Driving motor and vehicle
By setting weight reduction holes at both ends of the motor shaft, the weight of the motor shaft is reduced, the problem of excessive motor load is solved, and the output efficiency and vehicle operation efficiency are improved.
Patent Information
- Application Number
- CN202420243595.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-01-31
- Publication Date
- 2025-01-10
- Estimated Expiration
- 2034-01-31
AI Technical Summary
The output shaft of the motor is relatively heavy, which increases the load of the motor and affects the output efficiency.
The first weight reduction hole and the second weight reduction hole are provided at both ends of the motor shaft to reduce the weight of the motor shaft, thereby reducing the load on the driving motor and improving the output efficiency.
It effectively reduces the load on the drive motor, improves the output efficiency, and reduces the weight and load of the entire vehicle, improving the operating efficiency of the vehicle.
Smart Images
Figure CN222339158U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of motors, in particular to a driving motor and a vehicle. Background Art
[0002] With the continuous development of social economy, cars, as the most commonly used means of transportation for people, are becoming more and more common in people's lives. Among them, new energy vehicles use motors as their power source, have the lowest cost, no exhaust emissions, and are environmentally friendly. As people's environmental awareness continues to increase, new energy vehicles are becoming more and more popular.
[0003] New energy vehicles usually include a drive motor, the output shaft of the drive motor is connected to a reducer, the reducer is connected to the axle, and the output power of the drive motor can be adjusted by the reducer and then transmitted to the axle to drive the axle to rotate, so that the vehicle can move. At present, the output shaft of the motor is heavy, which will increase the load of the motor and thus affect the output efficiency of the motor. Therefore, how to reduce the load of the motor and improve the output efficiency of the motor has become an urgent problem to be solved. Utility Model Content
[0004] In view of this, the utility model provides a drive motor and a vehicle, which can effectively reduce the load of the drive motor, thereby effectively improving the output efficiency of the drive motor.
[0005] In order to achieve the above-mentioned purpose, the technical solution of the embodiment of the present application is implemented as follows:
[0006] In a first aspect, the present application provides a driving motor, comprising a housing and a motor rotor, a motor stator and a motor shaft located in the housing;
[0007] The motor stator has a cavity, the motor rotor is located in the cavity, and the motor shaft is at least partially disposed in the motor rotor;
[0008] The motor shaft is provided with a first weight-reducing hole and a second weight-reducing hole, and the first weight-reducing hole and the second weight-reducing hole are respectively located at two ends of the motor shaft.
[0009] The present application sets a first weight-reducing hole and a second weight-reducing hole at both ends of the motor shaft. The first weight-reducing hole and the second weight-reducing hole can effectively reduce the weight of the motor shaft, effectively reduce the load of the drive motor, and thus effectively improve the output efficiency of the drive motor.
[0010] In a possible implementation, the motor shaft includes a driving end and an output end;
[0011] The driving end is located inside the motor rotor and connected to the motor rotor, the output end extends out of the motor rotor, and the output end is used to be connected to a reducer;
[0012] The first weight-reducing hole is located at the output end, and the second weight-reducing hole is located at the driving end.
[0013] In a possible implementation, a barrier portion is provided between the first weight-reducing hole and the second weight-reducing hole.
[0014] In a possible implementation, the first weight-reducing hole satisfies the following relationship:
[0015] L1≤5D1
[0016] Wherein, L1 is the length of the first weight-reducing hole, and D1 is the diameter of the first weight-reducing hole.
[0017] In one possible implementation, the second weight-reducing hole satisfies the following formula:
[0018] L2≤5D2
[0019] Wherein, L2 is the length of the second weight-reducing hole, and D2 is the diameter of the second weight-reducing hole.
[0020] In a possible implementation, a minimum radial distance between an inner wall of the first weight-reducing hole and an outer wall of the motor shaft is ≥5 mm.
[0021] In a possible implementation, the minimum radial distance between the inner wall of the second weight-reducing hole and the outer wall of the motor shaft is ≥5 mm.
[0022] In a possible implementation manner, a diameter of the first weight-reducing hole is smaller than a diameter of the second weight-reducing hole.
[0023] In a possible implementation, the drive motor further includes a fixing member;
[0024] A first connecting groove is further provided on the outer circumference of the motor shaft, a second connecting groove is provided on the inner wall of the motor rotor, the first connecting groove is opposite to the second connecting groove, and the fixing member is located in the first connecting groove and the second connecting groove.
[0025] A second aspect of the present application provides a vehicle, comprising a reducer and any one of the above-mentioned drive motors;
[0026] The motor shaft of the driving motor is connected to the reducer. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.
[0028] Figure 1 A schematic diagram of the structure of a drive motor provided in an embodiment of the present application;
[0029] Figure 2 A cross-sectional view of a drive motor provided in an embodiment of the present application;
[0030] Figure 3 A schematic diagram of the structure of a motor shaft provided in an embodiment of the present application at a viewing angle;
[0031] Figure 4 A cross-sectional view of a motor shaft provided in an embodiment of the present application;
[0032] Figure 5 A schematic diagram of the structure of a motor shaft provided in an embodiment of the present application from another perspective.
[0033] Description of reference numerals:
[0034] 100-driving motor;
[0035] 110-housing; 111-accommodating chamber;
[0036] 120-motor stator;
[0037] 130-motor rotor;
[0038] 140 - motor shaft; 141 - first weight-reducing hole; 142 - second weight-reducing hole; 143 - output end;
[0039] 144 - driving end; 145 - barrier portion; 146 - first connecting groove. DETAILED DESCRIPTION
[0040] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the specific technical solution of the present application will be further described in detail below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application, but are not used to limit the scope of the present application.
[0041] The embodiment of the present application provides a drive motor and a vehicle including the drive motor, wherein the vehicle may be a car, a bus, or a truck. For example, the vehicle may be any one of an electric vehicle / electric vehicle (EV), a pure electric vehicle / battery electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), and a new energy vehicle (NEV).
[0042] The drive motor may be connected to the axle of the vehicle to transmit power to the axle. For example, the vehicle may further include a reducer, the output shaft of the drive motor may be connected to the reducer, the reducer may be connected to the axle, and the reducer may adjust the output power of the drive motor so that the wheels can rotate at different speeds.
[0043] As described in the above background technology, currently, the output shaft of the motor is heavy, which will increase the load of the motor and thus affect the output efficiency of the motor. Therefore, how to reduce the load of the motor and improve the output efficiency of the motor has become an urgent problem to be solved.
[0044] Based on the above problems, an embodiment of the present application provides a driving motor. By setting a first weight reducing hole and a second weight reducing hole at both ends of the motor shaft, the first weight reducing hole and the second weight reducing hole can effectively reduce the weight of the motor shaft, and can effectively reduce the load of the driving motor, thereby effectively improving the output efficiency of the driving motor.
[0045] The drive motor provided in the embodiment of the present application is described in detail below in conjunction with the accompanying drawings.
[0046] Figure 1 A schematic diagram of the structure of a drive motor provided in an embodiment of the present application is shown in FIG. Figure 2 A cross-sectional view of a drive motor provided in an embodiment of the present application.
[0047] The present application embodiment provides a driving motor 100, see Figure 1 and Figure 2As shown, the drive motor 100 may include a housing 110 and a motor rotor 130, a motor stator 120, and a motor shaft 140 located in the housing 110. For example, the housing 110 may have a receiving cavity 111, and the motor rotor 130, the motor stator 120, and the motor shaft 140 may all be located in the receiving cavity 111 of the housing 110. Among them, the motor stator 120 may have a cavity, the motor rotor 130 may be located in the cavity, and the motor shaft 140 may at least partially penetrate the motor rotor 130.
[0048] For example, a mounting hole may be opened in the center of the motor rotor 130 , and the motor shaft 140 may be inserted into the mounting hole and connected to the mounting hole, so that the motor shaft 140 may be connected to the motor rotor 130 through the mounting hole.
[0049] The motor stator 120 may have an alternating magnetic field, and the motor rotor 130 may generate electromagnetic induction in the magnetic field to achieve rotation. During the rotation of the motor rotor 130 , the motor shaft 140 may be driven to rotate together, so that power is output through the motor shaft 140 .
[0050] See also Figure 2 As shown, a first weight-reducing hole 141 and a second weight-reducing hole 142 may be provided on the motor shaft 140, and the first weight-reducing hole 141 and the second weight-reducing hole 142 may be respectively located at both ends of the motor shaft 140. For example, the first weight-reducing hole 141 and the second weight-reducing hole 142 may extend along the length direction of the motor shaft 140. For example, the end surfaces at both ends of the motor shaft 140 may be processed on the motor shaft 140 by boring or drilling to form the first weight-reducing hole 141 and the second weight-reducing hole 142.
[0051] By providing the first weight-reducing hole 141 and the second weight-reducing hole 142 at both ends of the motor shaft 140, the first weight-reducing hole 141 and the second weight-reducing hole 142 can effectively reduce the weight of the motor shaft 140, and can effectively reduce the load of the drive motor 100, thereby effectively improving the output efficiency of the drive motor 100. Moreover, it is also helpful to reduce the weight of the entire motor, thereby reducing the weight of the vehicle body, reducing the load of the entire vehicle, and improving the overall operating efficiency of the vehicle.
[0052] Figure 3 A schematic diagram of the structure of a motor shaft provided in an embodiment of the present application at a viewing angle, Figure 4 A cross-sectional view of a motor shaft provided in an embodiment of the present application.
[0053] See also Figure 3As shown, the motor shaft 140 may include a driving end 144 and an output end 143. The driving end 144 may be located inside the motor rotor 130 and connected to the motor rotor 130. During the rotation of the motor rotor 130, the driving end 144 of the motor shaft 140 may be driven to rotate, so that the motor shaft 140 as a whole may rotate. The output end 143 may extend out of the motor rotor 130. The output end 143 of the motor shaft 140 may be used to connect to a reducer. During the rotation of the motor shaft 140, power may be transmitted to the reducer through the output end 143, so that the reducer may transmit power to the axle to drive the vehicle.
[0054] Among them, combined Figure 4 As shown, the first weight-reducing hole 141 can be located at the output end 143 of the motor shaft 140, and the second weight-reducing hole 142 can be located at the driving end 144 of the motor shaft 140. For example, holes can be drilled in the motor shaft 140 from the end surface of the output end 143 and the end surface of the driving end 144, respectively, to form the first weight-reducing hole 141 and the second weight-reducing hole 142 on the motor shaft 140. This can facilitate the processing of the first weight-reducing hole 141 and the second weight-reducing hole 142, and help improve the production efficiency of the first weight-reducing hole 141 and the second weight-reducing hole 142.
[0055] Continue to see Figure 4 As shown, there may be a barrier 145 between the first lightening hole 141 and the second lightening hole 142. For example, the first lightening hole 141 and the second lightening hole 142 do not penetrate each other, and it can be understood that the sum of the lengths of the first lightening hole 141 and the second lightening hole 142 is less than the length of the motor shaft 140. In this way, the coolant in the motor can be prevented from flowing out through the first lightening hole 141 and the second lightening hole 142 and flowing into the cavity of the reducer, thereby preventing the coolant from flowing out and affecting the normal cooling of the motor.
[0056] Moreover, the influence of the first lightening hole 141 and the second lightening hole 142 penetrating through the two motor shafts 140 can be reduced or avoided, which helps to improve the overall structural strength and stability of the motor shaft 140 .
[0057] Continue to see Figure 4 As shown, the first weight-reducing hole 141 can satisfy the following formula:
[0058] L1≤5D1
[0059] Among them, L1 is the length of the first lightening hole 141, and D1 is the diameter of the first lightening hole 141. That is, the length of the first lightening hole 141 is less than five times the diameter of the first lightening hole 141. The aspect ratio of a hole refers to the ratio of the length of the hole to its diameter. A too large aspect ratio will increase the difficulty of hole processing, and will reduce the accuracy values of the hole such as straightness and coaxiality, thereby affecting the overall production accuracy of the hole.
[0060] The embodiment of the present application makes the diameter and length of the first weight reducing hole 141 satisfy the above formula, so that the aspect ratio of the first weight reducing hole 141 is within a reasonable range, which can reduce or avoid the aspect ratio of the first weight reducing hole 141 being too large and affecting the processing accuracy of the first weight reducing hole 141, thereby effectively improving the production accuracy of the first weight reducing hole 141.
[0061] Continue to see Figure 4 As shown, the second lightening hole 142 can satisfy the following formula:
[0062] L2≤5D2
[0063] Wherein, L2 is the length of the second lightening hole 142, and D2 is the diameter of the second lightening hole 142. That is, the length of the second lightening hole 142 is less than five times the diameter of the second lightening hole 142. By making the diameter and length of the second lightening hole 142 satisfy the above formula, the aspect ratio of the second lightening hole 142 can be within a reasonable range, which can reduce or avoid the excessive aspect ratio of the second lightening hole 142 affecting the machining accuracy of the second lightening hole 142, thereby effectively improving the production accuracy of the second lightening hole 142.
[0064] As shown in the figure, the minimum distance between the inner wall of the first weight-reducing hole 141 and the outer wall of the motor shaft 140 can be d1, and the value of d1 can be ≥5mm. This can reduce or avoid the motor shaft 140 being too thin at the first weight-reducing hole 141 to affect the structural strength and rigidity of the motor shaft 140, and help improve the overall structural stability of the motor shaft 140.
[0065] Accordingly, the minimum distance between the inner wall of the second weight-reducing hole 142 and the outer wall of the motor shaft 140 may be d2, and the value of d2 may be ≥5 mm. This can reduce or avoid the motor shaft 140 having too small a wall thickness at the second weight-reducing hole 142, thereby affecting the structural strength and rigidity of the motor shaft 140, and helps to improve the overall structural stability of the motor shaft 140.
[0066] Continue to see Figure 4 As shown, the diameter D1 of the first lightening hole 141 can be smaller than the diameter D2 of the second lightening hole 142. The output end 143 of the motor shaft 140 has many structures such as reduction gears and bearing mounting platforms. There is also a tool withdrawal groove on one side of the reduction gear. The tool withdrawal groove is used to facilitate the withdrawal of the tool when machining the gear. The diameter of the tool withdrawal groove is usually smaller than the diameter of the gear. Therefore, the strength of the motor shaft at this point is also relatively weak.
[0067] In the embodiment of the present application, the diameter of the first weight-reducing hole 141 is made smaller than the diameter of the second weight-reducing hole 142. This can increase the wall thickness of the motor shaft 140 at the output end 143, which helps to improve the overall structural strength and rigidity of the output end 143 of the motor shaft 140, and prevent the output end 143 of the motor shaft 140 from breaking, thereby effectively improving the overall structural stability of the motor shaft 140 and enhancing the operating reliability of the motor shaft 140.
[0068] Figure 5 A schematic diagram of the structure of a motor shaft provided in an embodiment of the present application from another perspective.
[0069] The drive motor 100 may further include a fixing member (not shown in the figure), see Figure 5 As shown, a first connection groove 146 may be provided on the outer circumference of the motor shaft 140, and a second connection groove (not shown in the figure) may be provided on the inner wall of the motor rotor 130. The first connection groove 146 and the second connection groove are mutually dependent and opposite, and the fixing member may be located in the first connection groove 146 and the second connection groove. By clamping the fixing member in the first connection groove 146 and the second connection groove, the fixing member can limit the motor shaft 140, and can prevent the motor shaft 140 from rotating relative to the motor rotor 130, thereby effectively improving the reliability and stability of the connection between the motor shaft 140 and the motor rotor 130.
[0070] For example, the fixing member may be a spline, and the first connecting groove 146 and the second connecting groove may be spline grooves.
[0071] In the embodiments of the present application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present application, unless otherwise specified, "plurality" means two or more groups.
[0072] In addition, in the embodiments of the present application, directional terms such as "up", "down", "left" and "right" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they may change accordingly according to the changes in the orientation of the components in the drawings.
[0073] In the embodiments of the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediate medium.
[0074] In the embodiments of the present application, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.
[0075] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.
[0076] The serial numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments. The above are only preferred embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made by using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.
Claims
1. A driving motor, characterized in that: It includes a housing and a motor rotor, a motor stator and a motor shaft located in the housing; The motor stator has a cavity, the motor rotor is located in the cavity, and the motor shaft is at least partially disposed in the motor rotor; The motor shaft is provided with a first weight-reducing hole and a second weight-reducing hole, and the first weight-reducing hole and the second weight-reducing hole are respectively located at two ends of the motor shaft.
2. The drive motor according to claim 1, characterized in that: The motor shaft comprises a driving end and an output end; The driving end is located inside the motor rotor and connected to the motor rotor, the output end extends out of the motor rotor, and the output end is used to be connected to a reducer; The first weight-reducing hole is located at the output end, and the second weight-reducing hole is located at the driving end.
3. The drive motor according to claim 1 or 2, characterized in that: A barrier portion is provided between the first lightening hole and the second lightening hole.
4. The drive motor according to claim 1 or 2, characterized in that: The first weight-reducing hole satisfies the following relationship: L1≤5D1 Wherein, L1 is the length of the first weight-reducing hole, and D1 is the diameter of the first weight-reducing hole.
5. The drive motor according to claim 1 or 2, characterized in that: The second weight reduction hole satisfies the following formula: L2≤5D2 Wherein, L2 is the length of the second weight-reducing hole, and D2 is the diameter of the second weight-reducing hole.
6. The drive motor according to claim 1 or 2, characterized in that: The minimum radial distance between the inner wall of the first weight-reducing hole and the outer wall of the motor shaft is ≥5 mm.
7. The drive motor according to claim 1 or 2, characterized in that: The minimum radial distance between the inner wall of the second weight-reducing hole and the outer wall of the motor shaft is ≥5 mm.
8. The drive motor according to claim 1 or 2, characterized in that: A diameter of the first lightening hole is smaller than a diameter of the second lightening hole.
9. The driving motor according to claim 1 or 2, characterized in that: The driving motor also includes a fixing member; A first connecting groove is further provided on the outer circumference of the motor shaft, a second connecting groove is provided on the inner wall of the motor rotor, the first connecting groove is opposite to the second connecting groove, and the fixing member is located in the first connecting groove and the second connecting groove.
10. A vehicle, characterized in that: A drive motor comprising a reducer and any one of claims 1 to 9; The motor shaft of the driving motor is connected to the reducer.