Automobile motor and axial clearance dynamic compensation structure thereof

Abstract

The utility model belongs to the technical field of motors, and provides an automobile motor and an axial clearance dynamic compensation structure thereof, the structure comprises a first positioning ring, a first wear-resistant gasket, an oil-retaining bearing, an elastic member, a second wear-resistant gasket and a second positioning ring which are sequentially sleeved on a rotor output shaft in a mutually attached manner; wherein the oil bearing is fixedly embedded in a convex cylinder at the side end of the shell, and the output shaft penetrates out of the convex cylinder from the interior of the shell; the first positioning ring and the first wear-resistant gasket are located on the side, facing the interior of the machine shell, of the oil bearing, the first positioning ring is connected with the side end of the rotor in an abutting mode, the elastic piece, the second wear-resistant gasket and the second positioning ring are located on the side, facing the exterior of the machine shell, of the oil bearing, and the compression amount of the elastic piece ranges from 0.1 mm to 0.4 mm. Dynamic compensation of the axial clearance is achieved through resetting of the elastic piece, it can be guaranteed that the axial clearance of the rotor can be always kept within a proper range, the assembly requirement and the use requirement of an automobile motor are met, and then assembly impact abnormal sound and axial impact noise of the rotor are thoroughly eliminated.

Description

Technical Field

[0001] The utility model relates to the technical field of motors, in particular to an automobile motor and an axial clearance dynamic compensation structure thereof. Background Art

[0002] Currently, DC motors used in automotive side door or tailgate struts typically have an axial clearance between the wear-resistant gasket and the oil-containing bearing at the rotor shaft output end, typically limited by a retaining ring, to prevent friction between the rotor and stator. However, this existing axial clearance has the following drawbacks:

[0003] 1. The axial clearance can only be statically compensated by adjusting the assembly position or assembly tolerance of the locating ring on the rotor shaft. It cannot solve the problem of the clearance becoming larger due to dynamic wear of the wear-resistant gasket, resulting in the common problem of axial impact noise in the rotor.

[0004] 2. Due to the difficulty in ensuring the process and the easy cause of motor assembly jamming, the actual axial clearance is 0.03~0.3mm instead of the designed 0~0.03mm. However, at this clearance, the axial movement of the rotor under the manual door swing (door opening) condition is measured to be 0.15mm, which will produce obvious assembly impact noise. Utility Model Content

[0005] In view of the deficiencies of the existing technology, the utility model provides an automobile motor and an axial clearance dynamic compensation structure thereof, which can dynamically compensate for the axial clearance of the rotor and completely eliminate the rotor assembly impact noise and axial impact noise.

[0006] To achieve the above objectives, the present invention provides the following technical solutions:

[0007] An automobile motor and an axial clearance dynamic compensation structure thereof, comprising:

[0008] The first positioning ring, the first wear-resistant gasket, the oil-containing bearing, the elastic member, the second wear-resistant gasket and the second positioning ring are sequentially fitted onto the output shaft of the rotor;

[0009] In which, the oil-containing bearing is fixedly embedded in the convex cylinder at the side end of the casing, and the output shaft passes through the convex cylinder from the inside of the casing; the first positioning ring and the first wear-resistant gasket are located on the side of the oil-containing bearing facing the inside of the casing and the first positioning ring is in contact with the side end of the rotor, the elastic member, the second wear-resistant gasket and the second positioning ring are located on the side of the oil-containing bearing facing the outside of the casing and the compression amount of the elastic member is 0.1~0.4mm.

[0010] Furthermore, a third wear-resistant gasket is provided between the elastic member and the oil-containing bearing;

[0011] The third wear-resistant gasket is sleeved on the output shaft.

[0012] Furthermore, the elastic member is a corrugated meson, and its compression amount is 0.3 mm.

[0013] Furthermore, the number of wave peaks of the waveform meson is 3.

[0014] Furthermore, the material of the corrugated meson is 65Mn or SK5.

[0015] Furthermore, the surface roughness Ra of both side surfaces of each of the first wear-resistant gasket, the second wear-resistant gasket and the third wear-resistant gasket is 0.8 μm.

[0016] Furthermore, the first wear-resistant gasket, the second wear-resistant gasket and the third wear-resistant gasket are made of the same material, which is one of graphite nylon, PET, PA6 and PA46.

[0017] Furthermore, the first wear-resistant gasket, the second wear-resistant gasket and the third wear-resistant gasket are all made of graphite nylon.

[0018] An automobile motor comprises the automobile motor axial clearance dynamic compensation structure and a stator as described above, wherein the stator is fixedly embedded in the housing and located outside the rotor.

[0019] Compared with the prior art, the beneficial effects of the present invention are:

[0020] 1. Dynamic compensation of the axial clearance is achieved through the resetting of the elastic part, which can ensure that the axial clearance of the rotor can always be maintained in an appropriate range, thereby meeting the assembly requirements and use requirements of the automotive motor, and thus completely eliminating the rotor assembly impact noise and axial impact noise.

[0021] 2. After adopting the above-mentioned axial clearance dynamic compensation structure, the axial movement of the rotor is greatly reduced, and the abnormal noise caused by the rotor assembly is completely eliminated. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0023] Figure 1 This is a schematic diagram of the dynamic compensation structure for the axial clearance of an automobile motor in the present utility model;

[0024] Figure 2 For Figure 1 Based on the above, it is a schematic diagram of the structure of the parts set on the output shaft after full section.

[0025] The following are the descriptions of the reference numerals:

[0026] 101, rotor, 102, output shaft, 103, housing, 104, cam, 105, stator;

[0027] 1. First positioning ring, 2. First wear-resistant gasket, 3. Oil-containing bearing, 4. Elastic member, 5. Second wear-resistant gasket, 6. Second positioning ring, 7. Third wear-resistant gasket. DETAILED DESCRIPTION

[0028] Hereinafter, only certain exemplary embodiments are briefly described. As will be appreciated by those skilled in the art, the described embodiments may be modified in various ways without departing from the spirit or scope of the present invention. Therefore, the drawings and description are to be regarded as illustrative in nature and not restrictive.

[0029] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0030] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of this utility model, "plurality" means two or more, unless otherwise specifically defined.

[0031] In this utility model, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; they can refer to direct connection or indirect connection through an intermediate medium; they can refer to internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on specific circumstances.

[0032] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0033] The disclosure below provides many different embodiments or examples for realizing different structures of the present invention. In order to simplify the disclosure of the present invention, the components and settings of specific examples are described below. Of course, they are only examples and are not intended to limit the present invention.

[0034] The embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0035] See also Figure 1 and Figure 2 As shown, on the one hand, the utility model provides a dynamic compensation structure for axial clearance of an automobile motor, comprising:

[0036] The first positioning ring 1, the first wear-resistant gasket 2, the oil-containing bearing 3, the elastic member 4, the second wear-resistant gasket 5 and the second positioning ring 6 are sequentially fitted onto the output shaft 102 of the rotor 101 in a mutually fitting manner;

[0037] Among them, the oil-containing bearing 3 is fixedly embedded in the convex cylinder 104 at the side end of the housing 103, and the output shaft 102 passes through the convex cylinder 104 from the inside of the housing 103; the first positioning ring 1 and the first wear-resistant gasket 2 are located on the side of the oil-containing bearing 3 facing the inside of the housing 103, and the first positioning ring 1 is in contact with the side end of the rotor 101. The elastic member 4, the second wear-resistant gasket 5 and the second positioning ring 6 are located on the side of the oil-containing bearing 3 facing the outside of the housing 103, and the compression amount of the elastic member 4 (i.e., the deformation amount under compression) is 0.1 to 0.4 mm.

[0038] During assembly, the output shaft 102 is fitted with the first positioning ring 1 and the first wear-resistant gasket 2, then passes through the oil-containing bearing 3 and extends out of the protruding cylinder 104. The elastic member 4, the second wear-resistant gasket 5, and the second positioning ring 6 are then sequentially fitted onto the output shaft 102. The distance L between the outer surface of the second positioning ring 6 (the side facing away from the second wear-resistant gasket 5) and the side end of the housing 103 is then controlled, using the fixed oil-containing bearing 3 as a reference. This allows the elastic member 4 to be compressed by a predetermined amount (0.1-0.4 mm) to produce a predetermined deformation. The thickness of the compressed elastic member 4 is considered the axial clearance of the rotor 101. After the first and second positioning rings 1 and 6 rotate synchronously with the output shaft 102 and the first and second wear-resistant gaskets 2 and 5 wear, this axial clearance is dynamically compensated by the resetting of the elastic member 4, ensuring that the axial clearance of the rotor 101 is consistently maintained within an appropriate range, thereby meeting the assembly and use requirements of automotive motors and completely eliminating assembly and axial impact noise from the rotor. In addition, the elastic member 4 is located on the side of the oil-containing bearing 3 facing the outside of the housing 103, which is convenient for maintenance and replacement.

[0039] In order to reduce the wear of the elastic member 4 and extend its service life, a third wear-resistant gasket 7 is provided between the elastic member 4 and the oil-containing bearing 3 . The third wear-resistant gasket 7 is sleeved on the output shaft 102 .

[0040] In this embodiment, the elastic member 4 is preferably a corrugated member with a compression of 0.3 mm. The corrugated member has three peaks and dimensions of 0.7 mm in total height and 0.57 mm in peak height. The material is 65Mn or SK5, which has good elasticity and wear resistance.

[0041] The surface roughness Ra of the two sides of each of the first wear-resistant pad 2, the second wear-resistant pad 5 and the third wear-resistant pad 7 is 0.8 μm. Thus, their sides are highly smooth and have little wear on each other or on the elastic member 4.

[0042] The first wear-resistant gasket 2, the second wear-resistant gasket 5 and the third wear-resistant gasket 7 are made of the same material, which is one of graphite nylon, PET, PA6 and PA46. In this embodiment, the first wear-resistant gasket 2, the second wear-resistant gasket 5 and the third wear-resistant gasket 7 are preferably made of graphite nylon.

[0043] On the other hand, the present invention provides an automotive motor, comprising the above-mentioned automotive motor axial clearance dynamic compensation structure and a stator 105 . The stator 105 is fixedly embedded in the housing 103 and located outside the rotor 101 .

[0044] Taking a DC motor used in a car's side door as an example, a motor assembly equipped with the aforementioned dynamic axial clearance compensation structure was installed on the side door of a production vehicle. The door was then manually shaken in a soundproof room. After 30 test cycles, the rotor's axial play was reduced from an average of 0.15mm to 0.02mm, and the incidence of assembly noise was reduced from 100% to zero. This demonstrates that the implementation of the dynamic axial clearance compensation structure significantly reduces rotor axial play and completely eliminates rotor assembly noise.

[0045] The above embodiments are only preferred embodiments of the present invention and are not limitations on the technical solutions of the present invention. Any technical solution that can be implemented on the basis of the above embodiments without creative work should be deemed to fall within the scope of protection of the patent of the present invention.

Claims

1. A dynamic compensation structure for axial clearance of an automobile motor, characterized in that: include: The first positioning ring, the first wear-resistant gasket, the oil-containing bearing, the elastic member, the second wear-resistant gasket and the second positioning ring are sequentially fitted onto the output shaft of the rotor; In which, the oil-containing bearing is fixedly embedded in the convex cylinder at the side end of the casing, and the output shaft passes through the convex cylinder from the inside of the casing; the first positioning ring and the first wear-resistant gasket are located on the side of the oil-containing bearing facing the inside of the casing and the first positioning ring is in contact with the side end of the rotor, the elastic member, the second wear-resistant gasket and the second positioning ring are located on the side of the oil-containing bearing facing the outside of the casing and the compression amount of the elastic member is 0.1~0.4mm.

2. The automotive motor axial clearance dynamic compensation structure according to claim 1, characterized in that: A third wear-resistant gasket is provided between the elastic member and the oil-containing bearing; The third wear-resistant gasket is sleeved on the output shaft.

3. The automotive motor axial clearance dynamic compensation structure according to claim 1 or 2, characterized in that: The elastic member is a corrugated meson, and its compression amount is 0.3 mm.

4. The automotive motor axial clearance dynamic compensation structure according to claim 3, characterized in that: The number of wave crests of the waveform meson is 3.

5. The automotive motor axial clearance dynamic compensation structure according to claim 4, characterized in that: The material of the corrugated meson is 65Mn or SK5.

6. The automotive motor axial clearance dynamic compensation structure according to claim 2, characterized in that: The surface roughness Ra of both side surfaces of each of the first wear-resistant gasket, the second wear-resistant gasket, and the third wear-resistant gasket is 0.8 μm.

7. The automotive motor axial clearance dynamic compensation structure according to claim 2 or 6, characterized in that: The first wear-resistant gasket, the second wear-resistant gasket and the third wear-resistant gasket are made of the same material, which is one of graphite nylon, PET, PA6 and PA46.

8. The automotive motor axial clearance dynamic compensation structure according to claim 7, characterized in that: The first wear-resistant gasket, the second wear-resistant gasket and the third wear-resistant gasket are all made of graphite nylon.

9. An automotive motor, characterized in that: The invention comprises the automobile motor axial clearance dynamic compensation structure and the stator according to any one of claims 1 to 8, wherein the stator is fixedly embedded in the housing and located outside the rotor.

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