Electric driving structure and valve device with same

Abstract

The utility model relates to an electric driving structure and a valve device with the same. The electric drive structure includes a rotor magnet and a gear set. The rotor magnet is in a hollow cylinder shape, and the gear set comprises a plurality of gears in transmission combination. The electric driving structure further comprises a transmission part, the transmission part comprises a transmission part combination part, a gear part and a shaft part which extends between the transmission part combination part and the gear part and is coaxial with the rotor magnet, and the transmission part combination part, the gear part and the shaft part are integrally formed. The inner periphery of the rotor magnet is provided with a magnet combination part. The transmission part combination part is directly combined with the magnet combination part, so that the transmission part and the rotor magnet rotate together around an axis. Moreover, the gear part is directly combined with the input gear in the multiple gears, so that the input gear is driven to rotate when the transmission piece rotates. According to the implementation mode provided by the invention, the number of independent components of the electric driving structure can be reduced, so that the time required by an assembly process is shortened, and the difficulty of the assembly process is reduced.

Description

Technical Field

[0001] This disclosure relates to the field of fluid control, and in particular to an electrically driven structure and a valve device having therein. Background Technology

[0002] Valve devices are commonly used in equipment or systems with fluid control requirements, such as vehicle thermal management systems. As a type of valve device, the electronic expansion valve in a vehicle thermal management system is used to regulate refrigerant flow for temperature control. Some valve devices include electrically driven structures. Electrically driven structures consist of a large number of individual components that need to be assembled, making the assembly process time-consuming and labor-intensive. Utility Model Content

[0003] In view of this, the present disclosure provides an electric drive structure and a valve device having the same, which aims to solve the problem that the assembly of conventional electric drive structures is time-consuming and labor-intensive due to the large number of independent components.

[0004] The electric drive structure disclosed herein includes a rotor magnet and a gear set. The rotor magnet is hollow and cylindrical, and the gear set includes multiple gears that are driven together. The electric drive structure also includes a transmission component, which includes a transmission component coupling portion, a gear portion, and a shaft portion extending between the two and coaxial with the rotor magnet. The transmission component coupling portion, gear portion, and shaft portion are integrally formed. A magnet coupling portion is provided on the inner circumference of the rotor magnet. The transmission component coupling portion is directly coupled to the magnet coupling portion, causing the transmission component and the rotor magnet to rotate together about an axis. Furthermore, the gear portion is directly coupled to an input gear among the multiple gears, causing the input gear to rotate when the transmission component rotates.

[0005] The transmission component includes an integrally formed transmission component coupling portion and a gear portion. The transmission component coupling portion is directly coupled to the magnet coupling portion, and the gear portion is directly coupled to the input gear. In this way, the transmission connection from the rotor magnet to the transmission component can be achieved without the need for additional independent components, and the connection from the transmission component to the input gear also requires no additional independent components. Therefore, the implementation provided by this disclosure reduces the number of independent components in the electric drive structure, thereby reducing the time required for assembly processes and simplifying the assembly process.

[0006] As one possible implementation, the transmission component joint is constructed as a disc coaxial with the shaft, and the outer edge of the disc is joined to the magnet joint by an insert molding method.

[0007] Since the transmission component joint is located within the inner circumference of the rotor magnet and joins with the magnet joint, when the transmission component joint is constructed as a disc, the inner diameter of the rotor magnet needs to be relatively large. In other words, this approach reduces the thickness of the rotor magnet, thereby lowering its weight and contributing to the lightweight design of the valve assembly. Furthermore, the disc and magnet joint are joined via molding, further reducing assembly steps and improving assembly efficiency.

[0008] As one possible implementation, the disc also includes a transmission hub connected to the shaft and transmission spokes extending between the transmission hub and the outer edge, with multiple transmission spokes arranged at intervals around the axis.

[0009] Based on the above implementation, the disc is lightweight and uses less material; the former contributes to the weight reduction of the valve device, while the latter helps reduce costs. Furthermore, when the rotor magnet rotates, it needs to overcome the resistance caused by the rotational inertia of the transmission components to drive them. Because the disc is lightweight, the resistance caused by the rotational inertia of the disc that the rotor magnet needs to overcome when driving the disc to rotate is smaller. This reduces the energy consumption of the electric drive structure and improves the efficiency of power transmission.

[0010] As one possible implementation, the outer edge is provided with multiple recesses that are recessed radially inward, and the multiple recesses are arranged at intervals around the axis.

[0011] According to the implementation of this disclosure, since the recess 414 itself is recessed inward, the rotor magnet 21 can be embedded in the recess 414, thereby improving the bonding strength between the two and preventing the rotor magnet from separating from the transmission component.

[0012] As one possible implementation, the magnet joint is constructed as a convex ring protruding from the inner peripheral surface of the rotor magnet.

[0013] The molding method requires the rotor magnet to enclose a portion of the drive component joint, meaning that the portion of the rotor magnet enclosing the drive component joint needs to have a significant thickness in the radial direction. If the overall thickness is made large, the rotor magnet will have a significant weight. According to the implementation of this disclosure, by enclosing the drive component joint with a convex ring, the overall thickness of the rotor magnet can be reduced, thereby reducing its weight.

[0014] As one possible implementation, the gear set also includes a compound gear ring, with multiple gears located in the cavity formed by the compound gear ring. The compound gear ring includes a support cylinder that extends into the rotor magnet and is coaxial with the shaft. The support cylinder directly or indirectly supports the shaft, allowing the shaft to rotate relative to the compound gear ring.

[0015] The support cylinder supports the shaft, preventing it from shifting as it rotates with the transmission component, thereby improving the overall stability of the transmission component.

[0016] One possible implementation includes at least one bearing and a retaining ring, wherein at least one bearing is mounted between the shaft portion and the support cylinder portion, and the retaining ring is axially positioned and sleeved on the shaft portion, and abuts against one end of the bearing facing away from the magnet.

[0017] The bearing is installed between the shaft and the support cylinder, which reduces friction between the two parts and extends the service life of the component. When the shaft undergoes axial displacement, the retaining ring abuts against the end of the bearing facing away from the magnet, thus limiting further axial displacement of the shaft and improving the stability of the transmission component.

[0018] As one possible implementation, a retaining ring is also included, in which the inner surface of the support cylinder and the outer surface of the shaft are engaged by sliding friction, and the retaining ring is axially positioned on the shaft and abuts against the end of the support cylinder that is opposite to the magnet joint.

[0019] The sliding friction fit reduces contact friction between the support cylinder and the shaft, preventing excessive wear on both. Additionally, this fit offers the advantage of lower cost.

[0020] As one possible implementation, the transmission component joint is constructed as the end portion of the shaft, and the magnet joint is located approximately at the center of the rotor magnet along the axial direction.

[0021] The rotor magnet receives support from the transmission component at the magnet joint; that is, the support point is located at the magnet joint. Assuming the magnet joint is located near one end of the rotor magnet along its axial direction, the support point will also be near that end of the rotor magnet. Thus, the distance from the support point to the other end of the rotor magnet is relatively long, resulting in a long cantilever. Due to the long cantilever, the axis of the rotor magnet is more likely to deviate from the axis of the transmission component during rotation. According to the implementation of this disclosure, by positioning the magnet joint along the axial direction at approximately the middle of the rotor magnet, the length of the cantilever can be reduced, thereby reducing the possibility of the rotor magnet deviating during rotation, ensuring the stability of the rotor magnet during rotation, and ensuring the performance of the electric drive structure.

[0022] On the other hand, this disclosure also provides a valve device including the above-described electrically driven structure. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the accompanying drawings used in the embodiments will be briefly described below.

[0024] It should be understood that the following figures only illustrate certain embodiments of this disclosure and should not be construed as limiting the scope.

[0025] It should also be understood that the same or similar reference numerals are used in the accompanying drawings to denote the same or similar elements.

[0026] It should also be understood that the accompanying drawings are only schematic, and the dimensions and scales of the elements in the drawings are not necessarily precise.

[0027] Figure 1 This is a schematic diagram of a valve device according to an embodiment of the present disclosure.

[0028] Figure 2 yes Figure 1 An exploded view of the valve device.

[0029] Figure 3 yes Figure 1 A longitudinal sectional view of the valve assembly.

[0030] Figure 4 yes Figure 3 A partially enlarged schematic diagram of the valve device.

[0031] Figure 5 yes Figure 3 A schematic diagram of the transmission components.

[0032] Figure 6 yes Figure 3 A partially enlarged schematic diagram of the valve device.

[0033] Figure 7 yes Figure 2 A longitudinal sectional view of the rotor magnet and transmission components.

[0034] Figure 8 This is a partial cross-sectional view of a valve device according to another embodiment of the present disclosure. Detailed Implementation

[0035] The embodiments of this disclosure are described below with reference to the accompanying drawings. It should be understood that there are many ways to implement this disclosure, and it should not be construed as being limited to the embodiments set forth herein. The embodiments set forth herein are only for a more thorough and clear understanding of this disclosure.

[0036] Figures 1 to 3 The valve device 1000 provided in this disclosure is shown. As an example, the valve device 1000 can be an electronic expansion valve. Furthermore, the valve device 1000 can be applied in an automotive thermal management system to regulate refrigerant flow for temperature control.

[0037] See Figures 1 to 3The valve assembly 1000 includes an electrically driven structure 100 and a valve body 200. The electrically driven structure 100 includes a stator assembly 10 and a rotor assembly 20. The stator assembly 10 includes a stator housing 11 and a stator 12. The stator housing 11, individually or jointly with the stator 12, defines a receiving cavity 13. The stator 12 surrounds the receiving cavity 13. The stator 12 may include stator coils. The stator coils are capable of generating a rotating magnetic field when energized. The rotor assembly 20 includes a rotor magnet 21 and a rotor cover 22 that houses the rotor magnet 21. The rotor assembly 20 can be fitted into the receiving cavity 13. When the rotating magnetic field acts on the rotor magnet 21, the rotor magnet 21 is driven to rotate about axis AA.

[0038] An electric drive structure 100 is connected to a valve body 200, which contains multiple flow paths. The rotation of the rotor assembly 20 can change the flow state of these multiple flow paths within the valve body 200, thereby controlling the fluid. For example, a valve core may be provided within the valve body 200, and the rotation of the rotor assembly 20 can drive the valve core to rotate, thus changing the flow state of the multiple flow paths.

[0039] In some embodiments, the valve body 200 may have only one flow path, and the valve body 200 may have a valve core to control the opening and closing of this flow path or the flow rate, etc.

[0040] refer to Figure 3 and Figure 4 The electric drive structure 100 also includes a gear set 30 and a transmission member 40. The gear set 30 includes a plurality of gears 31 that are coupled together. The transmission member 40 includes a transmission member coupling portion 41, a gear portion 42, and a shaft portion 43 extending between the two and coaxial with the rotor assembly 20. The transmission member coupling portion 41, the gear portion 42, and the shaft portion 43 are integrally formed. The rotor magnet 21 is hollow cylindrical, and its inner circumference is provided with a magnet coupling portion 211. The transmission member coupling portion 41 is directly coupled to the magnet coupling portion 211, so that the transmission member 40 and the rotor magnet 21 rotate together around the axis AA. Furthermore, the gear portion 42 is directly coupled to the input gear 311 among the plurality of gears 31, so that the transmission member 40 drives the input gear 311 to rotate when it rotates. The transmission member 40 has an integrally formed transmission member coupling portion 41 and a gear portion 42. The transmission member coupling portion 41 is directly coupled to the magnet coupling portion 211, and the gear portion 42 is directly coupled to the input gear 311. In this way, the transmission connection from the rotor magnet 21 to the transmission member 40 can be achieved without the need for additional independent components, and the connection from the transmission member 40 to the input gear 311 also does not require additional independent components. Therefore, the implementation provided by this disclosure can reduce the number of independent components in the electric drive structure 100, thereby reducing the time required for the assembly process and simplifying the assembly process.

[0041] refer to Figure 4The transmission component coupling portion 41 can be configured as a disc portion 41 coaxial with the shaft portion 43, and the outer edge 411 of the disc portion 41 is joined to the magnet coupling portion 211 by insert molding. Since the transmission component coupling portion 41 is joined to the magnet coupling portion 211 on the inner circumference of the rotor magnet 21, when the transmission component coupling portion 41 is configured as a disc portion 41, the inner circumferential diameter of the rotor magnet 21 needs to be constructed to be larger. In other words, this implementation can reduce the thickness of the rotor magnet 21, thereby reducing its weight and contributing to the lightweighting of the valve device 1000. In addition, the combination of the disc portion 41 and the magnet coupling portion 211 by molding can further reduce assembly steps and improve assembly efficiency.

[0042] It is understood that there are many ways to connect the outer edge 411 of the disk portion 41 to the magnet coupling portion 211, and this disclosure does not impose any particular limitation on this. As an example, the outer edge 411 of the disk portion 41 and the magnet coupling portion 211 can be connected by a spline. The toothed fit of the spline can ensure torque transmission between the two and keep them stably in the mounting position. As another example, the outer edge 411 of the disk portion 41 and the magnet coupling portion 211 can be connected by an interference fit, which effectively prevents loosening of the connection.

[0043] Continue to refer to Figure 4 The magnet coupling portion 211 can be configured as a protruding ring portion 211 extending from the inner circumferential surface of the rotor assembly 20. Molding requires the rotor magnet 21 to enclose a portion of the transmission component coupling portion 41; that is, the portion of the rotor magnet 21 enclosing the transmission component coupling portion 41 needs to have a significant thickness in the radial direction. If the overall thickness is made large, the rotor magnet 21 will have a significant weight. According to the implementation of this disclosure, by enclosing the transmission component coupling portion with the protruding ring portion 211, the overall thickness of the rotor magnet 21 can be reduced, thereby reducing its weight.

[0044] It is understood that the magnet joint 211 can be constructed in various forms, and this disclosure does not impose any particular limitation on it. For example, the magnet joint 211 can be constructed as a magnet spoke extending between the rotor magnet and the transmission member.

[0045] It should be noted that, in this disclosure, the orientation description "axial" can refer to the direction of extension of axis AA, and the orientation description "radial" can refer to the direction of extension of a straight line passing through axis AA in a radial plane (i.e., a plane perpendicular to axis AA).

[0046] refer to Figure 4 and Figure 5The outer edge 411 of the disk portion 41 may be provided with a plurality of recesses 414 that are recessed radially inward, and the plurality of recesses 414 are arranged at intervals around the axis AA. According to the implementation of the present disclosure, during the molding process, since the recesses 414 themselves are recessed inward, the rotor magnet 21 can be embedded in the recesses 414, thereby improving the bonding strength between the two and preventing the rotor magnet 21 from separating from the transmission member 40.

[0047] refer to Figure 5 The disc portion 41 may further include a transmission hub 412 connected to the shaft portion 43 and transmission spokes 413 extending between the transmission hub 412 and the outer edge portion 411. Multiple transmission spokes 413 are arranged at intervals around the axis AA. According to the above implementation, the disc portion 41 is lightweight and uses less material; the former contributes to the weight reduction of the valve device 1000, and the latter helps reduce costs. Furthermore, when the rotor magnet 21 rotates, it needs to overcome the resistance caused by the rotational inertia of the transmission component 40 to drive the transmission component 40 to rotate. Because the disc portion 41 is lightweight, the rotor magnet 21 needs to overcome less resistance caused by the rotational inertia of the disc portion 41 when driving the disc portion 41 to rotate. This reduces the energy consumption of the electric drive structure 100 and improves the efficiency of power transmission.

[0048] Continue to refer to Figure 5 The number of recesses 414 is equal to the number of spokes 413 of the transmission component, and there is a recess 414 corresponding to each spoke 413 in the radially extending direction. That is to say, when the recesses 414 are recessed radially inward, the structural strength of the outer edge 411 can be reduced less, especially the outer edge 411 located between two adjacent spokes 413, to ensure the overall structural strength of the transmission component 40.

[0049] It is understood that in some other embodiments, the number of recesses 414 may be less than the number of drive spokes 413. As long as each recess 414 has a corresponding drive spoke 413 in the radially inward direction, the structural strength of the outer edge 411 can be reduced less.

[0050] refer to Figure 3 and Figure 4 The gear set 30 may further include a compound gear ring 32, with multiple gears 31 located within a cavity 33 formed by the compound gear ring 32. The compound gear ring 32 includes a support cylinder 321 that extends into the rotor assembly 20 and is coaxial with the shaft 43. The support cylinder 321 supports the shaft 43, allowing the shaft 43 to rotate relative to the compound gear ring 32. The support cylinder 321 supports the shaft 43, preventing the shaft 43 from shifting as it rotates with the transmission component coupling 41, thereby improving the overall stability of the transmission component 40.

[0051] refer to Figure 6 The electric drive structure 100 may include two bearings 50-1 and 50-2 and a retaining ring 60. The two bearings 50-1 and 50-2 are mounted between the shaft portion 43 and the support cylinder portion 321. The retaining ring 60 is axially positioned and sleeved on the shaft portion 43, abutting against one end of the bearing 50's back-magnet engagement portion 211. The bearing 50's mounting between 43 and the support cylinder portion 321 reduces friction between them, thereby extending the component's service life. When the shaft portion 43 undergoes axial displacement, the retaining ring 60 abuts against one end of the bearing 50's back-magnet engagement portion 211, thus limiting further axial displacement of the shaft portion 43 and improving the stability of the transmission component 40.

[0052] It is understood that in some other embodiments, the number of bearings 50 can be other values. This disclosure does not impose any particular restrictions on this, as long as at least one bearing is provided to support the shaft 43.

[0053] It is understood that there are various ways to mount the bearing 50 between the shaft portion 43 and the support cylinder portion 321, and this disclosure does not impose any particular limitation. As an example, support surfaces for two bearings 50-1 and 50-2 can be constructed on the support cylinder portion 321. (See reference) Figure 4 and Figure 6 The inner circumferential surface of the support cylinder portion 321 may include a first large-diameter section 3211, a second large-diameter section 3212, and a small-diameter section 3213 arranged axially. The small-diameter section 3213 is located axially between the first large-diameter section 3211 and the second large-diameter section 3212. A first positioning end face 3214 is provided between the first large-diameter section 3211 and the small-diameter section 3213, and a second positioning end face 3215 is provided between the second large-diameter section 3212 and the small-diameter section 3213. The transmission hub portion 412 has a third positioning end face 3216. The first bearing 50-1 is radially positioned between the first large-diameter section 3211 and the shaft portion 43, and axially positioned between the first positioning end face 3214 and the third positioning end face 3216. The second bearing 50-2 is radially positioned between the second large-diameter section 3212 and the shaft portion 43, and axially positioned between the second positioning end face 3215 and the retaining ring 60.

[0054] refer to Figure 4The transmission member engagement portion 41 is configured as the end portion of the shaft portion 43, and the magnet engagement portion 211 is located approximately at the center of the rotor assembly 20, i.e., the rotor magnet 21, along the direction of the axis AA. The rotor magnet 21 receives support from the transmission member 40 at the magnet engagement portion 211, meaning the support point is located at the magnet engagement portion 211. Assuming the magnet engagement portion 211 is located near one end of the rotor magnet 21 along its axial direction, the support point will also be near that end of the rotor magnet 21. Thus, the distance from the support point to the other end of the rotor magnet 21 is relatively long, resulting in a longer cantilever. Due to the longer cantilever, the axis of the rotor magnet 21 is more likely to deviate from the axis of the transmission member 40 during rotation. According to the implementation of this disclosure, by positioning the magnet engagement portion 211 approximately at the center of the rotor magnet 21 along its axial direction, the length of the cantilever can be reduced, thereby reducing the possibility of the rotor magnet 21 deviating during rotation, ensuring the stability of the rotor magnet 21 during rotation, and ensuring the overall performance of the electric drive structure 100.

[0055] refer to Figure 7 The axial length of the rotor magnet 21 is D1. After the transmission component joint 41 is engaged with the magnet joint 211, the distance from the transmission component joint 41 to any end of the rotor assembly 20 is D2. When the magnet joint 211 is located approximately at the center of the rotor magnet 21 along the axis AA, D1 and D2 can satisfy: 0.4 ≤ D2 / D1 ≤ 0.6. It can be understood that since the transmission component joint 41 has thickness, the distance from the midpoint of the transmission component joint 41 along the axis AA to any end of the rotor magnet 21 can be defined as D2.

[0056] It is understood that there are various ways to implement the electric drive structure 100 disclosed herein, and it should not be construed as being limited to the embodiments described above. The following, in conjunction with... Figure 8 The following are illustrative examples of variations of this disclosure. It should be noted that the foregoing embodiments and the following variations share some common elements. In the following variations, these elements will use the same reference numerals as in the foregoing embodiments to omit repeated descriptions.

[0057] Figure 8 A portion of the structure of the electrically driven structure 100a is shown. See also Figure 8The electric drive structure 100a may include a retaining ring 60a. The inner surface of the support cylinder 321a and the outer surface of the shaft 43 are engaged by sliding friction. The retaining ring 60a is axially positioned and sleeved on the shaft 43, abutting against the end of the support cylinder 321a facing away from the magnet joint 211. The sliding friction engagement reduces the contact friction between the support cylinder 321a and the shaft 43, preventing excessive wear. Furthermore, this engagement method has the advantage of lower cost. When the shaft 43 undergoes axial displacement, the retaining ring 60a abuts against the end of the support cylinder 321a facing away from the magnet joint 211, thereby limiting further axial displacement of the shaft 43 and improving the stability of the transmission component 40.

[0058] Continue to refer to Figure 8 The electric drive structure 100a may also include a gasket 70, which is axially positioned between the support cylinder portion 321a and the transmission hub portion 412. In this way, the gasket 70 can isolate the transmission member 40 from the support cylinder portion 321a and reduce the friction between the transmission member 40 and the support cylinder portion 321a when the transmission member 40 rotates.

[0059] As an example, the gasket 70 can be made of copper. Copper has good wear resistance and self-lubricating properties, thus it can be used to reduce friction between the transmission component 40 and the support cylinder portion 321a. Of course, in some other embodiments, the gasket 70 may also be made of other materials, and this disclosure does not impose any particular limitations on this.

[0060] This disclosure also provides a vehicle thermal management system including the valve device 1000 mentioned above.

[0061] It should be understood that the term "comprising" and its variations as used in this disclosure are open-ended, meaning "including but not limited to". The term "according to" means "at least in part according to". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least another embodiment".

[0062] The scope of protection of this disclosure is not limited to the above embodiments. Any variations or substitutions that can be conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. An electrically driven structure, comprising: The rotor magnet is hollow and cylindrical. as well as A gear set, which includes multiple gears that are engaged in transmission; The electric drive structure is characterized in that it further includes: A transmission component includes a transmission component coupling portion, a gear portion, and a shaft portion extending between the two and coaxial with the rotor magnet. The transmission component coupling portion, the gear portion, and the shaft portion are integrally formed. A magnet coupling portion is provided on the inner circumference of the rotor magnet. The transmission component coupling portion is directly coupled to the magnet coupling portion, so that the transmission component and the rotor magnet rotate together about an axis. Furthermore, the gear portion is directly coupled to the input gear among the plurality of gears, so that the rotation of the transmission component drives the input gear to rotate.

2. The electric drive structure according to claim 1, characterized in that, The transmission component joint is constructed as a disc portion coaxial with the shaft portion, and the outer edge of the disc portion is joined to the magnet joint portion by an insert molding method.

3. The electric drive structure according to claim 2, characterized in that, The disc portion also includes a transmission hub connected to the shaft portion and transmission spokes extending between the transmission hub portion and the outer edge portion, with a plurality of transmission spokes arranged at intervals around the axis.

4. The electric drive structure according to claim 2, characterized in that, The outer edge is provided with a plurality of recesses that are recessed radially inward, and the plurality of recesses are arranged at intervals around the axis.

5. The electric drive structure according to claim 2, characterized in that, The magnet joint is constructed as a convex ring protruding from the inner peripheral surface of the rotor magnet.

6. The electric drive structure according to claim 1, characterized in that, The gear set also includes a compound gear ring, and the plurality of gears are located in the cavity formed by the compound gear ring. The compound gear ring includes a support cylinder portion that extends into the rotor magnet and is coaxial with the shaft portion. The support cylinder portion directly or indirectly supports the shaft portion, so that the shaft portion is rotatable relative to the compound gear ring.

7. The electric drive structure according to claim 6, characterized in that, It includes at least one bearing and a retaining ring. The at least one bearing is installed between the shaft portion and the support cylinder portion. The retaining ring is axially positioned and sleeved on the shaft portion, and abuts against the end of the bearing that faces away from the magnet joint portion.

8. The electric drive structure according to claim 6, characterized in that, It also includes a retaining ring, the inner surface of the support cylinder and the outer surface of the shaft are engaged by sliding friction, the retaining ring is axially positioned on the shaft and abuts against the end of the support cylinder that is opposite to the magnet joint.

9. The electric drive structure according to any one of claims 1 to 8, characterized in that, The transmission component joint is configured as the end portion of the shaft, and the magnet joint is located approximately at the center of the rotor magnet along the direction of the axis.

10. A valve device, characterized in that, Includes the electric drive structure according to any one of claims 1 to 9.

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