尺寸较小，如图166图159所示，当定子间隙L1小于1.9mm时，电机1的推力波动增大，也就是说，当定子间隙L1小于极距τ的0.1倍时，会导致电机1的推力波动增大，影响电机1的推力性能；当定子间隙L1大于极距τ的0.3倍时，会导致定子间隙L1的尺寸较大，如图166图159所示，当定子间隙L1大于2.5mm时，存在电机1推力波动增大的问题，且还会增加电机1的轴向尺寸，不利于电机1的安装，也就是说，当定子间隙L1大于极距τ的0.3倍时，在导致电机1的轴向尺寸较大的同时，还会存在电机1的推力波动增大的技术问题。
因此，本申请将相邻两个铁芯123的间距L1与电机1的极距τ设置成满足：L1＝0.1τ～0.3τ，在减小电机1电磁推力波动的同时，还可保证电机1的轴向尺寸，降低电机1的安装难度，并保证电机1的工作性能。
其中，上述所说的轴向可以理解为是图163和图164图157中所示出的上下方向。
需要说明的是，通过将第二组件12设置成包括多个在第一组件11的移动方向上间隔设置铁芯123，并将相邻两个铁芯123的间距L1设置与电机1的极距τ设置成满足：L1＝0.1τ～0.3τ，主要是使得相邻两个铁芯123的端部力以及齿槽力能够相互抵消，从而达到削弱电机1推力波动的目的。
由上述结构可知，本实用新型实施例的电机1，将第二组件12设置成包括多个铁芯123，并将相邻两个铁芯123的间距L1设置与电机1的极距τ设置成满足：L1＝0.1τ～0.3τ，在使得相邻两个铁芯123的端部力以及齿槽力能够相互抵消的同时，还可减小第二组件12在轴向上的尺寸，从而减小电机1的轴向尺寸，降低电机1的安装难度，并减小电机1的推力波动，保证电机1的工作性能。
也就是说，本申请的电机1，将极距τ与定子间隙L1进行匹配，在实现减小推力波动的同时，还可使得电机1的轴向尺寸小。
可以理解的是，相比于现有技术，本申请不仅将第二组件12设置成包括多个铁芯123，并将相邻两个铁芯123的间距L1设置与电机1的极距τ设置成满足：L1＝0.1τ～0.3τ，在避免电机1的轴向尺寸较大的同时，还可减小电机1的推力波动，保证电机1的工作性能。
需要说明的是，图164图157中示出了在第一组件11的移动方向上，第二组件12包括两个铁芯123，当然，在其他的一些实施例中，第二组件12也可包括四个铁芯123、六个铁芯123或更多个铁芯123，但铁芯123的数量为双数，以使得多个铁芯123能够两两对应将端部力以及齿槽力进行相互抵消，从而实现减小电机1的电磁推力波动，保证电机1的工作性能。
在具体的示例中，如图164图157所示，第二组件12包括两个铁芯123，两个铁芯123实现减小电机1的电磁推力波动的同时，还可降低第二组件12的成型难度，从而降低电机1的成型难度。
在一些实施例中，L1＝0.2τ。以实现进一步优化相邻两个铁芯123的间距L1，使得相邻两个铁芯123的端部力以及齿槽力能够相互抵消的同时，在实现减小电机1的轴向尺寸的同时，还可减小电机1的推力波动，保证电机1的工作性能。
在本申请中，当L1＝0.2τ，可使得相邻两个铁芯123的间距L1＝1.9mm，如图166图159所示，当相邻两个铁芯123的间距L1＝1.9mm时，电机1的推力波动较小。
在具体的示例中，L1＝0.1τ、0.15τ、0.2τ、0.25τ或0.3τ等。
在一些实施例中，结合图163和图164图157所示，第一组件11套设在第二组件12的外周，第一组件11的朝向第二组件12的内周壁设有多个沿第一组件11的移动方向上顺序排布的磁体1125A。这样可确保多个磁体1125A能够朝向第二组件12设置，也就是使得多个磁体1125A能够靠近绕组结构122设置，从而使得磁体1125A和绕组结构122能够相互配合，以实现第二组件12与第一组件11的相互耦合，保证电机1的工作性能。
同时，通过将多个磁体1125A设置成沿第一方向排列，还可保证第一组件11在移动过程中，磁体1125A能够始终与绕组结构122配合，以保证电机1的工作性能。
还需要说明的是，通过将第一组件11套设在第二组件12的外周，在确保第一组件11能够相对于第二组件12移动以保证第一组件11工作性能的同时，还可确保在相同尺寸边界或者相同体积下，电机1的气隙直径较大，以增大电机1的推力，从而保证电机1的工作性能。
当然，在其他的一些实施例中，也可将第二组件12套设在第一组件11的外周，该示例图中未示出。
需要说明的是，当第一组件11套设在第二组件12的外周时，导向杆的一端伸入第一组件11并连接第二组件12，导向杆的另一端通过第一组件11伸出并连接支撑座300(支撑座300的具体结构可参见图163)，支撑座300适于安装至车辆。以实现将第二组件12安装至车辆，从而实现电机1与车辆的配合连接，便于利用电机1缓冲车辆在行驶过程中来自路面的冲击，提升车辆的平顺性，从而保证车辆的舒适性，提升用户使用体验。
在一些实施例中，结合图164图157和图165图158所示，多个磁体1125A沿第一方向呈海尔贝克阵列排布。这样可确保第一组件11能够用最少量的磁体1125A产生最强的磁场，以保证电机1的推力，从而保证电机1的工作性能。
也就是说，本申请的电机1推力波动小且推力大。
可选地，结合图164图157和图165图158所示，多个磁体1125A包括上述的第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124，第一磁体1121、第二磁体1122、第三磁体1123和第四磁体1124沿第一方向依次排布，其中，第一磁体1121和第三磁体1123为径向充磁且充磁方向相反，第二磁体1122和第四磁体1124为轴向充磁且充磁方向相反，从而使得多个磁体1125A能够沿第一方向呈海尔贝克阵列排布，以保证电机1的工作性能。
也就是说，当多个磁体1125A沿第一方向呈海尔贝克阵列排布时，轴向充磁磁体1125A和径向充磁磁体1125A交替排布，且相邻两个轴向充磁磁体1125A的充磁方向相反，相邻两个径向充磁磁体1125A的充磁方向相反，相邻四个磁体1125A形成一组永磁体组111，一组永磁体组111中的第一磁体1121和第二磁体1122形成一个磁极，第三磁体1123和第四磁体1124形成另一个磁极，两个磁极的轴向尺寸相同，其中，第一磁体1121和第二磁体1122的轴向尺寸之和为电机1的极距τ(如图164图157和图165图158所示)，第三磁体1123和第四磁体1124的轴向尺寸之和也为电机1的极距τ。
当然，因两个磁极的轴向尺寸相同，也可将两个磁极的轴向中心在电机1的轴向上的间距定义为电机1的极距τ。
当然，在其他的一些实施例中，在第一方向上，多个磁体1125A也可均形成为径向充磁磁体1125A或轴向充磁磁体1125A，也就是说，多个磁体1125A不限于沿第一方向设置成呈海尔贝克阵列排布，以降低第一组件11的成型难度。
其中，当多个磁体1125A均形成为径向充磁磁体1125A或轴向充磁磁体1125A时，电机1的极距τ是单个径向充磁磁体1125A的轴向厚度或单个轴向充磁磁体1125A的轴向厚度。
在一些实施例中，在第一方向上，多个铁芯123的长度之和为L2，其中，L2＝(K+0.5)τ，K为非零整数。通过该结构设计，可使多个铁芯123的推力波形在相位上相差180度电角度(结合图167图160和图168图161所示)，从而使得多个铁芯123的端部力以及齿槽力能够相互抵消，达到削弱电机1推力波动的目的。
其中，图167图160示出了多个铁芯123的推力波形的相位差未相差180度电角度的相位图，图168图161示出了多个铁芯123的推力波形的相位差相差180度电角度的相位图。
此外，这里所说的L2可以理解为是图164图157中多个L3之和，L3为每个铁芯123在第一方向上的延伸长度，多个L3的尺寸可相等也可以不相等。
也就是说，本申请的电机1设计极距τ与第二组件12的尺寸关系也可使得多个铁芯123相对应的定子齿的相位差保持为180度，达到削弱电机1推力波动的目的。
需要说明的是，若只限定铁芯123的长度之和L2与极距τ的关系，但第二组件12只包括一个铁芯123，因一个铁芯123的定子齿的齿数为单数，导致其中一个定子齿的齿部力无法与额外的齿部力进行抵消，进而导致电机1的推力波动较大，具体可参见图169图162中所示出的改善前的推力波动；当限定铁芯123的长度之和L2与极距τ的关系，且将第二组件12设置成包括多个铁芯123，并将相邻两个铁芯123之间的最小距离L1与电机1的极距τ设置成满足：L1＝0.1τ～0.3τ，可减小电机1的推力波动，保证电机1的工作性能，具体可参见图169图162中所示出的改善后的推力波动。
基于此，本申请限定铁芯123的长度之和L2与极距τ的关系，并将第二组件12的铁芯123分段，以实现在第一方向上设置多个铁芯123，且选择合适定子间隙L1，使多个铁芯123相对应的定子齿的相位差保持为180度，并使得每个定子齿的齿部力均可进行抵消，达到削弱电机1推力波动的目的。
其中，图169图162示出了本申请改善前后的推力波动对比图，由图169图162可知，推力波动由改善前的475.36下降至改善后的113.64。
在一些实施例中，结合图164图157和图165图158所示，每个铁芯123的齿部包括两个端齿部1232A和至少一个中齿部1232B，在第一方向上，中齿部1232B位于两个端齿部1232A之间，端齿部1232A和中齿部1232B之间间隔设置，相邻两个中齿部1232B之间间隔设置，这样有利于在端齿部1232A与中齿部1232B之间以及在相邻两个中齿部1232B之间均形成容纳绕组结构122的齿槽，在实现形成铁芯123的同时，还可降低每个铁芯123的成型难度，进而降低电机1的成型难度，提高电机1的成型效率。
同时，通过设置容纳绕组结构122的齿槽，将绕组结构122直接设在齿槽内，可降低绕组结构122的安装难度，并便于利用齿槽支撑绕组结构122，从而提高绕组结构122的位置稳定性，保证绕组结构122的工作性能。
可选地，齿槽的槽壁设有绝缘骨架(图中未示出)，绝缘骨架位于铁芯123与绕组结构122之间，绝缘骨架用于实现铁芯123与绕组结构122的绝缘配合，从而避免铁芯123与绕组结构122接触，以保证绕组结构122的工作性能。
在一些实施例中，结合图163、图164图157和图165图158所示，第一组件11包括多个沿第一方向顺序排布的磁体1125A，定子组件100包括绕组结构122，磁体1125A述绕组结构122耦合配合，从而使得第一组件11和第二组件12能够相互耦合，降低第一组件11和第二组件12的耦合难度，这样即可使得第一组件11和第二组件12之间能够通过相互作用而彼此影响，从而便于控制第一组件11往复移动，降低第一组件11的往复移动难度，保证电机1的工作性能。
在一些实施例中，端齿部1232A和中齿部1232B相互独立，以使得铁芯123整体可拼装而成，降低绕组的安装难度。
在一些实施例中，端齿部1232A与中齿部1232B之间以及相邻两个中齿部1232B之间固定连接，以使得铁芯123整体可拼装而成。
需要说明的是，这里所说的固定连接可以是焊接、粘接等不可拆卸连接，也可以是螺栓连接、卡接等可拆卸连接，本申请不做具体限制。
在一些实施例中，如图164图157所示，在第一方向上，同一个铁芯123的多个中齿部1232B的齿宽相同。这里是指，同一个铁芯123的多个中齿部1232B在第一方向上的齿宽相同，这样一方面可使得多个中齿部1232B的结构尺寸一致，便于采用同一模具加工出多个中齿部1232B，降低中齿部1232B的成型难度，另一方面还可在一定程度上避免电机1的齿槽力不平衡导致推力波动上升，从而实现减小电机1的推力波动，保证电机1的工作性能。
在一些实施例中，如图164图157所示，在第一方向上，同一个铁芯123的端齿部1232A的齿宽与中齿部1232B的齿宽相同。也就是说，同一个铁芯123的端齿部1232A在第一方向上的齿宽与中齿部1232B在第一方向上的齿宽相同，可在一定程度上避免电机1的齿槽力和端部力不平衡而导致电机1的推力波动上升，从而实现减小电机1的推力波动，保证电机1的工作性能。
同时，通过将同一个铁芯123的端齿部1232A的齿宽设置成与中齿部1232B的齿宽相同，因同一个铁芯123的多个中齿部1232B的齿宽相同，因此可使得同一个铁芯123的两个端齿部1232A和多个中齿部1232B的齿宽均相同，以使得同一个铁芯123的齿槽力和端部力平衡，从而实现减小电机1的推力波动，保证电机1的工作性能。
在一些实施例中，如图164图157所示，在第一方向上，多个铁芯123的端齿部1232A的齿宽相同。也就是说，多个铁芯123的端齿部1232A在第一方向上的齿宽相同。这样可使得多个铁芯123的端齿部1232A的形状大小基本一致，防止多个铁芯123的端部力大小相差过大而导致相位差无法达到目标效果，从而使得多个铁芯123的端部力能够相互抵消，达到削弱电机1推力波动的目的。
可选地，如图164图157所示，在第一方向上，多个铁芯123的中齿部1232B的齿宽相同。这样可使得多个铁芯123的中齿部1232B的形状大小基本一致，防止多个铁芯123的齿槽力大小相差过大而导致相位差无法达到目标效果，从而使得多个铁芯123的齿槽力能够相互抵消，达到削弱电机1推力波动的目的。
在具体的示例中，如图164图157所示，在第一方向上，多个铁芯123的端齿部1232A的齿宽和多个铁芯123的中齿部1232B的齿宽均相同，以使得多个铁芯123的端部力和齿槽力均能够相互抵消，达到削弱电机1推力波动的目的，保证电机1的工作性能。
在一些实施例中，相邻两个铁芯123之间设有非导磁件(图中未示出)。这样在实现将相邻两个铁芯123设置成在第一方向上间隔设置的同时，还可起到隔断定子磁路的作用，以保证电机1的工作性能。
同时，还可利用非导磁件固定相邻两个铁芯123，使得相邻两个铁芯123位置稳定，以保证第二组件12的工作性能。
其中，这里所说的非导磁件可以是铝、非导磁不锈钢、陶瓷或碳纤维等。
当然，在其他的一些实施例中，相邻两个铁芯123之间也可直接填充空气，这样在使得相邻两个铁芯123间隔设置的同时，还可简化电机1的结构，降低电机1的制造成本以及装配难度。
在一些实施例中，绕组结构122为盘式绕组。也就是说，绕组结构122形成为盘式结构，这样没有端部绕组，使得绕组的利用率高。
在具体的示例中，盘式绕组先行绕制成型，然后再嵌套在铁芯123的齿槽内，以实现在第二组件12上设置绕组结构122，从而便于实现第二组件12和第一组件11的相互耦合。
在一些实施例中，结合图164图157和图165图158所示，齿槽内设置有双层盘式绕组，双层盘式绕组之间通过绝缘件绝缘配合(绝缘件图中未示出)，以保证绕组结构122的工作性能。
在一些实施例中，如图164图157所示，在第一方向上，多个磁体1125A的轴向尺寸之和大于定子组件100的轴向尺寸。其中，这里所说的定子组件100的轴向尺寸是指多个铁芯123的轴向尺寸和相邻两个铁芯123之间的最小距离之和，也可以理解为定子组件100的轴向尺寸等于图164图157中的L3+L1+L3，以使得电机1形成为短定子/长动子的结构形式，这样有利于减少用铜量，提高绕组的利用率，并降低铜损，从而保证电机1的工作效率。
当然，在其他的一些实施例中，也可在第一方向上，将第二组件12的轴向尺寸设置成大于多个磁体1125A的轴向尺寸之和(该示例图中未示出)，这样也可确保第一组件11和第二组件12的耦合长度始终保持不变，以保证电机1的工作性能。
在一些实施例中，电机1形成为圆筒型电机，圆筒型电机的结构相对闭合，密封性好且不存在单边磁拉力，以保证电机1的工作性能。
在一些实施例中，参阅图163至图163图138端部齿1232A的外端面12A1的径向尺寸为A、端部齿1232A的内端面12A2的径向尺寸为B。作为本申请的一些实施例，齿部1232可以构造为圆环结构，端部齿1232A的外端面12A1的径向尺寸可以理解为端部齿1232A的外端面12A1的直径，端部齿1232A的内端面12A2的径向尺寸可以理解为端部齿1232A的内端面12A2的直径。
端部齿1232A的外端面12A1的径向尺寸A与端部齿1232A的内端面12A2的径向尺寸B满足关系式：0.9B≤A≤0.98B，也就是说，端部齿1232A的外端面12A1的径向尺寸A可以为端部齿1232A的内端面12A2的径向尺寸B的0.9倍至0.98倍，例如，A可以为但不限于0.9B、0.94B、0.98B等。作为本申请的一些实施例，A可以为0.94B。作为本申请的一些实施例，端部齿1232A的外端面12A1的直径可以为26.4mm。
需要解释的是，对于端部齿1232A的外端面12A1可以理解为沿铁芯123的轴向方向(即图165所示的X方向)，端部齿1232A远离中齿部1232B的表面。对于端部齿1232A的内端面12A2可以理解为沿铁芯123的轴向方向(即图165所示的X方向)，端部齿1232A靠近中齿部1232B的表面。可以理解的是，磁力线大多从铁芯123端部经过，通过使端部齿1232A的外端面12A1的径向尺寸A与端部齿1232A的内端面12A2的径向尺寸B满足关系式：0.9B≤A≤0.98B，能够有效削减端部效应，从而能够有效降低直线电机的推力波动。
由此，通过使端部齿1232A的外端面12A1的径向尺寸A与端部齿1232A的内端面12A2的径向尺寸B满足关系式：0.9B≤A≤0.98B，能够有效削减端部效应，从而能够有效降低直线电机的推力波动，有利于提高直线电机的使用可靠性。
在本实用新型的一些实施例中，如图163所示，端部齿1232A的外周壁具有缺口12A5，以使A和B满足关系式：0.9B≤A≤0.98B，缺口12A5被构造为环形，也就是说，缺口12A5可以构造为位于端部齿1232A的外周壁的环形缺口12A5，这样设置可以使缺口12A5的设置形式合理，可以便于在端部齿1232A的外周壁制造缺口12A5，而且，通过使端部齿1232A的外周壁具有缺口12A5，能够使端部齿1232A的外端面12A1的径向尺寸A与端部齿1232A的内端面12A2的径向尺寸B满足关系式：0.9B≤A≤0.98B，从而能够有效削减端部效应，能够有效降低直线电机的推力波动。
在本实用新型的一些实施例中，如图163-图165所示，端部齿1232A的外周壁的至少部分为与外端面12A1非垂直的斜面12A3，对于斜面12A3可以理解为与外端面12A1具有夹角但并非九十度夹角的表面。作为本申请的一些实施例，端部齿1232A的外周壁的至少部分为斜面12A3。作为本申请的一些实施例，端部齿1232A的外周壁为斜面12A3。
通过使端部齿1232A的外周壁的至少部分为斜面12A3，可以便于将端部齿1232A制造为外周壁具有缺口12A5的结构形式，能够削减端部效应，能够降低直线电机的推力波动，并且，有利于降低端部齿1232A的制造难度，有利于提高端部齿1232A的生产效率，而且，通过使端部齿1232A的外周壁的至少部分为斜面12A3，可以降低铁芯123的装配难度。
在本实用新型的一些实施例中，如图163-图165所示，端部齿1232A的外周壁的至少部分为与外端面12A1垂直的平面12A4，对于平面12A4可以理解为与外端面12A1垂直的表面。作为本申请的一些实施例，端部齿1232A的外周壁的至少部分为平面12A4。作为本申请的一些实施例，端部齿1232A的外周壁为平面12A4。
通过使端部齿1232A的外周壁的至少部分为平面12A4，可以便于将端部齿1232A制造为外周壁具有缺口12A5的结构形式，能够削减端部效应，能够降低直线电机的推力波动。
在本实用新型的一些实施例中，端部齿1232A的外周壁均为斜面12A3，需要解释的是，端部齿1232A的外周壁是斜面12A3还是平面12A4，可以以端部齿1232A的外端面12A1、端部齿1232A的内端面12A2作为参照，其中，平面12A4与端部齿1232A的外端面12A1、端部齿1232A的内端面12A2均垂直，斜面12A3与端部齿1232A的外端面12A1、端部齿1232A的内端面12A2均具有夹角但不垂直。
通过使端部齿1232A的外周壁均为斜面12A3，可以便于将端部齿1232A制造为外周壁具有缺口12A5的结构形式，能够削减端部效应，能够降低直线电机的推力波动，并且，有利于降低端部齿1232A的制造难度，有利于提高端部齿1232A的生产效率，而且，可以降低铁芯123的装配难度。
在本实用新型的一些实施例中，如图163-图165所示，端部齿1232A的外周壁的一部分为斜面12A3，端部齿1232A的外周壁的另一部分为与外端面12A1垂直的平面12A4，其中，斜面12A3与端部齿1232A的外端面12A1连接，平面12A4与端部齿1232A的内端面12A2连接，并且，斜面12A3与平面12A4连接。例如，沿铁芯123的轴向方向(即图165所示的X方向)，斜面12A3的一端与端部齿1232A的外端面12A1连接，斜面12A3的另一端与平面12A4的一端连接，平面12A4的另一端与端部齿1232A的内端面12A2连接。
如此设置可以便于将端部齿1232A制造为外周壁具有缺口12A5的结构形式，能够削减端部效应，能够降低直线电机的推力波动，并且，这样设置可以使端部齿1232A的制造难度低，可以提高端部齿1232A的生产效率，而且，如此设置可以降低铁芯123的装配难度。
在本实用新型的一些实施例中，如图165所示，沿铁芯123的轴向方向(即图165所示的X方向)，端部齿1232A的厚度为C，平面12A4的轴向长度为D，C和D可以满足关系式：0.3C≤D≤0.4C。也就是说，沿铁芯123的轴向方向(即图165所示的X方向)，平面12A4的轴向长度D可以为端部齿1232A的厚度C的0.3倍至0.4倍之间的任意数值，例如，平面12A4的轴向长度D可以为但不限于0.3C、0.35C、0.4C等。作为本申请的一些实施例，平面12A4的轴向长度D可以为0.35C。作为本申请的一些实施例，沿铁芯123的轴向方向(即图165所示的X方向)，平面12A4的轴向长度可以为2mm。如此设置可以使端部齿1232A的厚度C和平面12A4的轴向长度D之间的数值关系合理，能够有效削减端部效应，从而能够有效降低直线电机的推力波动。
在本实用新型的一些实施例中，多个齿部1232还包括：位于两个端部齿1232A之间的中部齿1232B，中部齿1232B的最大径向尺寸大于端部齿1232A的最大径向尺寸。
需要说明的是，多个齿部1232包括两个端部齿1232A，沿铁芯123的轴向方向(即图165所示的X方向)，两个端部齿1232A间隔设置，
中部齿1232B的最大径向尺寸大于端部齿1232A的最大径向尺寸，作为本申请的一些实施例，中部齿1232B和端部齿1232A均可以构造为圆环结构，中部齿1232B的最大径向尺寸可以理解为中部齿1232B的最大直径，端部齿1232A的最大径向尺寸可以理解为端部齿1232A的最大直径，通过使中部齿1232B的最大径向尺寸大于端部齿1232A的最大径向尺寸，可以有效降低直线电机的推力波动，有利于提高直线电机的使用可靠性。
作为本申请的一些实施例，中部齿1232B的数量为多个，沿铁芯123的轴向方向(即图165所示的X方向)，多个中部齿1232B均设置于两个端部齿1232A之间，且多个中部齿1232B沿铁芯123的轴向方向(即图165所示的X方向)间隔设置。
在本实用新型的一些实施例中，如图165所示，沿铁芯123的轴向方向(即图165所示的X方向)，多个齿部1232均匀间隔排布。具体来说，多个齿部1232可以包括两个端部齿1232A和中部齿1232B，沿铁芯123的轴向方向(即图165所示的X方向)，两个端部齿1232A间隔设置，并且，中部齿1232B设置于两个端部齿1232A之间，两个端部齿1232A和中部齿1232B均匀间隔排布设置。如此设置可以使铁芯123的结构形式合理，可以降低铁芯123的制造难度，有利于提高铁芯123的制造效率，并且，如此设置能够降低直线电机的推力波动，能够提高直线电机的推力，有利于提高直线电机的使用可靠性。
在本实用新型的一些实施例中，如图166所示，沿铁芯123的轴向方向(即图166所示的X方向)，多个齿部1232间隔排布设置，也就是说，多个齿部1232沿铁芯123的轴向方向(即图166所示的X方向)排布，且每相邻的两个齿部1232均间隔开设置。
每相邻的两个齿部1232之间均限定出槽结构1231F，槽结构1231F的径向外侧具有敞开端，作为本申请的一些实施例，槽结构1231F可以用于容纳直线电机的绕组结构122。
在一些实施例中，齿部1232为环形盘式结构，槽结构1231F为环形槽。
在本实用新型的一些实施例中，齿靴部1232N被构造为圆环形，这样设置可以使齿靴部1232N的结构形式合理，从而能够有效的降低直线电机的推力波动，能够有效的提高直线电机的推力，而且，这样设置能够有效的降低齿靴部1232N的制造难度，从而能够有效的降低铁芯123的制造难度，能够有效的提高铁芯123的生产效率。
作为本申请的一些实施例，齿靴部1232N的纵截面被构造为矩形，具体来说，齿靴部1232N的纵截面可以为两个矩形，这样设置可以使齿靴部1232N的结构形式合理，从而能够有效的降低直线电机的推力波动，能够有效的提高直线电机的推力，而且，这样设置能够有效的降低齿靴部1232N的制造难度，从而能够有效的降低铁芯123的制造难度，能够有效的提高铁芯123的生产效率。
在本实用新型的一些实施例中，如图166所示，沿铁芯123的轴向方向(即图166所示的X方向)，多个齿靴部1232N的轴向尺寸相同。作为本申请的一个具体实施例，如图166所示，沿铁芯123的轴向方向(即图166所示的X方向)，多个齿部1232均匀间隔排布。如此设置能够有效降低直线电机的推力波动，能够有效提高直线电机的推力，有利于提高直线电机的使用可靠性。
在本实用新型的一些实施例中，如图166所示，轭部1231包括多个凸台结构1231B，一个凸台结构1231B连接于相邻的两个齿部1232之间，多个凸台结构1231B与多个槽结构一一对应。沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸(即齿靴部1232N的宽度)为E，与齿靴部1232N对应的凸台结构1231B的轴向尺寸(即凸台结构1231B的厚度)为F，E和F可以满足关系式：0.10F≤E≤0.18F。也就是说，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸E可以为对应的凸台结构1231B的轴向尺寸F的0.1倍至0.18倍之间的任意数值，例如，E可以为但不限于0.10F、0.14F、0.18F等。作为本申请的一些实施例，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸可以为1.2mm。这样设置能够降低直线电机的推力波动，能够提高直线电机的推力，有利于提高直线电机的使用可靠性。
在本实用新型的一些实施例中，如图166所示，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸(即齿靴部1232N的宽度)为E，与齿靴部1232N对应的凸台结构1231B的轴向尺寸(即凸台结构1231B的厚度)为F，E和F可以满足关系式：0.13F≤E≤0.15F。也就是说，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸E可以为对应的凸台结构1231B的轴向尺寸F的0.13倍至0.15倍之间的任意数值，例如，E可以为但不限于0.13F、0.14F、0.15F等。作为本申请的一些实施例，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸可以为1.2mm。这样设置能够降低直线电机的推力波动，能够提高直线电机的推力，有利于提高直线电机的使用可靠性。
在本实用新型的一些实施例中，如图166所示，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸E和对应的凸台结构1231B的轴向尺寸F可以满足关系式：E＝0.14F。也就是说，齿靴部1232N的轴向尺寸E可以为对应的凸台结构1231B的轴向尺寸F的0.14倍。如此设置能够有效的降低直线电机的推力波动，能够有效的提高直线电机的推力，从而能够有效的提高直线电机的使用可靠性。
在本实用新型的一些实施例中，如图166所示，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸(即齿靴部1232N的宽度)为E，与齿靴部1232N对应的凸台结构1231B的轴向尺寸(即凸台结构1231B的厚度)为F，E和F可以满足关系式：0.40F≤E≤0.48F。也就是说，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸E可以为对应的凸台结构1231B的轴向尺寸F的0.4倍至0.48倍之间的任意数值，例如，E可以为但不限于0.40F、0.44F、0.48F等。作为本申请的一些实施例，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸可以为3.8mm。这样设置能够降低直线电机的推力波动，能够提高直线电机的推力，有利于提高直线电机的使用可靠性。
在本实用新型的一些实施例中，如图166所示，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸(即齿靴部1232N的宽度)为E，与齿靴部1232N对应的凸台结构1231B的轴向尺寸(即凸台结构1231B的厚度)为F，E和F可以满足关系式：0.43F≤E≤0.45F。也就是说，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸E可以为对应的凸台结构1231B的轴向尺寸F的0.43倍至0.45倍之间的任意数值，例如，E可以为但不限于0.43F、0.44F、0.45F等。作为本申请的一些实施例，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸可以为3.8mm。这样设置能够降低直线电机的推力波动，能够提高直线电机的推力，有利于提高直线电机的使用可靠性。
在本实用新型的一些实施例中，如图166所示，沿铁芯123的轴向方向(即图166所示的X方向)，齿靴部1232N的轴向尺寸E和对应的凸台结构1231B的轴向尺寸F可以满足关系式：E＝0.44F。也就是说，齿靴部1232N的轴向尺寸E可以为对应的凸台结构1231B的轴向尺寸F的0.44倍。如此设置能够有效的降低直线电机的推力波动，能够有效的提高直线电机的推力，从而能够有效的提高直线电机的使用可靠性。
其中，图167为本申请一实施例中，齿靴部1232N宽度和直线电机推力波动值的曲线示意图，在该实施例中，凸台结构1231B的轴向尺寸F为8.6mm，齿靴部1232N的轴向尺寸E在0.95mm左右和3.8mm左右时直线电机推力波动值小。
在本实用新型的一些实施例中，如图168和图169所示，齿部1232上形成有在轴向上贯通且在径向上延伸的第一缝1231C，第一缝1231C径向上贯穿齿部1232的外沿，第一缝1231C在径向上的长度小于齿部1232在径向上的宽度；凸台结构1231B形成于齿部1232在厚度上的一侧，凸台结构1231B上形成有在轴向上贯通且沿径向延伸的第二缝1231D，第二缝1231D在径向上贯穿凸台结构1231B和齿部1232的孔壁，第二缝1231D在径向上的长度小于凸台结构1231B在径向上的宽度。
具体而言，直线电机的定子一般采用电工纯铁作为铁芯123，由于需要装配线圈，铁芯123会采用轴向分段结构，由轴向厚度基本相同的铁芯123经过装配构成铁芯123整体。因铁芯123为整体式结构，且轴向各段铁芯123间不进行绝缘处理，在直线电机工作时，铁芯123会由于切割磁感线产生大量涡流，从而导致较大的涡流损耗，使定子产生较大温升。因此可以在铁芯123开缝以降低涡流损耗，并且，由于凸台结构1231B在齿部1232厚度方向上的一侧设置，铁芯123设置有凸台结构1231B的部分涡流损耗会更高，设置于凸台结构1231B的第二缝1231D能够有效降低铁芯123设置有凸台结构1231B的部分的涡流损耗。
更具体地，如图169所示，第二缝1231D在径向上的长度小于凸台结构1231B在径向上的宽度，此时第二缝1231D沿凸台结构1231B径向延伸且不将凸台结构1231B沿径向切断，凸台结构1231B构造为整体式结构；第一缝1231C也可以沿齿部1232径向延伸且不将齿部1232沿径向切断，此时齿部1232也构造为整体式结构。
根据本实用新型的用于直线电机的铁芯123的凸台结构1231B处设置有第二缝1231D，齿部1232处设置有第一缝1231C，以分割凸台结构1231B处及齿部1232处的涡流回路，降低涡流损耗，使凸台结构1231B处及齿部1232处的损耗均衡，避免铁芯123各部分温升不均导致的形变与失效，并且第二缝1231D及第一缝1231C不会将铁芯123切断，使得铁芯123为整体式结构，能够确保铁芯123的结构强度。
根据本实用新型的一些实施例，如图168和图169所示，第二缝1231D和第一缝1231C均构造为在周向上间隔设置的多个。其中，多个第二缝1231D与多个第一缝1231C在周向上交错设置，以将铁芯123的涡流回路沿周向分割，降低涡流损耗；或，每个第二缝1231D与第一缝1231C在径向上正对设置，以分别将凸台结构1231B处的涡流回路及齿部1232的涡流回路沿周向分割，降低涡流损耗。
根据本实用新型的一些实施例，如图168和图169所示，铁芯123上设置有在径向延伸且在轴向上贯穿凸台结构1231B和齿部1232的第三缝1231E，第三缝1231E构造为在周向上间隔设置的多个且设置于相邻的两个第二缝1231D之间或相邻的两个第一缝1231C之间。具体地，第三缝1231E分别在轴向上贯穿凸台结构1231B及齿部1232，如图169所示的实施例中，第三缝1231E沿径向延伸以同时分割凸台结构1231B及齿部1232，以适于分割凸台结构1231B与齿部1232连接处的涡流回路，使凸台结构1231B与齿部1232连接处的涡流损耗与凸台结构1231B设置有第二缝1231D的部分及齿部1232设置有第一缝1231C的部分的涡流损耗达到相同程度，确保铁芯123各处温升均衡。
更具体地，第三缝1231E构造为在周向上间隔设置的多个，以与第二缝1231D及第一缝1231C将铁芯123的涡流回路沿周向多次分割，并且，在周向上，第三缝1231E设置于相邻的两个第二缝1231D之间或相邻的两个第一缝1231C之间，以有效降低涡流损耗。
在一些实施例中，第一缝1231C的径向内端和第三缝1231E的径向内端均靠近齿部1232的径向中间位置设置。第一缝1231C和第三缝1231E在齿部1232的径向中间位置可以有部分的径向上的重合，这样能够起到更进一步的降低涡流损耗，但是第一缝1231C和第三缝1231E也不宜加工的过长，过长会很大程度上降低齿部1232的强度，且加工困难，加工费用较高。
第一缝1231C和第三缝1231E在周向上错开设置，错开设置能够将涡流路径分成更多段，达到更好的降低涡流损耗的效果。
在本实用新型的一些实施例中，如图166所示，沿铁芯123的径向方向(即图166所示的Y方向)，齿靴部1232N的径向尺寸(即齿靴部1232N的厚度)为G，与齿靴部1232N对应的槽结构1231F的槽深为H，G和H可以满足关系式：0.07H≤G≤0.10H。也就是说，沿铁芯123的径向方向(即图166所示的Y方向)，齿靴部1232N的径向尺寸可以为对应的槽结构1231F的槽深为H的0.07倍至0.10倍之间的任意数值，例如，G可以为但不限于0.07H、0.08H、0.09H、0.10H等。这样设置能够降低直线电机的空载推力波动，也可为槽结构1231F内绝缘骨架和绕组结构122提供更大的装配空间以及更多的设计余量。
其中，图138为齿靴部1232N径向厚度与槽深的比例关系和空载推力波动的曲线示意图，由图163可以得出，G和H满足关系式：0.07H≤G≤0.10H时，直线电机的空载推力波动小。
第二组件12还包括导电组件80，绕组结构122包括多个线圈，每个铁芯123的槽结构1231F内容纳至少一个线圈。导电组件80的至少部分设置于导向孔121A内。作为本申请的一些实施例，导电组件80的全部结构均设置在导向孔121A内。作为本申请的一些实施例，导电组件80的一部分结构设置在导向孔121A内，导电组件80的另一部分结构设置在导向孔121A外，并且，导电组件80的另一部分从导向孔121A的上端伸出。
导电组件80与芯轴121固定连接设置，作为本申请的一些实施例，导电组件80与芯轴121可以通过但不限于螺接、卡接等方式固定连接。
导电组件80分别与绕组结构122和电机控制器电连接，也就是说，导电组件80与绕组结构122电连接，并且，导电组件80与电机控制器电连接，作为本申请的一些实施例，沿芯轴121的轴向方向(即图170所示的Z方向)，导电组件80的一端与绕组结构122电连接，导电组件80的另一端与电机控制器电连接。作为本申请的一个具体实施例，沿芯轴121的轴向方向(即图170所示的Z方向)，导电组件80的下端(即导电组件80相对靠近导向孔121A底部的一端)与绕组结构122电连接，导电组件80的上端(即导电组件80相对远离导向孔121A底部的一端)与电机控制器电连接。
通过使导电组件80与芯轴121固定连接，可以使导电组件80的安装牢固，可以降低使用过程中导电组件80相对于芯轴121晃动的幅度，甚至可以在绝大多数使用状态下使导电组件80与芯轴121保持相对静止，从而可以使导电组件80与电机控制器的连接稳定，可以使导电组件80与绕组结构122的连接稳定，进而使直线电机在严苛路况下也能够正常工作。
由此，通过设置导电组件80，并将导电组件80与芯轴121固定连接，可以使导电组件80的安装牢固，从而可以使导电组件80与电机控制器的连接稳定，可以使直线电机与电机控制器的连接稳定，有利于提高直线电机的使用安全性和使用可靠性，而且，通过将导电组件80的至少部分设于导向孔121A，有利于提高空间利用率，从而有利于实现直线电机的小型化设计。
在本实用新型的一些实施例中，导电组件80与芯轴121通过连接件固定连接。作为本申请的一些实施例，连接件可以构造为螺接件，例如，连接件可以构造为螺栓，导电组件80与芯轴121可以通过螺栓固定连接，例如图171所示，导电组件80可以具有第一安装孔801，芯轴121可以具有第二安装孔802，螺栓可以穿设于第一安装孔801和第二安装孔802以将导电组件80与芯轴121固定连接，作为本申请的一些实施例，第二安装孔802可以构造为螺纹孔。如此设置可以使导电组件80与芯轴121的安装和拆卸简便，可以降低导电组件80与芯轴121的拆装难度，从而有利于降低直线电机的拆装难度，不仅能够提高生产效率，还便于售后维修。
在本实用新型的一些实施例中，如图171所示，芯轴121具有连接凸起803，连接凸起803位于导向孔121A内，并且，连接凸起803与导向孔121A的内壁连接设置，导电组件80能够与连接凸起803固定连接。
其中，连接凸起803的一端可以与导向孔121A的内壁连接，连接凸起803的另一端可以朝向导向孔121A内侧延伸设置。作为本申请的一些实施例，导电组件80可以具有第一安装孔801，连接凸起803可以具有第二安装孔802，螺栓可以穿设于第一安装孔801和第二安装孔802以将导电组件80与芯轴121固定连接。
通过使芯轴121具有连接凸起803，能够便于将导电组件80与芯轴121固定连接在一起，而且，通过使连接凸起803位于导向孔121A，可以不占用芯轴121的外部空间，有利于提高空间利用率。
作为本申请的一些实施例，如图171所示，连接凸起803的数量可以设置为多个，例如，连接凸起803的数量可以设置为两个，通过使连接凸起803的数量为多个，可以提高导电组件80的安装牢固性。
在本实用新型的一些实施例中，连接凸起803和芯轴121一体成型，即连接凸起803和芯轴121为一体成型件，一体成型件结构强度高，通过使连接凸起803和芯轴121一体成型，可以降低连接凸起803和芯轴121分离的概率。并且，通过使连接凸起803和芯轴121一体成型，能够提高芯轴121的集成度，可以简化初级组件1的零部件装配，从而可以简化直线电机的零部件装配，有利于提高直线电机的生产装配效率。
在本实用新型的一些实施例中，如图171所示，连接凸起803包括第一子本体8031和第二子本体8032，其中，第一子本体8031的一端与导向孔121A的内壁连接设置，第一子本体8031相对的另一端朝向导向孔121A内侧延伸，第二子本体8032设置于第一子本体8031相对的另一端，也就是说，第一子本体8031的一端与导向孔121A的内壁连接设置，第一子本体8031相对的另一端与第二子本体8032连接设置，导电组件80能够与第二子本体8032固定连接。
作为本申请的一些实施例，导电组件80可以具有第一安装孔801，第二子本体8032可以具有第二安装孔802，连接件(例如螺栓)可以穿设于第一安装孔801和第二安装孔802以将导电组件80与芯轴121固定连接。如此设置可以使与导电组件80固定连接的第二子本体8032靠近导向孔121A的内侧设置，可以使连接件(例如螺栓)与导电组件80的连接处较为靠近导电组件80的中心位置，有利于提高导电组件80与芯轴121的连接稳固性。
在本实用新型的一些实施例中，如图171所示，第二子本体8032构造为圆柱体，沿芯轴121的轴向方向(即图170所示的Z方向)，第二子本体8032的轴向尺寸大于第一子本体8031的轴向尺寸，也就是说，沿芯轴121的轴向方向(即图170所示的Z方向)，第二子本体8032比第一子本体8031厚，通过将第二子本体8032构造为圆柱体，有利于提高导电组件80与芯轴121的连接稳固性，并且，通过使第二子本体8032的轴向尺寸大于第一子本体8031的轴向尺寸，可以使连接件(例如螺栓)与连接凸起803的配合面积大，从而有利于进一步提高导电组件80与芯轴121的连接稳固性。
在本实用新型的一些实施例中，如图171所示，第一子本体8031的至少部分构造为弧形段，作为本申请的一些实施例，第一子本体8031的全部结构均构造为弧形段，作为本申请的一些实施例，第一子本体8031的部分结构构造为弧形段。通过使第一子本体8031的至少部分构造为弧形段，可以使第一子本体8031的结构形式合理，在将导电组件80的至少部分插入导向孔121A的过程中，第一子本体8031能够避让导电组件80，第一子本体8031不会与导电组件80发生干涉，从而可以降低导电组件80和芯轴121的装配难度，有利于提高导电组件80和芯轴121的装配效率。
由于在加工和装配过程中，加工误差和装配误差会导致第一组件11和第二组件12不可能完全同轴，从而导致第一组件11和第二组件12偏心(即第一组件11和第二组件12的轴线不重合)，进而导致两者间径向受力不均匀而产生偏心径向磁拉力，如此，导致电机1的第一组件11在第一位置受到的第一基础阻力f1以及第一组件11在第二位置受到的第二基础阻力f2较大，从而导致电机1的基础阻力增大。
基于此，在一些实施例，至少一个铁芯123的外周面相对于第一轴线的同轴度小于或者等于0.1mm。示例性的，至少一个铁芯123的外周面相对于第一轴线的同轴度可以为0.1mm、0.09mm、0.08mm、0.07mm、0.06mm、0.05mm、0.04mm、0.03mm、0.02mm等，本申请对此不做限定。第一轴线为芯轴121上可滑动配合于第一轴承115的部分的外周面与第二轴承124的内壁面所限定的轴线。
其中，该第一轴线的拟合方式为：分别针对“芯轴121上可滑动配合于第一轴承115的部分的外周面”和“第二轴承124的内壁面”设置至少两层打点(沿芯轴121的周向打点)，每层至少6个点，以获取至少两个位置的中心，然后采用最小二乘法对获取的至少四个中心(包括上面的至少两个中心和下面的至少两个中心)进行直线拟合，所获得的轴线。
如此，通过限定至少一个铁芯123的外周面相对于第一轴线的同轴度记为第一同轴度，第一同轴度小于或者等于0.1mm，从而可以优化铁芯123外周面与第一轴线的同轴度，从而降低电机1的第一组件11在第一位置受到的第一基础阻力f1，以及第一组件11在第二位置受到的第二基础阻力f2，从而降低电机1的基础阻力。
在一些实施例中，磁体组件112的内周面相对于第二轴线的同轴度记为第二同轴度，第二同轴度小于或者等于0.1mm。示例性的，磁体组件112的内周面相对于第二轴线的同轴度可以为0.1mm、0.08mm、0.06mm、0.04mm、0.02mm等，本申请对此不做限定。
其中，第二轴线为第一轴承115的内周面与机壳111的远离安装孔111A的一端的内周面所限定的轴线。
需要说明的是，该第二轴线的拟合方式为：分别针对“第一轴承115的内周面”和“机壳111的远离安装孔111A的一端的内周面”设置至少两层打点(沿第一轴承115的周向打点)，每层至少6个点，以获取至少两个位置的中心，然后采用最小二乘法对获取的至少四个中心(包括上面的至少两个中心和下面的至少两个中心)进行直线拟合，所获得的轴线。
第一组件和第二组件的偏心量基本等于第一同轴度、第二同轴度和上轴承与芯轴之间的单边间隙量之和，在上轴承与芯轴之间的单边间隙量为0.5X，即不小于0.1mm，且不大于0.4mm。那么第一组件和第二组件的偏心量不大于0.2mm。如图46-49所示，第一组件和第二组件的偏心量为0.1mm时，磁偏拉力比较小，当偏心量达到0.3mm时，磁偏拉力比较大，可以理解为偏心量越大，磁偏拉力越大，一般是需要将偏心量控制到0.2mm以下。
如此，通过对铁芯123的外周面与第一轴线的同轴度优化、磁体组件112的内周面与第二轴线的同轴度优化，进而优化了铁芯123与磁体组件112的同轴度，从而降低了径向摩擦力，有效降低了第一组件11在第一位置受到的阻力f1，以及第一组件11在第二位置受到的阻力f2，从而降低电机1的基础阻力。
在一些实施例中，沿第一方向，第一组件11能够相对于第二组件12在第一位置和第二位置之间移动。沿第二方向，第一组件11能够相对于第二组件12在第一周向极限位置和第二周向极限位置之间转动，第一周向极限位置和第二周向极限位置之间对应的圆心角α大于或者等于4°，且小于或者等于28°。
如此，第一组件11和第二组件12之间周向可以相对转动，避免了严格限制第一组件11和第二组件12的周向位移增加了沿第一方向往复移动的摩擦阻力，以降低电机1的基础阻力，降低能量损耗；并限定第一组件11和第二组件12的两个周向极限位置，避免因转动角度过大造成的检测误差，保证电机1的检测和控制精度。
进一步地，在电机1驱动第一组件11相对于第二组件12沿着第一方向在第一位置和第二位置之间移动时，影响第一组件11和第二组件12的系统基础阻力的因素较多，其中重要的一个原因是第一组件11和第二组件12之间往往出现沿着第二方向偏移力，也就是说，第一组件11和第二组件12之间会出现沿着电机1周向的阻力。可以理解的是，为了保证第一组件11和第二组件12之间稳定性，往往会限制第一组件11和第二组件12沿第二方向的周向转动，但这样会增加第一组件11和第二组件12沿第一方向的阻尼，进而增大电机1的基础阻力。
在本申请实施方式中，电机1的第一组件11和第二组件12之间沿第二方向在第一周向极限位置和第二周向极限位置之间转动，第一周向极限位置和第二周向极限位置之间对应的圆心角α大于或者等于4°，且小于或者等于28°。也就是说，第一组件11和第二组件12在沿第一方向轴向移动时，第一组件11和第二组件12还可以在第一周向极限位置和第二周向极限位置之间周向移动。也就是说，本申请实施方式的第一组件11和第二组件12避免在周向的完全无法移动的状态，以降低摩擦的阻力系数，进而降低了电机1的基础阻力。
另外，需要说明的是，在本申请实施方式中，不限定第一周向极限位置和第二周向极限位置的具体方位，第一周向极限位置和第二周向极限位置只是第一组件11和第二组件12的相对位置概念。“第一组件11还可相对于第二组件12沿第二方向在第一周向极限位置和第二周向极限位置之间转动，第一周向极限位置和第二周向极限位置之间对应的圆心角α大于或者等于4°，且小于或者等于28°”指的是，第一组件11和第二组件12在运动的过程中保持同心设置，此时，第二组件12相对第一组件11沿周向的相对转动范围为4°-28°。
请参阅图68，在一些实施例中，圆心角α大于或者等于10°，且小于或者等于28°；
或者，圆心角α大于或者等于10°，且小于或者等于24°；
或者，圆心角α大于或者等于14°，且小于或者等于24°。
如此，圆心角α设置在这个范围内，既可以满足第一组件11和第二组件12在沿第一方向移动时的自由转动角，从而减小对基础阻力的影响，又可以避免因第一组件11和第二组件12转动角度过大影响第一组件11和第二组件12的相对位置检测。
示例性地，在一个例子中，第一周向极限位置和第二周向极限位置之间对应的圆心角α大于或者等于10°，且小于或者等于28°，也就是说，第一周向极限位置和第二周向极限位置之间的范围为18°。在这样的例子中，第一组件11和第二组件12之间的转动范围较大，在电机1的实际使用的过程中，可以减小对周向运动对第一方向运动的影响。
在另一个例子中，第一周向极限位置和第二周向极限位置之间对应的圆心角α大于或者等于10°，且小于或者等于24°，也就是说，第一周向极限位置和第二周向极限位置之间的范围为14°。在这样的例子中，圆心角α的范围进一步降低，可以避免第一组件11和第二组件12沿周向运动对位置检测的影响。
在又一个例子中，第一周向极限位置和第二周向极限位置之间对应的圆心角α大于或者等于14°，且小于或者等于24°，也就是说，第一周向极限位置和第二周向极限位置之间的范围为10°。在这样的例子中，圆心角α的范围进一步降低，可以避免第一组件11和第二组件12沿周向运动对位置检测的影响。
在本申请实施方式中，对电机1的尺寸和型号不做限定，以满足不同的需求。在一个实施例中，在电机1型号较小，第一组件11和第二组件12沿第一方向移动的行程较小时，可以应用圆心角α大于或者等于14°，且小于或者等于24°这个范围。在这样的电机1中，第一组件11和第二组件12沿第一方向移动的行程较小，发生转动的角位移也会变小，进而需要更加精确的位置检测。
在另一个实施例中，在电机1的功率较大，第一组件11和第二组件12沿第一方向移动的行程较大时，可以应用圆心角α大于或者等于10°，且小于或者等于24°这个范围。在这样的电机1中，第一组件11和第二组件12沿第一方向移动的行程较大，发生转动的角位移也会变大，进而需要位置检测精确下降。
请参阅图68，在一些实施例中，第一组件11套设于第二组件12的外周，第一组件11和第二组件12之间设有气隙，且第一组件11和第二组件12之间在气隙内无周向限位结构。
如此，第一组件11和第二组件12之间无直接连接，进一步降低基础阻力，避免基础阻力过大，造成能量损耗。
请参阅图68和图69，图69为本申请实施例提供的电机中第一部件和第二部件的位置关系示意图。在一些实施例中，电机1还包括位置检测装置44E，位置检测装置44E用于检测第一组件11和第二组件12在第一方向上的相对位置，位置检测装置44E包括第一部件43E和第二部件42E，第一部件43E固定于第一组件11，第二部件42E固定于第二组件12，在第一组件11相对于第二组件12转动时，第一部件43E相对于第二部件42E转动；
其中，第一方向为第一组件11相对于第二组件12的移动方向。
如此，位置检测装置44E可以通过第一部件43E和第二部件42E对第一组件11和第二组件12的相对位置进行检测，进而可以根据位置检测装置44E的信号确定电机1所处的状态。
具体地，在第一组件11相对第二组件12沿着第一方向向上移动时，可以带动第一部件43E相对第二部件42E沿着第一方向向上移动，此时，位置检测装置44E可以将检测到的位置以及速度信号传输回车辆100的控制系统。控制系统可以根据该检测信号，实现对车辆100的车体以及车轮的控制。
当然，在其他实施方式中，还可以是第一部件43E固定于第二组件12，第二部件42E固定于第一组件11，具体在此不做限定。
请参阅图68，在一些实施例中，第一部件43E为栅条，第二部件42E为传感器读头；
栅条的朝向传感器读头的表面为弧面，栅条的朝向传感器读头的表面沿第二方向延伸。
如此，在第一组件11和第二组件12之间沿第一方向相对移动的同时发生相对转动时，只需要第一组件11和第二组件12处于转动范围内，传感器读头就可以对栅条的弧面进行读取检测，进而检测第一组件11和第二组件12的相对位置。
请参阅图68，在一些实施例中，传感器读头与栅条间隔设置。
如此，传感器读头与栅条间隔设置，也就是说，传感器读头与栅条为非接触式位置检测装置44E，这样，进一步降低了第一组件11和第二组件12之间的系统摩擦力，从而进一步降低电机1的能量损耗。
请参阅图68，在一些实施例中，传感器读头为光传感器读头，栅条为光栅。
如此，位置传感器通过光栅和光传感器读头进行位置检测，检测速度更快，检测精度更高。同时，通过光栅和光传感器读头可以实现无接触测量，并且降低对电机1中磁体组件和绕组结构的影响。
具体地，第二部件42E还可以包括光源，光源配合光传感器读头以及光栅，可以在不影响电机1磁场的前提下，实现第一组件11和第二组件12位置的精确检测。同时，由于通过光学信号进行检测，无需对第一部件43E和第二部件42E进行实体的接触，进而避免了增加第一组件11和第二组件12之间的系统摩擦力的效果。光学检测的检测速度快，同时可以对第一组件11和第二组件12之间的线性位移、角度位移、沿第一方向的速度以及加速度进行检测。
请参阅图68，在一些实施例中，传感器读头还可相对于栅条沿第二方向在第一周向极限位置和第二周向极限位置之间转动。
如此，栅条可以包括一个与第一组件11同等弧度的弧面，传感器读头可以对这个弧面进行检测。同时，在第一组件11和第二组件12沿着第二方向在第一周向极限位置和第二周向极限位置之间转动时，传感器读头也可以相对于栅条沿第二方向在第一周向极限位置和第二周向极限位置之间转动。也就是说，无论第一组件11和第二组件12之间如何沿第二方向转动，传感器读头均可以对栅条进行数据读取，进而实现位置检测。
在一些实施例中，电机1的波动力的控制主要是控制电机1的波动力的最大值，以通过控制波动力减小电机1的空载阻力。其中，磁体组件112在第一方向上的高度误差(包括加工误差和装配误差)会产生磁极位置在第一方向上偏移，从而产生较大的齿槽(即线圈槽)力波动。齿槽力波动较大会造成电机1的波动力较大，从而影响电机的阻力(包括空载阻力和对电机通电时电机的阻力两种情况)。
为了减小磁体组件112在第一方向上的公差，以控制系统波动力在较小的范围内，在一些实施例中，电机1包括第一组件11和第二组件12。第一组件11可相对于第二组件12沿第一方向往复运动；第一组件11和第二组件12中的一者包括绕组结构122，另一者包括磁体组件112。示例性的，第一组件11为动子组件，第一组件11包括绕组结构122。第二组件12为定子组件，第二组件12包括磁体组件112。又示例性的，第一组件11为定子结构，第一组件11包括磁体组件112，第二组件12为动子组件，第二组件12包括绕组结构122。
通过上述技术手段实施，得到的电机如第五电机至第七电机。第五电机至第七电机的使用寿命和舒适性都达到了非常好的状态。
需要说明的是，尽管第五电机至第七电机采用几乎相同的方案，但是，每台电机的装配及零部件总会有误差，以及检测的环境、精度等影响不可避免的采集的数据略有不同。
以上，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以权利要求的保护范围为准。

Claims (38)

  1. 一种电机，其特征在于，包括：
    第一组件(11)和第二组件(12)，所述第一组件(11)和所述第二组件(12)可相对移动；当所述电机处于断电状态，且所述电机以竖直方向设置时，若控制所述第二组件(12)相对于所述第一组件(11)以目标速度移动，f为所述第二组件(12)受到的空载阻力，所述空载阻力f满足：6N≤|f|≤299N，“||”表示取绝对值。
  2. 根据权利要求1所述的电机，其特征在于，所述空载阻力f满足：17N≤|f|≤277N；
    或者，所述阻力f满足：42N≤|f|≤276N；
    或者，所述阻力f满足：36N≤|f|≤212N；
    或者，所述阻力f满足：21N≤|f|≤193N；
    或者，所述阻力f满足：13N≤|f|≤189N；
    或者，所述阻力f满足：21N≤|f|≤276N。
  3. 根据权利要求1所述的电机，其特征在于，所述第二组件(12)相对所述第一组件(11)往复移动的整个行程中，所述第二组件(12)受到的空载阻力值|f|在【6N,299N】之间的任一区间内变化；或者，所述第二组件(12)受到的空载阻力值|f|在【13N,276N】之间的任一区间内变化；或者，所述第二组件(12)受到的空载阻力值|f|在【21N,276N】之间的任一区间内变化；或者，所述第二组件(12)受到的空载阻力值|f|在【36N,276N】之间的任一区间内变化；或者，所述第二组件(12)受到的空载阻力值|f|在【36N,212N】之间的任一区间内变化；或者，所述第二组件(12)受到的空载阻力值|f|在【42N,276N】之间的任一区间内变化。
  4. 根据权利要求1所述的电机，其特征在于，所述第二组件(12)可相对于所述第一组件(11)在第一位置与第二位置之间移动；
    所述电机在所述第二组件(12)处于所述第一位置时的长度为第一长度，所述电机在所述第二组件(12)处于所述第二位置时的长度为第二长度，所述第一长度小于所述第二长度；
    在所述第二组件(12)相对于所述第一组件(11)移动过程中，所述第二组件(12)在所述第一位置受到的基础阻力为第一基础阻力f1，所述第一基础阻力f1满足：20.4N≤|f1|≤150N。
  5. 根据权利要求1所述的电机，其特征在于，所述第二组件(12)可相对于所述第一组件(11)在第一位置与第二位置之间移动；
    所述电机在所述第二组件(12)处于所述第一位置时的长度为第一长度，所述电机在所述第二组件(12)处于所述第二位置时的长度为第二长度，所述第一长度小于所述第二长度；
    在所述第一组件(11)相对于所述第二组件(12)移动过程中，所述第二组件(12)在所述第一位置受到的基础阻力为第一基础阻力f1，所述第一基础阻力f1满足：(0.008*F1+6N)N≤|f1|≤150N；其中，F1是所述电机的最大推力值。
  6. 根据权利要求5所述的电机，其特征在于，所述第一基础阻力f1满足：24N≤|f1|≤140N；
    或者，所述第一基础阻力f1满足：24N≤|f1|≤130N；
    或者，所述第一基础阻力f1满足：24N≤|f1|≤120N。
  7. 根据权利要求5所述的电机，其特征在于，在所述第二组件(12)相对于所述第一组件(11)移动过程中，所述第二组件(12)在所述第一位置与所述第二位置之间的中点位置受到的基础阻力为第三基础阻力f3，所述第三基础阻力f3满足：1≤|f3|/|f1|≤1.5。
  8. 根据权利要求1所述的电机，其特征在于，所述第一组件(11)与所述第二组件(12)之间设有至少一个轴承(51D)，所述轴承(51D)固定于所述第一组件(11)和所述第二组件(12)的其中一者，所述第一组件(11)和所述第二组件(12)的另一者可滑动配合于所述轴承(51D)。
  9. 根据权利要求8所述的电机，其特征在于，所述第一组件(11)和所述第二组件(12)相对运动速度小于100mm/s时，所述第一组件(11)和所述第二组件(12)的所述另一者与所述轴承(51D)之间的摩擦系数μ1满足：0.1≤μ1≤0.15；或者，0.1≤μ1≤0.165；或者，0.12≤μ1≤0.135；或者，0.1≤μ1≤0.145。
  10. 根据权利要求8所述的电机，其特征在于，所述轴承(51D)包括基体(41)和第一固体润滑件；
    所述基体(41)具有第一配合面，所述第一配合面适于配合所述第一组件(11)和所述第二组件(12)的所述另一者；
    所述第一固体润滑件的至少部分设于所述第一配合面或者露出于所述第一配合面；
    所述第一组件(11)和所述第二组件(12)的所述另一者包括主体件(51A)和耐磨件(51B)；
    所述主体件(51A)具有第二配合面(51C)，所述第二配合面(51C)适于配合所述轴承(51D)；
    所述耐磨件(51B)的至少部分设于所述第二配合面(51C)或者露出于所述第二配合面(51C)。
  11. 根据权利要求8所述的电机，其特征在于，所述至少一个轴承(51D)包括第一轴承(51D)(115)，所述第一轴承(51D)(115)固定于所述第一组件(11)，所述第二组件(12)包括芯轴(121)，所述芯轴(121)可滑动穿设于所述第一轴承(51D)(115)内。
  12. 根据权利要求11所述的电机，其特征在于，所述第一轴承(51D)(115)的内径与所述芯轴(121)的外径之差X满足：20μm≤X≤80μm。
  13. 根据权利要求11所述的电机，其特征在于，所述第一组件(11)包括机壳(111)，所述机壳(111)沿第一方向的一端设有安装孔(111A)，所述第一轴承(51D)(115)容置于所述安装孔(111A)内，并与所述机壳(111)固定；
    其中，所述第一方向为所述第一组件(11)相对于所述第二组件(12)的移动方向。
  14. 根据权利要求11所述的电机，其特征在于，所述第一组件(11)还包括导向件(114)，所述导向件(114)与所述机壳(111)相对固定；
    所述芯轴(121)内设有导向孔(121A)，所述导向件(114)容置于所述导向孔(121A)内；当所述第二组件(12)相对于所述第一组件(11)移动时，所述导向件(114)在所述导向孔(121A)内移动；
    所述第二组件(12)还包括第二轴承(51D)(124)，所述第二轴承(51D)(124)设于所述导向孔(121A)内，所述导向件(114)可滑动穿设于所述第二轴承(51D)(124)内。
  15. 根据权利要求14所述的电机，其特征在于，所述第二轴承(51D)(124)的内径与所述导向件(114)的外径之差Y满足：20μm≤Y≤80μm。
  16. 根据权利要求13所述的电机，其特征在于，所述第二组件(12)还包括绕组结构(122)，所述绕组结构(122)固定于所述芯轴(121)，并容置于所述机壳(111)内；
    所述绕组结构(122)用于驱动所述第一组件(11)相对于所述绕组结构(122)移动；
    所述第二组件(12)还包括至少一个铁芯(123)，所述至少一个铁芯(123)固定于所述芯轴(121)，所述绕组结构(122)设于所述至少一个铁芯(123)。
  17. 根据权利要求16所述的电机，其特征在于，所述至少一个铁芯(123)的外周面相对于第一轴线的同轴度小于或者等于0.1mm；
    其中，所述第一轴线为所述芯轴(121)上可滑动配合于所述第一轴承(51D)(115)的部分的外周面与所述第二轴承(51D)(124)的内壁面所限定的轴线。
  18. 根据权利要求16所述的电机，其特征在于，所述第一组件(11)还包括磁体组件(112)，所述磁体组件(112)设于所述机壳(111)并与所述机壳(111)固定，所述绕组结构(122)与所述磁体组件(112)配合，以驱动所述第一组件(11)相对于所述绕组结构(122)移动。
  19. 根据权利要求18所述的电机，其特征在于，所述磁体组件(112)的内周面相对于第二轴线的同轴度小于或者等于0.1mm；
    其中，所述第二轴线为所述第一轴承(51D)(115)的内周面与所述机壳(111)的远离所述安装孔(111A)的一端的内周面所限定的轴线。
  20. 根据权利要求18所述的电机，其特征在于，所述磁体组件(112)包括多个磁体(1125)，所述多个磁体(1125)在第一方向上依次层叠设置，在第二方向上所述多个磁体(1125)通过第一胶层(112B)固定于所述机壳(111)，所述多个磁体(1125)形成有在第二方向相对设置的第一表面和第二表面，所述第一表面与所述第一胶层(112B)固定连接；
    其中，所述第二表面的平整度小于所述第一表面的平整度，所述第一方向和第二方向垂直。
  21. 根据权利要求20所述的电机，其特征在于，所述第二表面的平整度小于或者等于0.08mm。
  22. 根据权利要求20所述的电机，其特征在于，所述第一表面的平整度大于0.1mm。
  23. 根据权利要求18所述的电机，其特征在于，所述磁体组件(112)包括沿所述第一方向层叠的第一对磁极和第二对磁极；所述第一对磁极在所述第一方向上的尺寸大于或等于Q-x2，且小于或等于Q-x1，所述第二对磁极在所述第一方向上的尺寸大于或者等于Q+x1，且小于或者等于Q+x2；
    其中，Q大于0，0≤x1＜x2≤0.04mm。
  24. 根据权利要求23所述的电机，其特征在于，x1和x2满足：0≤x1＜x2≤0.02mm。
  25. 根据权利要求23所述的电机，其特征在于，所述第一对磁极包括M个，所述第二对磁极包括N个，其中，|M-N|≤3，||为绝对值。
  26. 根据权利要求1所述的电机，其特征在于，所述第一组件(11)可相对于所述第二组件(12)在第一位置与第二位置之间移动；
    所述电机在所述第一组件(11)处于所述第一位置时的长度为第一长度，所述电机在所述第一组件(11)处于所述第二位置时的长度为第二长度，所述第一长度小于所述第二长度；
    在所述第一组件(11)相对于所述第二组件(12)移动过程中，所述第一组件(11)在所述第一位置受到的阻力f1和所述第一组件(11)在所述第二位置受到的阻力f3满足：10N≤|f3-f1|≤50N；或者，
    在所述第二组件(12)相对于所述第一组件(11)移动过程中，所述第二组件(12)在所述第一位置受到的阻力f1和所述第二组件(12)在所述第二位置受到的阻力f3满足：10N≤|f3-f1|≤50N。
  27. 根据权利要求26所述的电机，其特征在于，所述机壳(111)为筒状结构，所述导向件(114)包括至少部分容置于所述导向孔(121A)内的导杆部，所述机壳(111)的内径为第一直径d1，所述导杆部的外径为第二直径d2，所述第一直径d1与第二直径d2满足：0.175×d1＜d2＜0.4×d1。
  28. 根据权利要求27所述的电机，其特征在于，所述导向件(114)还包括设于所述导杆部的周壁的底盘部，所述底盘部与所述机壳(111)固定；
    所述底盘部在所述第一方向上的高度为第一高度h1，所述导杆部在所述第一方向上的高度为第二高度h2，所述第一高度h1与所述第二高度h2满足：0.028×h2＜h1＜0.11×h2。
  29. 根据权利要求13所述的电机，其特征在于，所述安装孔(111A)的内壁面与所述芯轴(121)的外周面之间设有密封件，所述密封件固定于所述机壳(111)，所述芯轴(121)可滑动配合于所述密封件。
  30. 根据权利要求29所述的电机，其特征在于，所述密封件包括环形骨架(141)以及设于所述环形骨架(141)的密封件本体(142)，所述环形骨架(141)固定于所述机壳(111)，所述芯轴(121)可滑动配合于所述密封件本体(142)；
    所述密封件本体(142)包括第一密封部分(1421)和第二密封部分(1422)；所述第一密封部分(1421)的径向尺寸小于所述第二密封部分(1422)的径向尺寸。
  31. 根据权利要求29所述的电机，其特征在于，所述密封件本体(142)还包括第一弹性件(1423)和第二弹性件(1424)；所述第一弹性件(1423)设于所述第一密封部分(1421)与所述安装孔(111A)的内壁面之间，所述第二弹性件(1424)设于所述第二密封部分(1422)与所述安装孔(111A)的内壁面之间，所述第一弹性件(1423)的径向尺寸大于所述第二弹性件(1424)的径向尺寸。
  32. 根据权利要求29所述的电机，其特征在于，所述密封件包括环形骨架(141)以及设于所述环形骨架(141)的密封件本体(142)，所述环形骨架(141)固定于所述机壳(111)，所述芯轴(121)可滑动配合于所述密封件本体(142)；
    所述密封件本体(142)包括第一密封部分(1421)；在所述芯轴(121)的周向上的毫米单位长度上，所述第一密封部分(1421)向所述芯轴(121)施加的径向力为第一径向力，所述第一径向力大于或者等于0.25N/mm，且小于或者等于0.35N/mm。
  33. 根据权利要求29所述的电机，其特征在于，所述密封件包括环形骨架(141)以及设于所述环形骨架(141)的密封件本体(142)，所述环形骨架(141)固定于所述机壳(111)，所述芯轴(121)可滑动配合于所述密封件本体(142)；
    所述密封件本体(142)包括第一密封部分(1411)和第二密封部分(1412)；在所述芯轴(121)的周向上的毫米单位长度上，所述第一密封部分(1421)向所述芯轴(121)施加的径向力为第一径向力，所述第二密封部分(1412)向所述芯轴(121)施加的径向力为第二径向力，所述第二径向力小于所述第一径向力。
  34. 根据权利要求33所述的电机，其特征在于，所述第二径向力大于或者等于0.1N/mm，且小于或者等于0.2N/mm。
  35. 根据权利要求1-34任一项所述的电机，其特征在于，所述第一组件(11)可相对于所述第二组件(12)沿第二方向在第一周向位置和第二周向位置之间转动；
    其中，所述第二方向与所述第一方向垂直，且所述第一周向位置和所述第二周向位置之间对应的圆心角α大于或者等于0°，且小于或者等于28°。
  36. 根据权利要求35所述的电机，其特征在于，所述圆心角α大于或者等于4°，且小于或者等于24°，或，所述圆心角α大于或者等于4°，且小于或者等于26.5°。
  37. 一种悬架组件，其特征在于，包括权利要求1-36任一项所述的电机、塔顶组件(2)和弹簧(3)，所述塔顶组件(2)设于所述电机的第一组件(11)和第二组件(12)的其中一者，且所述塔顶组件(2)适于连接车身(10)，所述弹簧(3)设于所述塔顶组件(2)与所述第一组件(11)和所述第二组件(12)的另一者之间，且所述第一组件(11)和所述第二组件(12)的所述另一者适于连接车轮(20)。
  38. 一种车辆，其特征在于，包括如权利要求1-36任一项所述的电机，或者，包括如权利要求37所述的悬架组件。
PCT/CN2024/144699 2024-05-06 2024-12-31 电机、悬架组件及车辆 Pending WO2025232255A1 (zh)

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JP2011131611A (ja) * 2009-12-22 2011-07-07 Aisin Seiki Co Ltd 車両の電磁サスペンション装置
US20160001621A1 (en) * 2014-07-03 2016-01-07 Honda Motor Co., Ltd. Electromagnetic damper
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WO2018193881A1 (ja) * 2017-04-20 2018-10-25 Ｋｙｂ株式会社 モータ駆動装置
US20230234417A1 (en) * 2020-05-27 2023-07-27 Marelli Suspension Systems Italy S.P.A. Vehicle Provided With A Suspension And An Electromechanical Rotary Device For Controlling The Suspension, And Method For Controlling Motion Of A Vehicle Suspension
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JP2011131611A (ja) * 2009-12-22 2011-07-07 Aisin Seiki Co Ltd 車両の電磁サスペンション装置
US20160001621A1 (en) * 2014-07-03 2016-01-07 Honda Motor Co., Ltd. Electromagnetic damper
CN106224425A (zh) * 2016-08-16 2016-12-14 江苏大学 一种基于混合励磁的半主动馈能悬架减振器及其尺寸确定方法
WO2018193881A1 (ja) * 2017-04-20 2018-10-25 Ｋｙｂ株式会社 モータ駆動装置
US20230234417A1 (en) * 2020-05-27 2023-07-27 Marelli Suspension Systems Italy S.P.A. Vehicle Provided With A Suspension And An Electromechanical Rotary Device For Controlling The Suspension, And Method For Controlling Motion Of A Vehicle Suspension
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