Flat wire motor busbar structure
By adopting a radially distributed bus structure and an arc-distributed second busbar in the flat line motor busbar, combined with the radial bending of the lead wire and the design of the second line trough, the problems of complex busbar structure and excessive volume in the prior art are solved, and the effective reduction of the volume of the flat line motor and the simplification of the spatial arrangement are achieved.
Patent Information
- Application Number
- CN202420366254.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-02-27
- Publication Date
- 2025-05-13
- Estimated Expiration
- 2034-02-27
AI Technical Summary
The existing flat wire motor busbar has a complex structure and large size, which leads to excessive size of the motor, which in turn affects the flexibility of the motor space layout on the vehicle.
The first busbar and the second busbar are distributed radially in the winding direction, and the second busbar is distributed in an arc shape. The lead wire is radially bent to contact the busbar, forming a second line groove at the bent part to avoid the lead wire, and reducing the axial and radial dimensions of the busbar.
The volume of the flat wire motor and its required installation space are effectively reduced, making the space arrangement of the flat wire motor on the vehicle simpler, simplifying the line production process and improving the stability of welding connections.
Smart Images
Figure CN222868641U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to a flat wire motor busbar structure, belonging to the technical field of flat wire motors. Background Art
[0002] As a key component of the drive motor, the motor stator generally adopts the round copper wire motor stator solution. However, due to its slot fill rate and power density, it is difficult to make a big breakthrough in the round copper wire motor stator. Flat copper wire motor stators have gradually become the new favorite of motor companies. Compared with round wire motors, flat wire motors have the characteristics of high slot fill rate, small size, high power density, and suitable for automated production. They have become the development direction of drive motors. Flat wire motors use flat copper wire in the stator winding. The winding is first made into a shape similar to a hairpin, inserted into the stator slot, and then the end of the hairpin is welded at the other end.
[0003] However, as the number of parallel branches and layers of flat wire stators increases, the lead wires become more and more complicated. In order to reduce the difficulty of the process, reduce the frequency of welding errors, improve the appearance quality of the motor stator assembly, and also to achieve automated production, flat wire motors often use buses to organize their lead wires. However, in related technologies, each bus is axially stacked, with a complex structure and a large volume, which easily leads to an excessively large motor volume, which in turn makes it difficult to arrange the motor space on the vehicle. Utility Model Content
[0004] The utility model aims to provide a flat wire motor busbar structure with reduced volume in view of the shortcomings of the prior art.
[0005] To achieve the purpose, the technical solution adopted by the utility model is:
[0006] A flat wire motor busbar structure comprises a stator, wherein the stator comprises a winding and a busbar connected to the lead-out wires of the winding, wherein the lead-out wires of the winding comprise a starting end and an ending end of a plurality of phase wires, wherein the busbar comprises a first busbar connected to the ending end and a plurality of second busbars connected to the starting end, wherein the first busbar and the second busbar are distributed along the radial direction of the winding, and the plurality of second busbars are distributed in an arc shape.
[0007] As a further optimization of the above technical solution: part of the lead-out wires are radially bent toward the direction close to the first bus bar, so that the tail end can contact the first bus bar.
[0008] As a further optimization of the above technical solution: the radial bending part of the lead wire is located below the second bus bar, the second bus bar is bent in the axial direction, so that a plurality of second wire grooves are formed on the second bus bar, and the radial bending part of the lead wire is located in the second wire groove.
[0009] As a further optimization of the above technical solution: the first bus is provided with a plurality of first weld legs protruding along the axial direction, the tail end is welded to the first weld legs, and the second bus is provided with a plurality of second weld legs protruding along the axial direction, the starting end is welded to the second weld legs.
[0010] As a further optimization of the above technical solution: the axially bent portion of the second busbar is located on the inner side of the plane where the end surface of the second welding leg is located.
[0011] As a further optimization of the above technical solution: the end face of the axially bent portion of the second bus-bar is coplanar with the plane where the end face of the second welding leg is located.
[0012] As a further optimization of the above technical solution: the first bus is bent in the radial direction, so that a plurality of first wire grooves are formed on the first bus, and the starting end is located in the first wire grooves.
[0013] As a further optimization of the above technical solution: the second bus is bent in a radial direction toward the first bus, so that the second bus is in contact with the starting end.
[0014] As a further optimization of the above technical solution: the first busbar is approximately in an arc shape, and the curvature of the first busbar is approximately the curvature of the inner circumferential surface of the stator.
[0015] Compared with the prior art, the first bus and the second bus of the utility model are distributed along the radial direction of the winding. Compared with the traditional axially stacked bus, the utility model compresses the axial dimension. The three second busbars are distributed in an arc shape instead of being radially arranged in parallel, which compresses the radial dimension and reduces the volume of the busbar. Therefore, after the busbar is installed on the stator, the axial dimension and radial dimension of the stator can be effectively reduced, which greatly reduces the volume of the flat wire motor and the space required for its installation, making the spatial arrangement of the flat wire motor on the vehicle simpler; a plurality of second wire grooves are formed on the second busbar, and the second wire grooves avoid the bent lead wires to prevent the second busbar from interfering with the bent lead wires; the axial height of the second busbar is determined by the height of the second welding foot, and the axial bending of the second busbar and the avoidance of the lead wires are achieved when the total height of the second busbar remains unchanged, making the wire manufacturing process more concise and conducive to welding connection. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Figure 1 It is a three-dimensional structural schematic diagram of the utility model. DETAILED DESCRIPTION
[0017] The present invention will be further described below in conjunction with the accompanying drawings and specific implementations. Figure 1As shown, a flat wire motor busbar structure includes a stator 1, and the stator 1 includes a winding 2 and a busbar for connecting to the lead wire of the winding 2. The lead wire of the winding includes the starting end and the ending end of several phase lines, and the busbar includes a first busbar 3 connected to the ending end and three second busbars 4 connected to the starting end. The first busbar 3 and the second busbar 4 are distributed along the radial direction of the winding 2, and the three second busbars 4 are distributed in an arc shape. In the utility model, the first busbar 3 and the second busbar 4 are distributed along the radial direction of the winding 2. Compared with the traditional axially stacked arrangement of the busbar, the utility model compresses the axial dimension, and the three second busbars 4 are distributed in an arc shape rather than radially parallel, which compresses the radial dimension, and the busbar is reduced, so that after the busbar is installed on the stator 1, the axial dimension and radial dimension of the stator 1 can be effectively reduced, and the volume of the flat wire motor and the space required for its installation are greatly reduced, so that the space arrangement of the flat wire motor on the vehicle is simpler. The “radial” mentioned in this patent refers to the diameter direction of the winding, and the “axial” refers to the motor shaft direction of the motor, which is inserted into the stator 1.
[0018] In the above technical solution: the first busbar 3 is provided with a plurality of first welding legs 31 protruding in the axial direction, and the tail end is welded to the first welding leg 31. Both ends of the second busbar 4 are provided with second welding legs 41 protruding in the axial direction, and the head end is welded to the second welding leg 41. The first welding leg 31 and the second welding leg 41 are both protruding in the axial direction, so that the extension direction of the first welding leg 31 and the second welding leg 41 is consistent with the extension direction of the lead wire, thereby increasing the contact area between the first welding leg 31 and the second welding leg 41 and the lead wire, thereby improving the welding stability of the first welding leg 31 and the second welding leg 41 and the lead wire.
[0019] In the above technical solution: the first busbar 3 is approximately arc-shaped, and the curvature of the first busbar 3 is approximately the curvature of the inner circumference of the stator 1, and the first busbar 3 is located on the inner side of the curved surface where the inner circumference of the stator is located. The first busbar 3 is bent in the radial direction, so that a plurality of first wire grooves 32 are formed on the first busbar 3, and part of the starting end is located in the first wire grooves 32. The second busbar 4 is bent in the radial direction toward the first busbar 3, so that the second welding leg 41 is in contact with the starting end, and the starting end does not need to be bent at this time. The first wire groove 32 avoids the welding between the starting end of the lead wire and the second busbar 4 to prevent the first busbar 3 from interfering with the starting end of the lead wire. Since the interference range is small, the size of the first wire groove 32 used for avoidance is small, the bending degree of the first busbar 3 is low, and the influence on the radial width of the first busbar 3 is small.
[0020] In the above technical solution: part of the lead wire is arranged close to the outer peripheral surface of the stator 1, and the lead wire is radially bent toward the first bus bar 3 so that the end can contact the first welding leg 31. The lead wire has a small bending degree, which is conducive to the manufacture of spare parts and reduces the damage to the external insulation and internal conductor of the lead wire caused by excessive twisting.
[0021] In the above technical solution, the radial bending part of the lead wire is located below the second bus bar 4, and the second bus bar 4 is bent in the axial direction, so that a plurality of second wire grooves 42 are formed on the second bus bar 4. The radial bending part of the lead wire is located in the second wire groove 42, and the second wire groove 42 avoids the bent lead wire to prevent the second bus bar 4 from interfering with the bent lead wire.
[0022] In the above technical solution: the end face of the axially bent portion of the second busbar 4 is located inside the plane where the end face of the second welding leg 41 is located, or the end face of the axially bent portion of the second busbar 4 is coplanar with the plane where the end face of the second welding leg 41 is located. That is, the axial height of the second busbar 4 is determined by the height of the second welding leg 41, and the axial bending of the second busbar 4 and the avoidance of the lead wire are achieved without changing the total height of the second busbar 4, so that the line type manufacturing process is more concise and is conducive to welding connection.
[0023] When the outer diameter of the stator core is less than 155 mm, the installation positions of the first bus 3 and the second bus 4 can be moved toward the inner circumference of the stator 1 to enhance the turn-to-turn voltage resistance and ensure that the second bus 4 is located within the curved surface of the outer circumference of the stator 1, avoiding the motor casing and maintaining a sufficient creepage safety distance.
[0024] The preferred specific embodiments of the present utility model are described in detail above. It should be understood that ordinary technicians in this field can make many modifications and changes based on the concept of the present utility model without creative work. Therefore, all technical solutions that can be obtained by technicians in this technical field based on the concept of the present utility model through logical analysis, reasoning or limited experiments on the basis of the existing technology should fall within the protection scope of the present utility model.
Claims
1. A flat wire motor busbar structure, comprising a stator (1), wherein the stator (1) comprises a winding (2) and a busbar for connecting to a lead wire of the winding (2), characterized in that The lead-out wires of the winding (2) include a plurality of starting ends and an ending end of a phase line, the busbar includes a first busbar (3) connected to the ending end and a plurality of second busbars (4) connected to the starting end, the first busbar (3) and the second busbar (4) are distributed along the radial direction of the winding (2), and the plurality of second busbars (4) are distributed in an arc shape.
2. A flat wire motor busbar structure according to claim 1, characterized in that Part of the lead wires is radially bent in a direction close to the first bus bar (3) so that the tail end can contact the first bus bar (3).
3. A flat wire motor busbar structure according to claim 2, characterized in that The radial bending portion of the lead wire is located below the second bus bar (4); the second bus bar (4) is bent in the axial direction so that a plurality of second wire grooves (42) are formed on the second bus bar (4); the radial bending portion of the lead wire is located within the second wire grooves (42).
4. A flat wire motor busbar structure according to claim 3, characterized in that The first busbar (3) is provided with a plurality of first welding legs (31) protruding along the axial direction, and the tail end is welded to the first welding legs (31), and the second busbar (4) is provided with a plurality of second welding legs (41) protruding along the axial direction, and the start end is welded to the second welding legs (41).
5. A flat wire motor busbar structure according to claim 4, characterized in that The axially bent portion of the second busbar (4) is located on the inner side of the plane where the end surface of the second welding leg (41) is located.
6. A flat wire motor busbar structure according to claim 4, characterized in that The end surface of the axially bent portion of the second busbar (4) is coplanar with the plane where the end surface of the second welding leg (41) is located.
7. The flat wire motor busbar structure according to claim 1, characterized in that The first bus bar (3) is bent in the radial direction so that a plurality of first wire grooves (32) are formed on the first bus bar (3), and the starting end is located in the first wire grooves (32).
8. A flat wire motor busbar structure according to any one of claims 1 to 7, characterized in that The second bus bar (4) is bent in a radial direction towards the first bus bar (3), so that the second bus bar (4) is in contact with the starting end.
9. A flat wire motor busbar structure according to any one of claims 1 to 7, characterized in that The first busbar (3) is approximately arc-shaped, and the curvature of the first busbar (3) is approximately the same as the curvature of the inner circumference of the stator (1).