Unidirectional single-layer multi-rotor motor structure and hub motor

Abstract

The utility model discloses a one-way single-layer multi-rotor motor structure and a hub motor. The motor structure comprises a single-phase multi-rotor motor set which is installed in a circumferential closed loop mode with a main shaft of the motor as the center and a main shaft fluted disc which is fixed to the main shaft and used for outputting motor torque. Rotors and stators in the single-phase multi-rotor motor set are alternately arranged, semicircular magnetic poles are arranged on the two sides of each stator with a winding groove as the center, and a permanent magnet rotor is coupled with the semicircular magnetic poles of the stators on the two adjacent sides to form a single-phase small motor. The main shaft fluted disc serves as a timing gear to be meshed with the pinions arranged on the rotor shafts so as to drive the rotors of the single-phase small motors to operate continuously, and meanwhile serves as a thrust gear to output motor torque. The motor structure has the advantages of higher rotating speed, higher working efficiency, small volume, light weight and simple structure, and particularly, the magnetic pole magnetic circuit of a single rotor is short, the magnetic resistance is small, and the magnetic heat loss is lower. The hub motor provided by the utility model has the advantages of higher rotating speed, higher efficiency, smaller volume and lighter weight.

Description

Technical Field

[0001] The utility model relates to a unidirectional single-layer multi-rotor motor structure and a hub motor. Background Art

[0002] Motors have been used as an existing technology for more than 100 years. However, there are more and more applications for motors, which puts higher requirements on motors. The current scientific research field generally focuses on how to improve the performance of existing motors. The main research direction is to develop new motors with small size, light weight, high efficiency, simple structure and adaptability to more different applications.

[0003] For existing high-power motors, increasing the motor design speed is a simple way to reduce size, reduce weight and improve efficiency. However, due to the large rotor diameter and heavy weight of high-power motors, the increase in speed will cause the centrifugal force of the rotor to increase exponentially. For example, the current 200kw motor for automobiles has a maximum speed of 20,000 rpm, which is close to the physical limit of the material. Therefore, it is impossible to achieve various performance improvements at a higher speed.

[0004] In recent years, electric vehicles have developed rapidly, and replacing fuel vehicles has become a major trend. The hub motors of existing electric vehicles are commonly three-phase synchronous motors, three-phase asynchronous motors, electromagnetic motors, and switched reluctance motors. The basic structure is composed of a stator and a rotor and is connected to the wheel through a reduction gearbox and a differential through a drive shaft. The motor is generally installed between the front and rear axles. For electric vehicles, the weight reduction of the drive unit represents a greater thrust-to-weight ratio and less encroachment on the space of the member compartment. In order to use limited battery power to travel more mileage, the motor is required to have light weight, small size, high efficiency and other performance. Therefore, it is necessary to increase the motor speed to achieve its purpose. However, as analyzed above, the maximum speed of the hub motor currently used in electric vehicles has reached 20,000 rpm, which is close to the physical limit of the material, and it is also impossible to achieve various performance improvements at a higher speed.

[0005] Of course, for motors, the smaller the motor rotor, the smaller the centrifugal force, that is, a higher speed can be achieved. Therefore, the industry has designed multi-rotor motors to solve this problem. Although there are some patent solutions for multi-rotor motors, all existing solutions have various problems and are impossible to be applied in practice. And for cars, especially small cars, the unsprung mass is an important factor affecting the vehicle's handling, stability, comfort, and energy consumption. Therefore, all current solutions involving hub motors have various problems. There is no better feasible solution for application. The main reason is that the wheel speed is only more than 1,000 revolutions per minute when the car speed is 100 kilometers per hour. Generally, hub motors rotate synchronously with the wheels. It is unrealistic to output a synchronous motor that can meet the torque required by general vehicles at such a low speed, and even if hub motors are used, the unsprung mass will inevitably increase significantly, causing many performance of the vehicle to decline. If the wheel-side motor does not participate in the unsprung mass, a very complex connection mechanism is required, and the cost is extremely high and the commercial value is low. Therefore, the hub motors and wheel-side motors of the existing technology have rarely been used so far. Summary of the invention

[0006] The purpose of the utility model is: on the one hand, the utility model is to provide a unidirectional single-layer multi-rotor motor structure that can achieve higher speed and higher working efficiency while being small in size, light in weight, and simple in structure, especially a single rotor with a short magnetic pole magnetic circuit, small magnetic resistance, and lower magnetic heat loss.

[0007] The technical scheme of the utility model is: a unidirectional single-layer multi-rotor motor structure, characterized in that it comprises a single-phase multi-rotor motor group installed in a circumferential closed loop with the main shaft of the motor as the center, and a main shaft gear plate fixed to the main shaft for outputting the motor torque; the single-phase multi-rotor motor group is formed by the rotor and the stator being installed in series in the circumferential direction in an alternating ring, wherein each stator center is provided with a winding groove for winding the stator coil, and corresponding semicircular magnetic poles are provided on both sides of the winding groove as the center, respectively coupling two adjacent permanent magnet rotors, and each permanent magnet rotor is simultaneously coupled with the semicircular magnetic poles of the stators on both sides to form a single-phase small motor;

[0008] The main shaft gear plate is meshed with the pinion fixed on the rotor shaft of each rotor, and when meshing, the magnetic field directions of each rotor remain consistent, so that the main shaft gear plate serves as the timing gear of the rotor of each single-phase small motor to limit the angular relationship that all rotor magnetic fields need to correspond to, so as to drive the rotor of each single-phase small motor to operate continuously, and also serves as the thrust gear of the rotor of each single-phase small motor to output the motor torque.

[0009] Furthermore, in the utility model, at least one of the rotor shafts is equipped with an angular displacement sensor for detecting the magnetic field angle and angular velocity of the rotor in any single-phase small motor to control the speed of the entire motor, and the angular displacement sensor is one of a rotary transformer, an electromagnetic coil sensor and a Hall sensor.

[0010] Furthermore, the stator coils in the winding slots of the stator in the utility model are wound using flat wire windings.

[0011] Furthermore, the number of teeth of the pinion gear in the present invention can be divided by 3.

[0012] Another object of the utility model is to provide a hub motor, which is characterized by including a unidirectional single-layer multi-rotor motor structure mentioned in the above scheme, so that it can be used in electric vehicles as a power output component and has an advantage in speed.

[0013] As a practical application of the above-mentioned hub motor, we further designed its specific structure as follows:

[0014] On the basis of the unidirectional single-layer multi-rotor motor structure, the hub motor also includes a motor housing for fixing the single-phase multi-rotor motor group and a motor end cover and a sprocket end cover which are respectively fastened and fixed to the motor housing from both sides. A sprocket oil chamber for sealing the main shaft sprocket is formed between the motor housing and the sprocket end cover. A main shaft is fixed at the center of the main shaft sprocket. One end of the main shaft is led out through a central shaft hole provided on the sprocket end cover to fix a hub fixing flange, which is then fixed to the wheel hub on the inner side of the automobile tire by the hub fixing flange, and the other end of the main shaft is supported in the motor housing by a bearing. The bearing includes a bearing inner ring and a bearing outer ring. The bearing inner ring is fixed to the main shaft, and the bearing outer ring is fixed to the motor housing. The motor housing is then fixed to the wheel fixing frame of the automobile. In the structural design of the hub motor, the vehicle body load-bearing force is directly transferred from the tire to the outer ring of the bearing and then acts on the wheel fixing frame. The motor housing, the outer ring of the bearing and the wheel fixing frame are fixed together. The motor housing only needs to provide the support force of the motor itself and does not bear the weight of the vehicle body. Therefore, the strength requirements of the motor housing are greatly reduced, the weight is reduced, and the structure is extremely simple.

[0015] Furthermore, in the above-mentioned hub motor of the utility model, the motor housing includes a supporting end wall for being fastened and fixed with the gear disc end cover to form the gear disc oil chamber, and an outer ring wall formed on the supporting end wall and an inner ring wall located on the inner side of the outer ring wall, and an annular groove for embedding the single-phase multi-rotor motor group is formed between the inner ring wall and the outer ring wall; and an outer annular cooling water channel surrounding the annular groove is provided in the outer ring wall, and an inner annular cooling water channel surrounding the annular groove is provided on the inner ring wall, and the motor end cover is fastened with the motor housing to close the outer annular cooling water channel and the inner annular cooling water channel; and a water inlet is provided at the head end of the outer annular cooling water channel, and its terminal end is connected with the head end of the inner annular cooling water channel, and a water outlet is provided at the terminal end of the inner annular cooling water channel; or, a water inlet is provided at the head end of the inner annular cooling water channel, and its terminal end is connected with the head end of the outer annular cooling water channel, and a water outlet is provided at the terminal end of the outer annular cooling water channel; the bearing outer ring is fixed to the supporting end wall, and the wheel fixing frame is fixed to the inner annular wall.

[0016] In actual implementation, the outer circumference of the bearing outer ring can be formed with a plurality of positioning ears, and corresponding positioning holes are provided on the positioning ears and the support end wall for inserting screws to fix the two. The outer circumference of the wheel fixing frame, the inner circumference of the inner ring wall and the inner circumference of the motor end cover can all be formed with a plurality of positioning ears corresponding to the positioning holes for inserting screws to fix the three.

[0017] Furthermore, in the above-mentioned hub motor of the utility model, the outer annular cooling water channel and the inner annular cooling water channel are both provided with a water inlet and a water outlet separated by a partition, wherein:

[0018] The water outlet of the outer annular cooling water channel is connected with the water inlet of the inner annular cooling water channel through a connecting water channel arranged in the motor end cover, and the motor end cover is provided with an end cover water inlet hole connected with the water inlet of the outer annular cooling water channel and an end cover water outlet hole connected with the water outlet of the inner annular cooling water channel, or the water outlet of the inner annular cooling water channel is connected with the water inlet of the outer annular cooling water channel through a connecting water channel arranged in the motor end cover, and the motor end cover is provided with an end cover water inlet hole connected with the water inlet of the inner annular cooling water channel and an end cover water outlet hole connected with the water outlet of the outer annular cooling water channel;

[0019] A cooling water cover is also fixed on the motor end cover, and the cooling water cover is provided with a water inlet interface connected to the water inlet hole of the end cover and a drainage interface connected to the water outlet hole of the end cover.

[0020] In the above-mentioned hub motor structural design of the utility model, cooling water channels are arranged on the inner and outer ring walls of the motor housing, so that both sides of the stator can obtain a larger heat dissipation area, achieving a good heat dissipation effect.

[0021] Furthermore, in the above-mentioned wheel hub motor of the utility model, a hollow brake mounting column is provided at the center of the support end wall, the bearing is located inside the brake mounting column, and a brake chamber is formed between the support end wall, the inner ring wall and the outer ring of the bearing of the motor housing, in which a drum brake is provided, which includes a brake shoe and a brake drum, the brake shoe is fixed on the brake mounting column, and the brake drum is fixed to the main shaft and is located outside the brake shoe; the wheel fixing frame is fixed to the motor housing as a brake chamber cover to close the brake chamber. Obviously, the motor housing serves as both a mounting shell of the motor and a brake chamber, and the inner ring wall also serves as a load-bearing connection frame between the wheel hub motor and the frame or the frame shock-absorbing connection device. The wheel fixing frame is fixed to the motor housing as a brake chamber cover to close the brake chamber.

[0022] Furthermore, in the above-mentioned wheel hub motor of the utility model, the rotor shaft on which the angular displacement sensor is installed is led out through the opening on the motor end cover to install the angular displacement sensor. The structure is extremely simple and easy to install. Compared with the rotary transformer of the existing magnetic induction motor, it is very easy to adjust the corresponding rotor angle.

[0023] Furthermore, in the above-mentioned hub motor of the utility model, the top and bottom of the stator are provided with positioning protrusions, and the outer wall surface of the inner ring wall is provided with a positioning groove matching the positioning protrusion at the bottom of the stator, and the inner wall surface of the outer ring wall is provided with a positioning groove matching the positioning protrusion at the top of the stator. The process for machining the motor housing is very simple, and the stator can be embedded in the motor housing to obtain precise positioning and play a good heat dissipation role.

[0024] More preferably, the utility model further designs the following two air-cooling structure solutions for the hub motor:

[0025] One of the air cooling structural solutions is: the wheel hub includes a wheel hub inner ring fixed to the wheel hub fixing flange and a wheel hub outer ring connected to the wheel hub inner ring through a plurality of connecting ribs, the wheel hub outer ring is located outside the outer ring wall, and a cooling air duct for cooling the stator is formed between the wheel hub outer ring and the outer ring wall, the cooling air duct inlet of the cooling air duct is located at the end of the wheel hub facing away from the wheel fixing frame, and the cooling air duct outlet is located at the end of the wheel hub where the wheel fixing frame is located; and a plurality of wheel hub fan blades are formed on the inner wall of the wheel hub outer ring, and a plurality of external heat dissipation blades are also formed on the outer peripheral surface of the outer ring wall;

[0026] An inner chamber of the brake chamber is formed between the inner periphery of the brake drum and the outer periphery of the brake mounting column, while an outer chamber of the brake chamber is formed between the outer periphery of the brake drum and the inner periphery of the inner annular wall. When the wheel fixing frame serves as a brake chamber cover, it is provided with a plurality of brake chamber air inlets communicated with the inner chamber, and a plurality of brake chamber air outlets communicated with the outer chamber; and the outer peripheral surface of the brake drum is provided with brake drum heat dissipation blades, while the inner peripheral surface of the inner annular wall is formed with a plurality of inner heat dissipation blades.

[0027] Another air cooling structure scheme is: the wheel hub comprises a wheel hub inner ring fixed to the wheel hub fixing flange and a wheel hub outer ring connected to the wheel hub inner ring through a plurality of connecting ribs, the wheel hub outer ring is located outside the outer ring wall, and a cooling air duct for cooling the wheel hub outer ring and the outer ring wall is formed between the wheel hub outer ring and the outer ring wall, the cooling air duct inlet of the cooling air duct is located at the end of the wheel hub facing away from the wheel fixing frame, and the cooling air duct outlet is located at the end of the wheel hub where the wheel fixing frame is located; and a plurality of wheel hub fan blades are formed on the inner wall of the wheel hub outer ring, and a plurality of external heat dissipation blades are also formed on the outer peripheral surface of the outer ring wall;

[0028] A brake chamber air inlet cover is sandwiched and fixed between the gear disc end cover and the supporting end wall, an air inlet gap is left between the brake chamber air inlet cover and the supporting end wall, and a plurality of ventilation holes connecting the cooling air duct and the air inlet gap are provided on the outer periphery of the brake chamber air inlet cover, a brake chamber air inlet connecting the brake chamber and the air inlet gap is opened on the supporting end wall, when the wheel fixing frame is used as a brake chamber cover, a brake chamber air outlet connected to the brake chamber is provided thereon, and a brake drum heat dissipation blade is provided on the outer peripheral surface of the brake drum, and a plurality of inner heat dissipation blades are formed on the inner peripheral surface of the inner ring wall.

[0029] The advantages of the utility model are:

[0030] 1. The unidirectional single-layer multi-rotor motor provided by the utility model has an advantage in that the single-phase multi-rotor motor group is a 360-degree closed loop structure composed of a plurality of single-phase small motors, and the magnetic circuits of all single-phase small motors in the closed loop are completely closed without any magnetic field loss. The connection between adjacent stator coils in the single-phase multi-rotor motor group is extremely short, which reduces line loss, is conducive to saving the manufacturing materials of the entire motor and simplifying the production process.

[0031] Specifically, on the one hand, since the two sides of the stator in each single-phase small motor serve as the magnetic poles of the two adjacent rotors, after power is turned on, the force of the magnetic field acts on the rotors on both sides at the same time. Compared with all existing types of motors, the path of the magnetic field is greatly shortened, the magnetic circuit is extremely short, the magnetic resistance is extremely small, and the magnetic heat loss is reduced. On the other hand, due to the open structure design of the stator winding slot, the coil can be wound with thin copper flat wire, and the slot full rate is higher than any existing motor, which reduces copper heat loss and improves the efficiency of the motor. Compared with the existing most efficient motors with the same power, it saves more than 50% of silicon steel sheets and copper materials, and saves more than 95% of silicon steel sheets and copper materials compared to traditional motors. Furthermore, the winding process of the stator coil is simpler than any existing motor. And the upper and lower sides of the magnetic poles of each stator are in contact with the inner and outer wall surfaces of the motor housing, with a large contact area, which effectively improves the heat dissipation conditions and the heat dissipation effect of the motor. Compared with traditional motors, other materials are also saved to varying degrees.

[0032] 2. The overall design of the utility model can significantly increase the speed of the rotor, and the rated operating speed of the rotor constituting the single-phase multi-rotor motor group can reach many times that of a high-power motor. All rotors are coupled to a main shaft gear disc to ensure the timing relationship of all rotor angles, while achieving the effect of reducing speed and increasing torque, and making the overall structure of the motor simpler.

[0033] 3. The overall design of the utility model is small in size and light in weight. Depending on the motor speed, power and torque requirements, the volume and weight of the existing high-speed motor can be half, or even smaller and lighter, with a weight of only a few tenths of that of the traditional motor.

[0034] 4. The output speed and torque of the overall design of the utility model can be flexibly designed and configured with different single-phase small motors and spindle gear plates of different sizes according to needs, so as to achieve more flexible power and speed configuration. Compared with ordinary motors, it has a relatively wide range of speeds and does not require a gearbox, which saves the cost of gearboxes and provides more customized options.

[0035] 5. The overall structural design of the utility model is compact and has a shorter axial length than traditional motors. It is particularly suitable for special motor applications that have requirements for axial length, improves the flexibility of the motor in various applications, and shows significant superiority in high-power motor applications. It is extremely suitable for various high-power motors and special scenarios, and also provides a wider range of choices for innovative products in electric vehicle hub motors and other fields.

[0036] 6. The most complicated process in the traditional motor manufacturing process is winding, especially for high-power motors, in which winding, wire embedding, and wire tying basically require manual operations. Even if small and medium-power motors can be produced with automatic winding equipment, the equipment is extremely expensive. Taking a 10-kilowatt winding production line as an example, it costs at least 10 million yuan, which is a huge investment. Moreover, a complete set of equipment can only produce one product, which has no versatility and still requires a lot of manpower. The winding process of the unidirectional single-layer multi-rotor motor solution of the utility model is extremely simple. A winding equipment can be suitable for motors with power of tens to hundreds of kilowatts by replacing simple tooling. It has strong versatility and is very easy to achieve fully automatic production. The investment in a fully automatic production line will not exceed one-tenth of the traditional motor equipment, and unmanned production can be achieved.

[0037] 7. Based on the above-mentioned unidirectional single-layer multi-rotor motor structure, the utility model further designs a hub motor for electric vehicles, which effectively solves the following problems existing in the current hub motor solution:

[0038] A. First, due to the multi-rotor structure, the relative coupling area of ​​the stator and rotor is large, the torque itself is large, and the rotor is extremely small. The speed can be increased to 50,000 to 100,000 rpm. The high-speed design enables the motor to convert electrical energy more efficiently, meeting the demand for high energy efficiency of high-power motors, thereby improving the energy efficiency level of the entire vehicle. The motor itself is extremely light, and there is a 20-fold reduction ratio between the small rotor and the main shaft, so the torque transmitted to the main shaft is greatly increased. On the contrary, multiple rotors are simultaneously stressed, and a large amount of stored energy is recovered during deceleration, which greatly reduces the use of the brake mechanism. Therefore, there is no need to use the bulky caliper brake disc used in existing cars. The use of drum brakes not only reduces the weight but also makes the wheel hub motor structure extremely compact.

[0039] B. The wheel hub motor provided in this case, for example, a 50KW motor, can be controlled at a mass of about 20 kg. The mass of the brake caliper and brake disc of an existing B-class car is generally more than 20 kg. Therefore, the unsprung mass of the wheel hub motor plus the drum brake mechanism and the caliper mechanism in this case is equivalent. Lightweight design helps to reduce the overall vehicle mass, thereby improving energy efficiency and handling performance.

[0040] C. At the same time, this case also eliminates a large number of transmission system components of existing electric vehicles, reduces weight, and can save a lot of materials compared to traditional motors. This is not only conducive to reducing manufacturing costs, but also has a positive impact on sustainability and environmental protection, and is in line with the sustainable development trend of modern automobile manufacturing.

[0041] D. The motor's short axial length and large diameter make it very suitable for installation in existing automobile wheel hubs, freeing up valuable space in the passenger compartment and improving the space utilization rate of the vehicle.

[0042] By increasing the rotor speed, designing with a large diameter and short axis, and featuring lightweight, the hub motor in this case has demonstrated obvious superiority in terms of energy efficiency, space utilization, quality, and material usage, providing strong support for technological innovation in the field of electric vehicles.

[0043] In summary, this patented automotive hub motor is the only solution that can be widely promoted and applied. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The utility model is further described below in conjunction with the accompanying drawings and embodiments:

[0045] Figure 1 A schematic diagram of a three-dimensional structure of a universal motor using a unidirectional single-layer multi-rotor motor structure of the utility model;

[0046] Figure 2 for Figure 1 Schematic diagram of the three-dimensional assembly structure;

[0047] Figure 3 for Figure 1 The main section of

[0048] Figure 4 It is a schematic diagram of the structure of a single-phase small motor of a single-phase multi-rotor motor group;

[0049] Figure 5 It is a schematic diagram of the independent three-dimensional structure of the stator in a single-phase small motor;

[0050] Figure 6 It is a front view of a single-phase multi-rotor motor set;

[0051] Figure 7 It is a schematic diagram of the positioning structure of a single-phase multi-rotor motor group in a motor housing;

[0052] Figure 8 It is a schematic diagram of the magnetic circuit of an existing single-phase AC motor;

[0053] Fig. 9 It is a schematic diagram of the magnetic circuit of an existing three-phase AC motor;

[0054] Fig.10 It is a schematic diagram of the magnetic circuit of the single-phase small motor in this case;

[0055] Fig.11 A schematic diagram of the three-dimensional structure of a hub motor using a unidirectional single-layer multi-rotor motor structure;

[0056] Fig.12 for Fig.11 Schematic diagram of the three-dimensional assembly structure;

[0057] Fig.13 for Fig.11 The main section of

[0058] Fig.14 for Fig.11 A schematic diagram of the structure of the cooling water channel inside the motor housing of the hub motor;

[0059] Fig.15 It is a schematic diagram of the three-dimensional structure of a wheel hub motor with an air-cooling structure;

[0060] Fig.16 for Fig.15 Schematic diagram of the three-dimensional assembly structure;

[0061] Fig.17 for Fig.15 The main section of

[0062] Fig.18 It is a schematic diagram of the three-dimensional assembly structure of another wheel hub motor with an air-cooling structure;

[0063] Fig.19 for Fig.18 Main section view.

[0064] In the figure: 1, main shaft; 2, main shaft gear plate; 3, rotor; 4, stator; 4a, winding groove; 4b, magnetic pole; 4c, positioning convex part; 5, stator coil; H, magnetic circuit; 6, rotor shaft; 6a, pinion; 7, rotary transformer; 8, motor housing; 8a, support end wall; 8b, outer ring wall; 8c, inner ring wall; 8d, positioning groove; 9, motor end cover; 9a, connecting water channel; 9b, end cover water inlet hole; 9c, end cover water outlet hole; 10, gear plate end cover; 11, wheel hub fixing flange; 12, automobile tire; 13, wheel hub; 13a, wheel hub inner ring; 13b, wheel hub outer ring; 14, bearing; 14a, bearing inner ring; 14b, bearing outer ring; 1 5. Wheel fixing frame; 16. Outer annular cooling water channel; 17. Inner annular cooling water channel; 18. Partition; 19. Cooling water cover; 19a. Water inlet interface; 19b. Drain interface; 20. Brake mounting column; 21. Brake chamber; 22. Brake shoe; 23. Brake drum; 24. Cooling air duct; 24a. Cooling air duct air inlet; 24b. Cooling air duct air outlet; 25. Hub fan blade; 26. External heat dissipation blade; 27. Brake chamber air inlet; 28. Brake chamber air outlet; 29. ​​Internal heat dissipation blade; 30. Brake chamber air inlet cover; 31. Air inlet gap; 32. Ventilation port; 33. Rotary transformer cover; 34. Brake drum heat dissipation blade. DETAILED DESCRIPTION

[0065] Embodiment 1: First combine Figure 1-Figure 19 The structure of a unidirectional single-layer multi-rotor motor provided in this case is described as follows:

[0066] like Figure 1The figure shows a three-dimensional structure diagram of a universal motor using a unidirectional single-layer multi-rotor motor structure, which has a single-phase multi-rotor motor group installed in a closed circle with the motor's main shaft 1 as the center, and a main shaft gear 2 fixed to the main shaft 1 for outputting the motor torque. Figure 2 and Figure 3 As shown, as a universal motor, the single-phase multi-rotor motor group is accommodated in a motor housing 8, and the two sides of the motor housing are respectively engaged with the motor end cover 9 and the gear disc end cover 10, wherein a gear disc oil chamber for sealing the main shaft gear disc 2 is formed between the motor housing 8 and the gear disc end cover 10, and the main shaft 1 is fixed at the center of the main shaft gear disc 2, and one end of the main shaft 1 extends out through the central shaft hole provided on the gear disc end cover 10.

[0067] Further integration Figure 4-Figure 5 As shown, the single-phase multi-rotor motor group is composed of rotors 3 and stators 4 installed in series in an alternating circumferential direction, wherein each stator 4 is provided with a winding slot 4a at the center for winding the stator coil 5, and corresponding semicircular magnetic poles 4b are provided on both sides of the winding slot 4a as the center, respectively coupling two adjacent permanent magnet rotors 3, and each permanent magnet rotor 3 is simultaneously coupled with the semicircular magnetic poles 4b of the stators 4 on both sides to form a single-phase small motor. All single-phase small motors are closed in a circle to form the single-phase multi-rotor motor group, as shown in FIG. Figure 6 shown.

[0068] And combined with Figure 2 and Figure 3 As shown, in this embodiment, there are two single-phase small motors spaced apart on the circumference of the single-phase multi-rotor motor group, and the rotor shafts 6 are both equipped with angular displacement sensors for detecting the magnetic field angle of the rotor 3, so as to control the speed of the entire motor. And the rotor shaft 6 equipped with the angular displacement sensor is led out through the opening on the motor end cover 9 to install the angular displacement sensor, and the angular displacement sensor is an existing rotary transformer 7. After the rotary transformer 7 is installed, the rotary transformer cover 33 fixed with the motor end cover 9 is used to cover and protect the two rotary transformers 7.

[0069] Recombination Figure 2 and Figure 3 As shown, the main shaft gear disc 2 and each rotor shaft 6 are both transmission coupled, specifically, a small gear 6a is fixed on the rotor shaft 6 to mesh with the main shaft gear disc 2. When meshing, the magnetic field directions of each rotor 3 remain consistent, so that the main shaft gear disc 2 not only serves as a timing gear of the rotor 3 of each single-phase small motor to limit the angle relationship that all rotor 3 magnetic fields need to correspond to, so as to drive the rotor 3 of each single-phase small motor to operate continuously, but also serves as a thrust gear of the rotor 3 of each single-phase small motor to output the motor torque.

[0070] In this embodiment, the number of teeth of the pinion gear 6a is divisible by three.

[0071] In this embodiment, the stator coil 5 in the winding slot 4a of the stator 4 is wound with a flat wire winding. If it can be wound with a thin copper flat wire, the slot filling rate is higher than any existing motor, reducing the copper heat loss, thereby improving the motor efficiency. Compared with the existing most efficient motor with the same power, more than 50% of silicon steel sheets and copper materials are saved, and more than 95% of silicon steel sheets and copper materials are saved compared with traditional motors.

[0072] Combination Figure 7 As shown, the motor housing 8 includes a support end wall 8a for fastening and fixing with the gear disc end cover 10 to form the gear disc oil chamber, an outer ring wall 8b formed on the support end wall 8a, and an inner ring wall 8c located inside the outer ring wall 8b, and an annular groove for embedding the single-phase multi-rotor motor set is formed between the inner ring wall 8c and the outer ring wall 8b. For the single-phase multi-rotor motor set, the top and bottom of each stator 4 are provided with an arc-shaped positioning protrusion 4c, and the outer wall surface of the inner ring wall 8c is provided with an arc-shaped positioning groove 8d matching the arc-shaped positioning protrusion 4c at the bottom of the stator, and the inner wall surface of the outer ring wall 8b is provided with an arc-shaped positioning groove 8d matching the arc-shaped positioning protrusion 4c at the top of the stator 4, so as to facilitate the accurate and stable installation and positioning of the stator 4 and the motor set in which the motor housing 8 is located.

[0073] Combination Figure 8-Figure 10 As shown, since the two sides of the stator 4 in each single-phase small motor in this embodiment serve as the magnetic poles of the two adjacent rotors 3 respectively, after power is turned on, the force generating the magnetic field acts on the rotors 3 on both sides at the same time. Compared with all existing types of motors, the path of the magnetic field is greatly shortened, the magnetic circuit H is extremely short, the magnetic resistance is extremely small, and the magnetic heat loss is reduced. In comparison, the magnetic circuit H of the existing three-phase AC motor is longer, and the magnetic circuit H of the single-phase AC motor is the longest, both of which are longer than the magnetic circuit H of the single-phase small motor in this case.

[0074] Example 2: Further Combination Figure 11-13The figure shows a specific embodiment of a hub motor including the unidirectional single-layer multi-rotor motor structure as described above, wherein the unidirectional single-layer multi-rotor motor structure can be referred to the description of Example 1, which also accommodates the single-phase multi-rotor motor group in the motor housing 8, and the motor end cover 9 and the gear end cover 10 are respectively fastened and fixed on both sides of the motor housing 8, and a gear oil chamber for sealing the main shaft gear 2 is formed between the motor housing 8 and the gear end cover 10, and the main shaft 1 is fixed at the center of the main shaft gear 2. The characteristics of the hub motor are as follows: one end of the main shaft 1 is led out through the central shaft hole provided on the gear plate end cover 10 to fix the hub fixing flange 11, and then the hub fixing flange 11 is fixed to the hub 13 arranged on the inner side of the automobile tire 12, and the other end of the main shaft 1 is supported by a bearing 14 and arranged in the motor housing 8. The bearing 14 includes a bearing inner ring 14a and a bearing outer ring 14b. The bearing inner ring 14a is fixed on the main shaft 1, and the bearing outer ring 14b is fixed to the motor housing 8, and the motor housing 8 is fixed to the wheel fixing frame 15 of the automobile.

[0075] In the structural design of the hub motor, the vehicle body load-bearing force is directly transmitted from the automobile tire 12 to the bearing outer ring 14b and then acts on the wheel fixing frame 15. The motor housing 8, the bearing outer ring 14b and the wheel fixing frame 15 are fixed together. The motor housing 8 only needs to provide the support force of the motor itself and does not bear the weight of the vehicle body. Therefore, the strength requirement of the motor housing 8 is greatly reduced, the weight is reduced, and the structure is extremely simple.

[0076] Further Figure 11-Figure 14 As shown, the motor housing 8 in this embodiment includes a supporting end wall 8a for being fastened and fixed with the gear disc end cover 10 to form the gear disc oil chamber, and an outer annular wall 8b formed on the supporting end wall 8a and an inner annular wall 8c located on the inner side of the outer annular wall 8b, an annular groove for embedding the single-phase multi-rotor motor group is formed between the inner annular wall 8c and the outer annular wall 8b; and an outer annular cooling water channel 16 surrounding the annular groove is provided in the outer annular wall 8b, and an inner annular cooling water channel 17 surrounding the annular groove is provided on the inner annular wall 8c, and the motor end cover 9 is fastened with the motor housing 8 to close the outer annular cooling water channel 16 and the inner annular cooling water channel 17; and a water inlet is provided at the head end of the outer annular cooling water channel 16, and its tail end is connected with the head end of the inner annular cooling water channel 17, and a water outlet is provided at the tail end of the inner annular cooling water channel 17.

[0077] In actual implementation, a plurality of positioning ears may be formed on the outer circumference of the bearing outer ring 14b, and corresponding positioning holes are provided on the positioning ears and the supporting end wall 8a for passing screws to fix the two.

[0078] Further integration Fig.12 and Fig.14 As shown, the outer annular cooling water channel 16 and the inner annular cooling water channel 17 are both provided with a water inlet and a water outlet separated by a partition 18, wherein:

[0079] The outlet of the outer annular cooling water channel 16 is connected to the inlet of the inner annular cooling water channel 17 through the connecting water channel 9a arranged in the motor end cover 9, and the motor end cover 9 is provided with an end cover water inlet hole 9b connected to the inlet of the outer annular cooling water channel 16 and an end cover water outlet hole 9c connected to the outlet of the inner annular cooling water channel 17; and a cooling water cover 19 is also fixed to the motor end cover 9, and the cooling water cover 19 is provided with a water inlet interface 19a connected to the end cover water inlet hole 9b and a drainage interface 19b connected to the end cover water outlet hole 9c. In the above-mentioned hub motor structure design of the utility model, cooling water channels are arranged on the outer ring wall 8b and the inner ring wall 8c of the motor housing 8, so that both sides of the stator 4 can obtain a larger heat dissipation area, achieving a good heat dissipation effect.

[0080] Recombination Fig.12 and Fig.13 As shown, in the hub motor of this embodiment, a hollow brake mounting column 20 is provided at the center of the support end wall 8a, the bearing 14 is located inside the brake mounting column 20, and the support end wall 8a of the motor housing 8, the inner ring wall 8c and the bearing outer ring 14b of the bearing 14 form a brake chamber 21, in which a drum brake is provided, which includes a brake shoe 22 and a brake drum 23, the brake shoe 22 is fixed on the brake mounting column 20, and the brake drum 23 is fixed to the main shaft 1 and is located outside the brake shoe 22; the wheel fixing frame 15 is fixed to the motor housing 8 as a brake chamber cover to close the brake chamber 21. When actually fixed, a plurality of positioning ears corresponding to the positioning holes can be formed on the outer periphery of the wheel fixing frame 15, the inner periphery of the inner ring wall 8c and the inner periphery of the motor end cover 9, which are used to penetrate screws to fix the three.

[0081] Example 3: Recombination Figure 15-17 As shown, based on the hub motor of Example 2, the cooling water channels (outer annular cooling water channel 16 and inner annular cooling water channel 17) in the motor housing 8 are cancelled, and an air cooling structure is provided instead. The other overall structures can still refer to the description of Example 2.

[0082] The design features of the hub motor are as follows: the hub 13 includes a hub inner ring 13a fixed to the hub fixing flange 11 and a hub outer ring 13b connected to the hub inner ring 13a via a plurality of connecting ribs; the hub outer ring 13b is located outside the outer ring wall 8b, and a cooling air duct 24 for cooling the stator 4 is formed between the hub outer ring 13b and the outer ring wall 8b; the cooling air duct inlet 24a of the cooling air duct 24 is located at the end of the hub 13 facing away from the wheel fixing frame 15, and the cooling air duct outlet 24b is located at the end of the hub 13 where the wheel fixing frame 15 is located; and a plurality of hub fan blades 25 are formed on the inner wall of the hub outer ring 13b, and a plurality of external heat dissipation blades 26 are also formed on the outer peripheral surface of the outer ring wall 8b;

[0083] The inner chamber of the brake chamber 21 is formed between the inner periphery of the brake drum 23 and the outer periphery of the brake mounting column 20, while the outer chamber of the brake chamber 21 is formed between the outer periphery of the brake drum 23 and the inner periphery of the inner annular wall 8c. When the wheel fixing frame 15 serves as a brake chamber cover, it is provided with a plurality of brake chamber air inlets 27 connected to the inner chamber, and a plurality of brake chamber air outlets 28 connected to the outer chamber; and the outer peripheral surface of the brake drum 23 is provided with brake drum heat dissipation blades 34, and the inner peripheral surface of the inner annular wall 8c is formed with a plurality of inner heat dissipation blades 29.

[0084] Obviously, the present embodiment adds an air cooling structure to ensure effective heat dissipation for the single-phase multi-rotor motor set in the motor housing 8 and the brake in the brake chamber.

[0085] Example 4: Recombination Figure 18-19 As shown, based on the hub motor of Example 2, the cooling water channels (outer annular cooling water channel 16 and inner annular cooling water channel 17) in the motor housing 8 are eliminated, and another hub motor with an air-cooling structure is provided. The other overall structures can still refer to the description of Example 2.

[0086] The wheel hub 13 comprises a wheel hub inner ring 13a fixed to the wheel hub fixing flange 11 and a wheel hub outer ring 13b connected to the wheel hub inner ring 13a via a plurality of connecting ribs. The wheel hub outer ring 13b is located at the periphery of the outer ring wall 8b, and a cooling air duct 24 for cooling the stator 4 is formed between the wheel hub outer ring 13b and the outer ring wall 8b. The cooling air duct inlet 24a of the cooling air duct 24 is located at the end of the wheel hub 13 facing away from the wheel fixing frame 15, and the cooling air duct outlet 24b is located at the end of the wheel hub 13 where the wheel fixing frame 15 is located; and a plurality of wheel hub fan blades 25 are formed on the inner wall of the wheel hub outer ring 13b, and a plurality of external heat dissipation blades 26 are also formed on the outer peripheral surface of the outer ring wall 8b;

[0087] A brake chamber air inlet cover 30 is sandwiched and fixed between the sprocket end cover 10 and the support end wall 8a, and an air inlet gap 31 is left between the brake chamber air inlet cover 30 and the support end wall 8a. At the same time, a plurality of ventilation holes 32 connecting the cooling air duct 24 and the air inlet gap 31 are provided on the outer periphery of the brake chamber air inlet cover 30. A brake chamber air inlet 27 connecting the brake chamber 21 and the air inlet gap 31 is opened on the support end wall 8a. When the wheel fixing frame 15 is used as a brake chamber cover, a brake chamber air outlet 28 connected to the brake chamber 21 is provided thereon, and a brake drum heat dissipation blade 34 is provided on the outer peripheral surface of the brake drum 23, and a plurality of inner heat dissipation blades 29 are formed on the inner peripheral surface of the inner annular wall 8c.

[0088] Of course, the above embodiments are only for illustrating the technical concept and features of the utility model, and their purpose is to enable people familiar with the technology to understand the content of the utility model and implement it accordingly, and they cannot be used to limit the protection scope of the utility model. Any modifications made according to the spirit of the main technical solution of the utility model should be included in the protection scope of the utility model.

Claims

1. A unidirectional single-layer multi-rotor motor structure, characterized in that The invention comprises a single-phase multi-rotor motor group installed in a circumferential closed loop with a motor main shaft (1) as the center, and a main shaft gear plate (2) fixed to the main shaft (1) for outputting motor torque; the single-phase multi-rotor motor group is formed by rotors (3) and stators (4) being installed in series in an alternating circumferential direction, wherein each stator (4) is provided with a winding groove (4a) at the center for winding a stator coil (5), and corresponding semicircular magnetic poles (4b) are provided on both sides with the winding groove (4a) as the center, respectively coupling two adjacent permanent magnet rotors (3), and each permanent magnet rotor (3) is simultaneously coupled with the semicircular magnetic poles (4b) of the stators (4) on both sides to form a single-phase small motor; The main shaft gear disc (2) is meshed with a pinion (6a) fixed on a rotor shaft (6) of each rotor (3), and when meshed, the directions of the magnetic fields of each rotor (3) are kept consistent, so that the main shaft gear disc (2) serves as a timing gear of the rotor (3) of each single-phase small motor to limit the angular relationship that the magnetic fields of all rotors (3) need to correspond to, so as to drive the rotors (3) of each single-phase small motor to operate continuously, and also serves as a thrust gear of the rotors (3) of each single-phase small motor to output motor torque.

2. A unidirectional single-layer multi-rotor motor structure according to claim 1, characterized in that An angular displacement sensor for detecting the magnetic field angle and angular velocity of the rotor (3) in any single-phase small motor is installed on at least one of the rotor shafts (6) to control the rotation speed of the entire motor, and the angular displacement sensor is one of a rotary transformer (7), an electromagnetic coil sensor and a Hall sensor.

3. The unidirectional single-layer multi-rotor motor structure according to claim 1 is characterized in that The stator coil (5) in the winding slot (4a) of the stator (4) is wound using a flat wire winding.

4. The unidirectional single-layer multi-rotor motor structure according to claim 1 is characterized in that The number of teeth of the pinion gear (6a) is divisible by 3.

5. A hub motor, characterized in that: It comprises a unidirectional single-layer multi-rotor motor structure as described in any one of claims 1-4.

6. The wheel hub motor according to claim 5, characterized in that It also includes a motor housing (8) for fixing the single-phase multi-rotor motor group, and a motor end cover (9) and a toothed disc end cover (10) respectively fastened and fixed to the motor housing (8) from both sides, a toothed disc oil chamber for sealing the main shaft toothed disc (2) is formed between the motor housing (8) and the toothed disc end cover (10), the main shaft (1) is fixed at the center of the main shaft toothed disc (2), and one end of the main shaft (1) is led out through a central shaft hole provided on the toothed disc end cover (10) to fix the hub fixing flange (11), The wheel hub fixing flange (11) is then used to fix a wheel hub (13) disposed inside a tire (12) of an automobile, and the other end of the main shaft (1) is supported by a bearing (14) disposed in a motor housing (8). The bearing (14) includes a bearing inner ring (14a) and a bearing outer ring (14b). The bearing inner ring (14a) is fixed to the main shaft (1), and the bearing outer ring (14b) is fixed to the motor housing (8). The motor housing (8) is further fixed to a wheel fixing frame (15) of the automobile.

7. The wheel hub motor according to claim 6, characterized in that The motor housing (8) comprises a supporting end wall (8a) for fastening and fixing with a gear disk end cover (10) to form the gear disk oil chamber, an outer ring wall (8b) formed on the supporting end wall (8a) and an inner ring wall (8c) located on the inner side of the outer ring wall (8b), an annular groove for embedding the single-phase multi-rotor motor set is formed between the inner ring wall (8c) and the outer ring wall (8b); an outer annular cooling water channel (16) surrounding the annular groove is provided in the outer ring wall (8b), and an inner annular cooling water channel (17) surrounding the annular groove is provided on the inner ring wall (8c), and the motor end cover (9) is fastened with the motor housing (8). The outer annular cooling water channel (16) and the inner annular cooling water channel (17) are closed together; and the outer annular cooling water channel (16) is provided with a water inlet at the head end, and its tail end is connected to the head end of the inner annular cooling water channel (17), and the tail end of the inner annular cooling water channel (17) is provided with a water outlet; or, the inner annular cooling water channel (17) is provided with a water inlet at the head end, and its tail end is connected to the head end of the outer annular cooling water channel (16), and the tail end of the outer annular cooling water channel (16) is provided with a water outlet; the bearing outer ring (14b) is fixed to the support end wall (8a), and the wheel fixing frame (15) is fixed to the inner annular wall (8c).

8. The wheel hub motor according to claim 7, characterized in that The outer annular cooling water channel (16) and the inner annular cooling water channel (17) are both provided with a water inlet and a water outlet separated by a partition (18), wherein: The water outlet of the outer annular cooling water channel (16) is connected to the water inlet of the inner annular cooling water channel (17) through a connecting water channel (9a) provided in the motor end cover (9), and the motor end cover (9) is provided with an end cover water inlet hole (9b) connected to the water inlet of the outer annular cooling water channel (16) and an end cover water outlet hole (9c) connected to the water outlet of the inner annular cooling water channel (17); or the water outlet of the inner annular cooling water channel (17) is connected to the water inlet of the outer annular cooling water channel (16) through a connecting water channel provided in the motor end cover (9), and the motor end cover (9) is provided with an end cover water inlet hole connected to the water inlet of the inner annular cooling water channel (17) and an end cover water outlet hole connected to the water outlet of the outer annular cooling water channel (16); A cooling water cover (19) is also fixed on the motor end cover (9), and the cooling water cover (19) is provided with a water inlet interface (19a) connected to the end cover water inlet hole (9b) and a drainage interface (19b) connected to the end cover water outlet hole (9c).

9. The wheel hub motor according to claim 7, characterized in that A hollow brake mounting column (20) is provided at the center of the support end wall (8a), and the bearing (14) is located on the inner side of the brake mounting column (20). A brake chamber (21) is formed between the support end wall (8a), the inner annular wall (8c) and the bearing outer ring (14b) of the bearing (14) of the motor housing (8), and a drum brake is provided therein, which includes a brake shoe (22) and a brake drum (23). The brake shoe (22) is fixed on the brake mounting column (20), and the brake drum (23) is fixed to the main shaft (1) and is located outside the brake shoe (22); the wheel fixing frame (15) is fixed to the motor housing (8) as a brake chamber cover to close the brake chamber (21).

10. The wheel hub motor according to claim 7, characterized in that The top and bottom of the stator (4) are provided with positioning protrusions (4c), the outer wall surface of the inner annular wall (8c) is provided with a positioning groove (8d) matching the positioning protrusion (4c) at the bottom of the stator (4), and the inner wall surface of the outer annular wall (8b) is provided with a positioning groove (8d) matching the positioning protrusion (4c) at the top of the stator (4).

11. The wheel hub motor according to claim 9, characterized in that The wheel hub (13) comprises a wheel hub inner ring (13a) fixed to a wheel hub fixing flange (11) and a wheel hub outer ring (13b) connected to the wheel hub inner ring (13a) via a plurality of connecting ribs; the wheel hub outer ring (13b) is located outside the outer ring wall (8b); a cooling air duct (24) for cooling the stator (4) is formed between the wheel hub outer ring (13b) and the outer ring wall (8b); a cooling air duct inlet (24a) of the cooling air duct (24) is located at an end of the wheel hub (13) facing away from the wheel fixing frame (15), and a cooling air duct outlet (24b) is located at an end of the wheel hub (13) where the wheel fixing frame (15) is located; and a plurality of wheel hub fan blades (25) are formed on the inner wall of the wheel hub outer ring (13b), and a plurality of external heat dissipation blades (26) are also formed on the outer peripheral surface of the outer ring wall (8b); The inner periphery of the brake drum (23) and the outer periphery of the brake mounting column (20) form an inner chamber of the brake chamber (21), while the outer periphery of the brake drum (23) and the inner periphery of the inner annular wall (8c) form an outer chamber of the brake chamber (21); when the wheel fixing frame (15) is used as a brake chamber cover, it is provided with a plurality of brake chamber air inlets (27) communicating with the inner chamber, and a plurality of brake chamber air outlets (28) communicating with the outer chamber; and the outer peripheral surface of the brake drum (23) is provided with brake drum heat dissipation blades (34), while the inner peripheral surface of the inner annular wall (8c) is formed with a plurality of inner heat dissipation blades (29).

12. The wheel hub motor according to claim 9, characterized in that The wheel hub (13) comprises a wheel hub inner ring (13a) fixed to a wheel hub fixing flange (11) and a wheel hub outer ring (13b) connected to the wheel hub inner ring (13a) via a plurality of connecting ribs; the wheel hub outer ring (13b) is located outside the outer ring wall (8b); a cooling air duct (24) for cooling the stator (4) is formed between the wheel hub outer ring (13b) and the outer ring wall (8b); a cooling air duct inlet (24a) of the cooling air duct (24) is located at an end of the wheel hub (13) facing away from the wheel fixing frame (15), and a cooling air duct outlet (24b) is located at an end of the wheel hub (13) where the wheel fixing frame (15) is located; and a plurality of wheel hub fan blades (25) are formed on the inner wall of the wheel hub outer ring (13b), and a plurality of external heat dissipation blades (26) are also formed on the outer peripheral surface of the outer ring wall (8b); A brake chamber air inlet cover (30) is sandwiched and fixed between the toothed disc end cover (10) and the support end wall (8a), an air inlet gap (31) is left between the brake chamber air inlet cover (30) and the support end wall (8a), and a plurality of ventilation holes (32) are provided on the outer periphery of the brake chamber air inlet cover (30) for connecting the cooling air duct (24) and the air inlet gap (31), a brake chamber air inlet (27) for connecting the brake chamber (21) and the air inlet gap (31) is provided on the support end wall (8a), when the wheel fixing frame (15) is used as a brake chamber cover, a brake chamber air outlet (28) is provided on it for connecting with the brake chamber (21), and a brake drum heat dissipation blade (34) is provided on the outer peripheral surface of the brake drum (23), and a plurality of inner heat dissipation blades (29) are formed on the inner peripheral surface of the inner ring wall (8c).

Images