Spoke inner rotor structure, motor and automobile suspension

Abstract

The utility model discloses a spoke type inner rotor structure, motor and car suspension relates to motor rotor technical field, this spoke type inner rotor structure includes rotor core and magnetic steel, and rotor core is equipped with magnetic steel groove, and magnetic steel groove is equipped with first slot section, second slot section and third slot section in the radial direction of rotor core in proper order, magnetic steel is contained in magnetic steel groove, and the first magnetic steel section, second magnetic steel section and third magnetic steel section are included in the radial direction of rotor core in proper order to magnetic steel, and the first magnetic steel section is at least partly accommodated in first slot section, and the third magnetic steel section is at least partly accommodated in third slot section, in along the circumference direction of rotor core, the width of first slot section is greater than the width of second slot section, and the width of first magnetic steel section is greater than the width of second magnetic steel section, and / or in along the circumference direction of rotor core, the width of third slot section is greater than the width of second slot section, and the width of third magnetic steel section is greater than the width of second magnetic steel section. The utility model aims at improving the magnetic steel consumption, and then improves motor power density.

Description

Technical Field

[0001] This utility model relates to the field of motor rotor technology, and in particular to a spoke-type internal rotor structure, a motor, and an automobile suspension. Background Technology

[0002] Spoke-type internal rotors are commonly used in permanent magnet synchronous motors. Compared to other types of motor rotors, spoke-type internal rotors can effectively improve the torque density of the motor and generate greater torque in the same volume. Therefore, they are widely used in applications that require high torque output, such as electric vehicles and industrial servo systems.

[0003] In related technologies, the spoke-type internal rotor structure typically includes a rotor core and multiple magnets. The rotor core has magnet slots, and multiple magnets are correspondingly embedded in these slots. A magnetic bridge is placed between adjacent magnet slots to reduce magnetic leakage from the permanent magnets and improve motor efficiency. The portion between the bottom of the magnet slot and the shaft hole is usually called the yoke. The yoke supports and fixes the magnets in the motor and is also part of the magnetic circuit, directly affecting the motor's performance.

[0004] In practical motor design, the width of the magnetic bridge and the thickness of the yoke together limit the size of the magnet (usually a permanent magnet). The magnet size needs to be matched with the design of the magnetic bridge and yoke to ensure uniform magnetic flux distribution and minimize magnetic leakage. However, this matching often limits the maximum possible size of the magnet, thereby limiting the maximum magnetic flux and output power that the motor can achieve. Utility Model Content

[0005] The main purpose of this invention is to provide a spoke-type internal rotor structure, a motor, and an automotive suspension, aiming to increase the amount of magnets used and improve the power density of the motor.

[0006] To achieve the above objectives, this utility model proposes a spoke-type internal rotor structure, comprising: A rotor core, wherein the rotor core is provided with magnetic slots, and the magnetic slots are sequentially provided with a first slot segment, a second slot segment, and a third slot segment in the radial direction of the rotor core. The first slot segment is close to the axis of the rotor core, and the third slot segment is away from the axis of the rotor core. The magnet is housed in the magnet slot. The magnet includes a first magnet segment, a second magnet segment, and a third magnet segment in the radial direction of the rotor core. The first magnet segment is close to the axis of the rotor core, and the third magnet segment is far from the axis of the rotor core. The first magnet segment is at least partially housed in the first slot segment, and the third magnet segment is at least partially housed in the third slot segment. Wherein, along the circumferential direction of the rotor core, the width of the first slot segment is greater than the width of the second slot segment, and the width of the first magnet segment is greater than the width of the second magnet segment; and / or Along the circumference of the rotor core, the width of the third slot segment is greater than the width of the second slot segment, and the width of the third magnet segment is greater than the width of the second magnet segment.

[0007] In one embodiment, the first magnet segment is provided with a chamfered structure, the chamfered structure being at least partially accommodated within the first slot segment; and / or, The third magnet section is provided with a chamfered structure, and the chamfered structure is at least partially accommodated in the third groove section.

[0008] In one embodiment, the chamfer angles of the first magnet segment and the third magnet segment are different.

[0009] In one embodiment, the width of the first magnet segment is greater than the width of the third magnet segment along the circumferential direction of the rotor core.

[0010] In one embodiment, the first magnet segment has a first chamfer and a second chamfer along the circumferential direction of the rotor core, the chamfer angles of the first chamfer and the second chamfer being different; and / or In the circumferential direction of the rotor core, the third magnet segment is provided with a third chamfer and a fourth chamfer, and the chamfer angles of the third chamfer and the fourth chamfer are different.

[0011] In one embodiment, the first magnet segment abuts against the first slot segment; and / or, the three magnet segments abut against the third slot segment.

[0012] In one embodiment, the width of the first slot segment is greater than the width of the third slot segment along the circumferential direction of the rotor core.

[0013] In one embodiment, the rotor core is provided with a plurality of magnetic slots spaced apart along its circumference, and a magnetic bridge is formed between two adjacent magnetic slots and the magnetic bridge is a parallel magnetic bridge.

[0014] This utility model also provides an electric motor, including the spoke-type inner rotor structure as described above.

[0015] This utility model also provides an automotive suspension, including the motor described above.

[0016] The spoke-type inner rotor structure provided by this utility model solves the problem in related technologies where the magnetic bridge width and yoke thickness limit the maximum size of the magnet, thereby limiting the maximum magnetic flux and output power of the motor. This is achieved by adopting a three-section magnet slot and a matching three-section magnet design, a differentiated slot width and magnet segment width design, and a chamfered magnet segment structure. Specifically, in this spoke-type inner rotor structure, the magnetic slots of the rotor core are designed radially as a first slot segment close to the shaft, a second slot segment in the middle, and a third slot segment away from the shaft. Simultaneously, the magnets housed within the magnetic slots are correspondingly designed as a first magnetic segment, a second magnetic segment, and a third magnetic segment, with the first magnetic segment at least partially fitted into the first slot segment and the third magnetic segment at least partially fitted into the third slot segment. The widths of the slot segments and magnetic segments are differentiated, meaning that in the circumferential direction of the rotor core, the width of the first slot segment is greater than the width of the second slot segment, and the width of the first magnetic segment is correspondingly greater than the width of the second magnetic segment; and / or the width of the third slot segment is greater than the width of the second slot segment, and the width of the third magnetic segment is correspondingly greater than the width of the second magnetic segment. This three-segment slot and magnet segment adaptation design, combined with the circumferentially differentiated width design, can effectively expand the magnet's width in the corresponding area of ​​the first or third slot segment while maintaining a reasonable design of the magnetic bridge width and yoke thickness to ensure reduced magnetic leakage and stable support. Compared to the uniform width magnets in related technologies, this design can directly increase the total volume of the magnets and the magnetic flux inside the motor without increasing the overall rotor volume, thereby significantly improving the motor's torque density and output power, making it more suitable for the high torque and high power requirements of electric vehicles, industrial servo systems, etc. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of an embodiment of the spoke-type inner rotor structure provided by this utility model. Figure 2 This is a schematic diagram of the structure of an embodiment of the magnetic steel trough provided by this utility model; Figure 3 This is a schematic diagram of the structure of an embodiment of the magnet provided by this utility model.

[0019] Explanation of icon numbers: 100. Spoke-type internal rotor structure; 1. Rotor core; 11. Magnet slot; 111. First slot segment; 112. Second slot segment; 113. Third slot segment; 2. Magnet; 21. First magnet segment; 22. Second magnet segment; 23. Third magnet segment; 24. First chamfer; 25. Second chamfer; 26. Third chamfer; 27. Fourth chamfer; 3. Parallel magnetic bridge; 4. Yoke.

[0020] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only one module of the present utility model, not the entire module. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present utility model.

[0022] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each module component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0023] Furthermore, the use of terms such as "first" and "second" in this utility model is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this utility model.

[0024] This utility model proposes a spoke-type internal rotor structure 100.

[0025] Please see Figures 1 to 3 In one embodiment, the spoke-type inner rotor structure 100 includes: The rotor core 1 is provided with magnetic slots 11. The magnetic slots 11 are arranged radially in a first slot segment 111, a second slot segment 112, and a third slot segment 113. The first slot segment 111 is close to the axis of the rotor core 1, and the third slot segment 113 is far from the axis of the rotor core 1. Magnet 2 is housed in magnet slot 11. Magnet 2 includes a first magnet segment 21, a second magnet segment 22, and a third magnet segment 23 in the radial direction of rotor core 1. The first magnet segment 21 is close to the axis of rotor core 1, and the third magnet segment 23 is far from the axis of rotor core 1. The first magnet segment 21 is at least partially housed in the first slot segment 111, and the third magnet segment 23 is at least partially housed in the third slot segment 113. The first magnet segment 21 and the third magnet segment 23 are provided with chamfered structures. Wherein, along the circumference of the rotor core 1, the width of the first slot segment 111 is greater than the width of the second slot segment 112, and the width of the first magnet segment 21 is greater than the width of the second magnet segment 22; and / or Along the circumference of the rotor core 1, the width of the third slot segment 113 is greater than the width of the second slot segment 112, and the width of the third magnet segment 23 is greater than the width of the second magnet segment 22.

[0026] The spoke-type inner rotor structure provided by this utility model solves the problem that the magnetic bridge width and yoke thickness limit the maximum size of the magnet 2 in traditional spoke-type inner rotors, thus limiting the maximum magnetic flux and output power of the motor. This is achieved by adopting a three-segment magnet slot 11 and a matching three-segment magnet 2 design, a differentiated slot width and magnet 2 segment width design, and a chamfered structure for the magnet 2 segments. Specifically, in this spoke-type inner rotor structure, the magnet slot 11 of the rotor core 1 is designed radially as a first slot segment 111 near the axis, a second slot segment 112 in the middle, and a third slot segment 113 away from the axis. At the same time, the magnet 2 accommodated in the magnet slot 11 is correspondingly designed as a first magnet segment 21, a second magnet segment 22, and a third magnet segment 23, with the first magnet segment 21 at least partially adapted to be accommodated in the first slot segment 111 and the third magnet segment 23 at least partially adapted to be accommodated in the third slot segment 111. Slot 113; then, the widths of the slot segment and the magnet segment 2 are differentiated, that is, in the circumferential direction of the rotor core 1, the width of the first slot segment 111 is greater than the width of the second slot segment 112, and the width of the first magnet segment 21 is correspondingly greater than the width of the second magnet segment 22, and / or the width of the third slot segment 113 is greater than the width of the second slot segment 112, and the width of the third magnet segment 23 is correspondingly greater than the width of the second magnet segment 22; in addition, chamfer structures are provided for the first magnet segment 21 and the third magnet segment 23. This three-segment slot and magnet segment adaptation design, combined with the circumferentially differentiated width design, can effectively expand the width of the magnet 2 in the corresponding area of ​​the first or third slot segment 113 while maintaining a reasonable design of the magnetic bridge width and yoke thickness to ensure reduced magnetic leakage and stable support. Compared with the traditional equal-width magnet 2, this design can directly increase the total volume of the magnet 2 and the magnetic flux inside the motor without increasing the overall volume of the rotor, thereby significantly improving the torque density and output power of the motor, and is more suitable for the high torque and high power requirements of electric vehicles, industrial servo systems, etc.

[0027] It should be explained that in the magnet slot 11, the second slot segment 112 is located in the radial center region of the magnet slot 11, which is the middle part of the magnet slot 11 in the radial direction. Its main function is to provide basic installation and positioning space for the magnet 2 while maintaining the mechanical strength of the magnetic bridge and yoke 4 through a narrower structural design. The second slot segment 112 is usually a straight or nearly straight slot structure, and its width design needs to balance the continuity of the magnetic circuit and the reliability of the structure. The first slot segment 111 and the second slot segment 112 are distributed on both sides of the second slot segment 112, respectively close to or far from the axis of the rotor core 1. Their wider structural design is intended to provide more space for the chamfered section of the magnet 2, thereby significantly increasing the effective volume of the magnet 2 and improving the magnetic flux. The chamfered slot segment usually adopts a trapezoidal, flared, or chamfered design to adapt to the geometry of the chamfered section of the magnet 2, reduce magnetic leakage, and optimize the magnetic circuit distribution.

[0028] In magnet 2, the second magnet segment 22 is the central part of magnet 2, that is, the main body part in the middle after removing the first magnet segment 21 and the third magnet segment 23 at both ends of magnet 2, corresponding to the second slot segment 112 of rotor core 1. The second magnet segment 22 of magnet 2 is usually adapted to the overall shape of magnet 2, and is generally a rectangular or approximately rectangular structure to ensure that magnet 2 maintains a reasonable fit with magnetic bridge and yoke 4 after installation. The first magnet segment 21 and the third magnet segment 23 are distributed on both sides of the second magnet segment 22 of the magnet 2. The first magnet segment 21 and the second magnet segment 22 are formed by cutting, grinding and other processes, with inclined transition surfaces (i.e., "chamfers") to correspond to the first slot segment 111 and the second slot segment 112 of the rotor core 1. Through the chamfer design, on the one hand, it can adapt to the space of the first slot segment 111 and the second slot segment 112 of the magnet slot 11, increase the effective volume of the magnet 2 at the end (compared to the straight edge structure without chamfers), and on the other hand, it optimizes the magnetic circuit direction through the inclined transition, reducing end magnetic leakage.

[0029] Furthermore, regarding the explanation of "the width of... along the circumference of rotor core 1 is greater than the width of..." described above, the "width" in "along the circumference of rotor core 1" refers to the maximum straight-line distance measured along the circumference of rotor core 1 (i.e., the direction perpendicular to the rotor radius). For example, since the second slot 112 is a rectangular slot, the maximum circumferential distance of the second slot 112 is usually the distance between the two parallel sides. As for the maximum circumferential distance of the first slot 111, since the first slot 111 can be flared or chamfered, the width of the first slot 111 gradually increases outward from the position where it connects with the second slot 112, and the maximum width appears at the end near the axis of rotor core 1. For example, along the circumference of the rotor core 1, the width of the first magnet segment 21 refers to the maximum distance of the first magnet segment 21 in the circumference. Since the first magnet segment 21 has a chamfer at the end, its width gradually decreases from the position where it connects with the second magnet segment 22 towards the end, and the maximum width appears at the beginning of the chamfer. The circumferential width of the second magnet segment 22 refers to the distance between the parallel sides of the two sides of the second magnet segment 22 (rectangular body).

[0030] In one embodiment, the first magnet segment 21 is provided with a chamfered structure, which is at least partially accommodated in the first groove segment 111.

[0031] It should be noted that the chamfered structure of the first magnet segment 21 refers to the structural part with an inclined transition surface formed by cutting, grinding, or other processes at the end of the first magnet segment 21 near the axis of the rotor core 1. In terms of shape, this chamfered structure is not a right angle or straight edge, but rather a smooth inclined surface connecting the main body and end of the first magnet segment 21, resulting in a flared or gradually changing profile on the side near the axis. This chamfered structure is at least partially accommodated within the first slot segment 111. Since the first slot segment 111 is positioned near the axis of the rotor core 1, and its circumferential width is greater than that of the second slot segment 112, its slot shape can be designed to be trapezoidal, flared, or other shapes to accommodate the chamfered structure of the first magnet segment 21. This provides sufficient space for the chamfered structure, allowing it to fit snugly against the inner wall of the first slot segment 111 or maintain a reasonable gap, achieving stable assembly.

[0032] In this embodiment, the chamfered structure of the first magnet segment 21 and the matching design of the first slot segment 111 make full use of the space of the first slot segment 111 without increasing the overall volume of the rotor. This effectively increases the effective volume of the magnet 2 in the area near the shaft center, thereby improving the magnetic flux inside the motor. At the same time, the inclined chamfered transition surface can optimize the magnetic circuit direction and reduce the magnetic leakage phenomenon at the end of the magnet 2. While ensuring the mechanical strength and structural reliability of the magnetic bridge and yoke 4, it helps to improve the torque density and output power of the motor, and better meet the usage requirements of high torque and high power equipment.

[0033] In one embodiment, the third magnet segment 23 is provided with a chamfered structure, which is at least partially accommodated in the third groove segment 113.

[0034] It should be noted that the chamfered structure of the third magnet segment 23 refers to the structural part with an inclined transition surface formed by cutting, grinding, or other processes at the end of the third magnet segment 23 away from the axis of the rotor core 1. Its shape is not a right angle or straight edge, but rather a smooth inclined surface connecting the main body and end of the third magnet segment 23, so that the third magnet segment 23 forms a flared or gradually changing profile on the side away from the axis that matches the third slot segment 113. This chamfered structure is at least partially accommodated within the third slot segment 113. Since the third slot segment 113 is positioned corresponding to the axis away from the rotor core 1, and its circumferential width is greater than that of the second slot segment 112, its slot shape can be designed as a trapezoidal, flared, or other shapes to accommodate the chamfered structure of the third magnet segment 23. This provides sufficient space for the chamfered structure to fit snugly against the inner wall of the third slot segment 113 or maintain a reasonable gap, achieving a stable assembly.

[0035] In this embodiment, the chamfered structure of the third magnet segment 23 and the matching design of the third slot segment 113 make full use of the space of the third slot segment 113 without increasing the overall volume of the rotor, effectively increasing the effective volume of the magnet 2 in the region away from the shaft center, thereby improving the magnetic flux inside the motor; at the same time, the inclined chamfered transition surface can optimize the magnetic circuit direction and reduce the magnetic leakage phenomenon at the end of the magnet 2. While ensuring the mechanical strength and structural reliability of the magnetic bridge and yoke 4, it helps to improve the torque density and output power of the motor, and better meet the usage requirements of high torque and high power equipment.

[0036] In one embodiment, the chamfer angles of the first magnet segment 21 and the third magnet segment 23 are different.

[0037] It should be noted that "the chamfer angles of the first magnet segment 21 and the third magnet segment 23 are different" refers to the difference in the angle between the inclined transition surfaces formed by the chamfers of the first magnet segment 21 and the third magnet segment 23 and the second magnet segment 22 of the magnet 2. Here, "different chamfer angles" means that the degree measures of the two included angles are not equal. For example, the chamfer angle of the first magnet segment 21 may be 0°, while the chamfer angle of the third magnet segment 23 may be 45°; or the chamfer angle of the first magnet segment 21 may be 45°, while the chamfer angle of the third magnet segment 23 may be 0°; or one side may be an acute angle, and the other side a gentler obtuse angle (the specific angle needs to be determined according to the magnetic circuit design requirements).

[0038] In this embodiment, in the spoke-type inner rotor structure, the first magnet segment 21 and the third magnet segment 23 are designed with different chamfer angles. Because the first magnet segment 21 is close to the rotor shaft (adjacent to the yoke 4) and the third magnet segment 23 is far from the shaft (closer to the stator side), the magnetic circuit environment, structural space, and stress conditions they face are different. Different chamfer angles can be adapted accordingly. That is, for the first magnet segment 21, the appropriate chamfer angle can reduce local magnetic leakage caused by the magnetic resistance of the yoke 4 and the magnetic field interference of the shaft hole around it. At the same time, it ensures a tight fit with the yoke 4 and the slot wall within the compact shaft-side space. It can alleviate the compressive stress caused by the support of the yoke 4; for the third magnet section 23, the local magnetic loss when coupled with the magnetic flux of the stator winding can be reduced by the corresponding chamfer angle, and the assembly of the magnet 2 can be avoided by avoiding rubbing against the edge of the slot during assembly in the open outer space. At the same time, it disperses the stress concentration at the corner caused by the centrifugal force generated by high-speed rotation. This differentiated design not only makes the overall magnetic flux distribution of the rotor more uniform, improving the efficiency and torque performance of the motor, but also enhances the assembly stability of the magnet 2, avoids structural damage, and ensures the stability of the magnetic properties and service life of the magnet 2. It further solves the limitation that a single chamfer in the traditional structure cannot adapt to the needs of multiple positions.

[0039] Please see Figure 1 In one embodiment, the width of the first magnet segment 21 is greater than the width of the third magnet segment 23 along the circumferential direction of the rotor core 1.

[0040] In this embodiment, since the first magnet segment 21 is close to the rotor shaft and corresponds to the first slot segment 111 of the magnet slot 11, this area is closer to the yoke 4. The yoke 4, as a support structure and a component of the magnetic circuit, requires a thickness design that balances support stability and magnetic resistance. Designing the first magnet segment 21 wider allows for full utilization of the space on the shaft side that is more suitable for expanding the width of the magnet 2 (compared to the area of ​​the third magnet segment 23, which is farther from the shaft and requires precise alignment with the stator side magnetic field), maximizing the effective volume of the first magnet segment 21, without affecting the structural strength and magnetic circuit rationality of the yoke 4. Simultaneously, the first... Although the three-magnet segment 23 is relatively narrow, it can better adapt to the assembly space and magnetic field coupling requirements near the stator side, avoiding interference with the stator or increased local magnetic losses due to excessive width. This differentiated width design not only ensures the reasonable fit between the magnet 2 as a whole and the magnetic bridge and yoke 4, but also further increases the total volume of the magnet 2 by prioritizing the expansion of the width of the first magnet segment 21, thereby improving the magnetic flux and motor torque output capability. It also allows the magnet segments 2 at different radial positions to adapt to the structural and magnetic circuit requirements of their respective areas, optimizing the overall magnetic circuit distribution, reducing magnetic leakage, and ensuring motor efficiency and operational stability.

[0041] Please see Figure 2In one embodiment, the first magnet segment 21 is provided with a first chamfer 24 and a second chamfer 25 in the circumferential direction of the rotor core 1, and the chamfer angles of the first chamfer 24 and the second chamfer 25 are different; and / or In the circumferential direction of the rotor core 1, the third magnet section 23 is provided with a third chamfer 26 and a fourth chamfer 27, and the chamfer angles of the third chamfer 26 and the fourth chamfer 27 are different.

[0042] It should be noted that the first chamfer 24 is an inclined surface structure formed by obliquely cutting the corner of one circumferential side of the first magnet segment 21, and the second chamfer 25 is another inclined surface structure formed by obliquely cutting the corner of the other circumferential side of the first magnet segment 21. Furthermore, the angle formed between the inclined surface of the first chamfer 24 and the surface of the first magnet segment 21 (including the circumferential side and radial surface) is not equal to the angle formed between the inclined surface of the second chamfer 25 and the corresponding surface of the first magnet segment 21; that is, the degree of inclination differs between the two. For example, the angle between the first chamfer 24 and the side of the second groove segment 112 is 30°, while the angle between the second chamfer 25 and the side of the second groove segment 112 is 50°; or the angle between the first chamfer 24 and the side of the second groove segment 112 is 40°, while the angle between the second chamfer 25 and the side of the second groove segment 112 is 30°.

[0043] In this embodiment, chamfers at different angles can form stepped or smoothly transitioned contours, which can precisely fit with the multiple inclined surfaces (such as composite chamfers designed to adapt to magnetic circuit requirements) of the chamfered section (first magnet section) of magnet 2. This multi-segment angle design reduces the gap between magnet 2 and the corner slot section (first slot section), allowing each part of the chamfered section of magnet 2 to fit tightly with the corresponding area of ​​the corner slot section. This not only enhances the installation stability of magnet 2, but also allows the magnetic circuit to smoothly transition along the multiple chamfers in the corner slot section area, avoiding abrupt changes in the magnetic circuit caused by a single angle, further reducing magnetic leakage and improving magnetic flux conduction efficiency.

[0044] Please see Figure 2 In one embodiment, the third magnet segment 23 is provided with a third chamfer 26 and a fourth chamfer 27 in the circumferential direction of the rotor core 1, and the chamfer angles of the third chamfer 26 and the fourth chamfer 27 are different.

[0045] It should be noted that the third chamfer 26 is an inclined surface structure formed by obliquely cutting the corner of one circumferential side of the third magnet segment 23, and the fourth chamfer 27 is another inclined surface structure formed by obliquely cutting the corner of the other circumferential side of the third magnet segment 23. Furthermore, the angle formed between the inclined surface of the third chamfer 26 and the surface of the third magnet segment 23 (including the circumferential and radial surfaces) is not equal to the angle formed between the inclined surface of the fourth chamfer 27 and the corresponding surface of the third magnet segment 23; that is, the degree of inclination differs between the two. For example, the angle between the third chamfer 26 and the side of the second groove segment 112 is 25°, while the angle between the fourth chamfer 27 and the side of the second groove segment 112 is 45°; or the angle between the third chamfer 26 and the side of the second groove segment 112 is 55°, while the angle between the fourth chamfer 27 and the side of the second groove segment 112 is 35°.

[0046] In this embodiment, the third chamfer 26 and the fourth chamfer 27 at different angles can form a stepped or smoothly transitioned contour, which can precisely fit with the multiple inclined surfaces (such as the composite chamfer designed to adapt to the magnetic field coupling requirements of the stator side) that may exist in the area of ​​the magnetic slot 11 corresponding to the third magnet segment 23 (such as the junction of the third slot segment 113 and the second slot segment 112). This multi-segment angle design reduces the gap between the third magnet segment 23 and the corresponding slot segment, so that each part of the third magnet segment 23 can fit tightly with the corresponding area of ​​the slot segment. This not only enhances the installation stability of the third magnet segment 23—especially for its position characteristics of being far from the rotor shaft and more affected by centrifugal force, thus improving the structure's resistance to loosening—but also allows the magnetic circuit to smoothly transition along the multiple chamfers in the slot segment area corresponding to the third magnet segment 23, avoiding abrupt changes in the magnetic circuit caused by a single angle. This further reduces edge leakage magnetic flux between the stator and rotor, improves the transmission efficiency of magnetic flux between the stator and rotor, and provides a more reliable magnetic circuit guarantee for the improvement of motor torque density and output power.

[0047] In one embodiment, the first magnet segment 21 abuts against the first groove segment 111.

[0048] It should be noted that the contact between the first magnet segment 21 and the first slot segment 111 means that the first magnet segment 21 and the first slot segment 111 form a tight fit in the contact area. This fit enhances the fixation of the magnet 2 within the magnet slot 11, preventing displacement or vibration of the magnet 2 due to loosening when the rotor rotates at high speed, thus improving structural stability. On the other hand, the contact area reduces the gap between the magnet 2 and the magnet slot 11, making the transition of the magnetic circuit in this area smoother, reducing magnetic leakage caused by the gap, and improving magnetic flux utilization.

[0049] In this embodiment, this abutting relationship maximizes the contact area between the first magnet segment 21 and the first slot segment 111. By utilizing the enclosure and support of the slot wall, the radial and circumferential displacement of the first magnet segment 21 during high-speed rotor rotation is effectively limited. This prevents loosening, vibration, or even structural damage caused by collisions with the slot wall due to centrifugal or electromagnetic forces, significantly improving the overall structural stability and operational reliability of the rotor. Furthermore, the tight abutting eliminates any potential air gap between the first magnet segment 21 and the first slot segment 111. Since the magnetic resistance of air is much greater than that of the magnet 2 and the iron core, the reduced gap allows for smoother magnetic circuit conduction in the connection area between the first magnet segment 21 and the first slot segment 111, preventing magnetic flux leakage or increased magnetic pressure drop at the gap. This improves the utilization rate of the magnetic flux and ensures stable performance of the motor's magnetic flux and torque.

[0050] In one embodiment, the third magnet segment 23 abuts against the third groove segment 113.

[0051] It should be noted that the contact between the third magnet segment 23 and the third slot segment 113 means that the third magnet segment 23 and the third slot segment 113 form a tight fit in the contact area. This fit enhances the fixation of the magnet 2 within the magnet slot 11, preventing displacement or vibration of the magnet 2 due to loosening when the rotor rotates at high speed, thus improving structural stability. On the other hand, the reduced gap between the magnet 2 and the magnet slot 11 in the contact area makes the transition of the magnetic circuit in this area smoother, reducing magnetic leakage caused by the gap and improving magnetic flux utilization.

[0052] In this embodiment, this abutting relationship maximizes the contact area between the third magnet segment 23 and the third slot segment 113. The slot wall's wrapping and supporting effect effectively limits the radial and circumferential displacement of the third magnet segment 23 during high-speed rotor rotation. Since the third magnet segment 23 is far from the rotor axis, it is more significantly affected by centrifugal force. The tight abutting relationship prevents loosening, vibration, or even structural damage caused by collision with the slot wall due to centrifugal or electromagnetic forces, significantly improving the overall structural stability and operational reliability of the rotor. Furthermore, the tight abutting relationship eliminates any potential air gap between the third magnet segment 23 and the third slot segment 113. Since the magnetic resistance of air is much greater than that of the magnet 2 and the iron core, the reduced gap allows for smoother magnetic circuit conduction in the connection area between the third magnet segment 23 and the third slot segment 113 (this area is closer to the stator side and is a key part of the magnetic flux coupling with the stator). This prevents magnetic flux leakage or increased magnetic voltage drop at the gap, thereby improving the utilization rate of the magnetic flux and ensuring the stable performance of the motor's magnetic flux and torque.

[0053] In one embodiment, the width of the first slot 111 is greater than the width of the third slot 113 along the circumferential direction of the rotor core 1.

[0054] Since the first slot segment 111 is close to the rotor shaft and corresponds to the housing of the first magnet segment 21, this area is closer to the yoke 4, which serves as a support and a key component of the magnetic circuit. The thickness of the yoke 4 needs to balance structural support strength and magnetic reluctance control. Designing the first slot segment 111 to be wider allows for full utilization of the relatively spacious structural space on the shaft side (compared to the third slot segment 113 area, which is far from the shaft and requires a precise gap with the stator side to avoid interference) without compromising the structural stability of the yoke 4 or affecting the magnetic bridge's anti-leakage magnetic function. This provides more sufficient space for the first magnet segment 21. At the same time, although the third slot segment 113 is narrower, it can better adapt to its assembly environment, which is far from the shaft and close to the stator side. This avoids the overall radial dimension of the rotor increasing due to excessive slot width, which could lead to interference with the stator winding. The moderately narrowed slot width also allows the third magnet segment 23 to form a tighter fit with the slot wall, reducing the gap between the magnet 2 and the slot wall. This differentiated slot width design not only ensures the structural compatibility of the magnet slot 11 with the yoke 4 and the magnetic bridge, but also indirectly creates conditions for increasing the volume of the first magnet segment 21 by expanding the width of the first slot segment 111, thereby helping to increase the total volume of the magnet 2 and the magnetic flux of the motor. At the same time, it allows the first slot segment 111 and the third slot segment 113 to adapt to the structural requirements and magnetic circuit characteristics of their respective radial positions, optimizes the overall magnetic circuit distribution of the rotor, reduces magnetic flux leakage at the slot segment connection, and ensures the torque output capability and operating efficiency of the motor.

[0055] Please see Figure 1 , Figure 2 as well as Figure 3 In one embodiment, the rotor core 1 is provided with a plurality of magnetic slots 11 spaced apart along its circumference, and a magnetic bridge is formed between two first slot segments 111 in two adjacent magnetic slots 11. In one possible embodiment, a parallel magnetic bridge 3 is formed between two first slot segments 111.

[0056] It should be noted that multiple magnetic slots 11 (used to install magnets 2, forming a multi-pole magnetic circuit structure) are evenly or regularly distributed along the circumference of the rotor core 1. The portion of the rotor core 1 remaining between the corner slots on the side closest to the rotor shaft of each adjacent magnetic slot 11 forms a circumferential connection structure, i.e., a magnetic bridge. Specifically, the rotor core 1 is usually an annular structure, with multiple magnetic slots 11 spaced apart along its circumference (e.g., 4, 6, or 8, the number determined by the motor pole design). Each magnetic slot 11 includes a second slot segment 112 and two first slot segments 111 and second slot segments 112 on both sides. A certain width of core portion is retained between adjacent magnetic slots 11 to maintain the structural integrity of the rotor and form part of the magnetic circuit. Between the outer edges of the first slot segments 111 of each adjacent magnetic slot 11, there is a section of core area that has not been hollowed out by the slot body; this area is the magnetic bridge. The parallel magnetic bridge 3 refers to a magnetic bridge whose two sides are parallel or nearly parallel straight lines along the rotor circumference, meaning that the width of the magnetic bridge (the distance between the two sides) remains uniform in the circumferential direction. Furthermore, the width of the parallel magnetic bridge 3 must balance structural strength and magnetic circuit performance (too wide will increase magnetic reluctance, too narrow will reduce mechanical strength). Its position is close to the inner edge of the rotor core 1 (because it connects to the first slot segment 111), and it is a crucial connection part in the inner region of adjacent magnetic slots 11.

[0057] In this embodiment, the magnetic bridge, as the core area remaining between the first slot segment 111 of adjacent magnetic steel slots 11, primarily serves to ensure the structural integrity and mechanical strength of the rotor core 1. That is, it can connect the core parts separated by the magnetic steel slots 11, preventing core fragmentation. Especially when the rotor rotates at high speed, it resists centrifugal force, prevents core deformation or breakage, and provides stable support for the rotor. Secondly, it can optimize the magnetic circuit design, using the magnetic conductivity of the core to guide the magnetic flux along a preset path, avoiding direct leakage of magnetic flux from adjacent permanent magnets, improving magnetic flux utilization, and enhancing motor torque output and operating efficiency. At the same time, it can also balance the assembly space of the magnet 2 and the performance of the magnetic circuit, providing sufficient space for the magnet 2 and compensating for the interruption of the magnetic conduction path of the core by the magnetic steel slots 11 through magnetic conduction, avoiding magnetic circuit interruption or a sharp increase in magnetic resistance.

[0058] The parallel magnetic bridge 3, with its parallel and uniform width on both circumferential sides, ensures stable magnetic circuit parameters, avoiding local magnetic reluctance differences, maintaining consistency between magnetic flux conduction speed and path, reducing torque pulsation, and improving motor operation smoothness. It also ensures consistent magnetic circuit performance across rotors during mass production, reducing product deviations. Secondly, it simplifies design and manufacturing processes. The straight boundaries are easily achieved through conventional processes such as stamping and cutting, eliminating the need for complex molds. The uniform width facilitates accurate calculation of magnetic reluctance and mechanical strength, reducing design verification times and lowering R&D and production costs. Furthermore, it enhances resistance to centrifugal forces. The uniform width disperses stress, preventing localized stress concentrations and reducing fatigue damage during high-speed rotor rotation, extending service life and meeting the reliability requirements of high-frequency, high-load scenarios such as electric vehicles and industrial servo systems. Compared to non-parallel (such as trapezoidal or arc-shaped) magnetic bridges, the parallel structure provides a more uniform magnetic circuit distribution, ensuring efficient magnetic flux conduction between adjacent magnets 2 in the region and improving overall magnetic flux utilization.

[0059] This utility model also provides an electric motor, including a spoke-type inner rotor structure. The specific structure of the spoke-type inner rotor structure is as described in the above embodiments. Since this motor adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, and will not be described in detail here.

[0060] It should be noted that the spoke-type inner rotor structure is one of the core components of the motor provided by this utility model. It forms an integral whole with other motor structures (such as stator, housing, end cover, shaft, winding, etc.) through mechanical cooperation, magnetic circuit coupling, and energy conversion. Its optimized design of magnet 2 and magnet slot 11 can enhance magnetic field strength, reduce magnetic leakage, and improve electromagnetic torque, thus significantly improving the torque density and adaptability of the motor within the same volume, meeting the needs of high torque demand scenarios.

[0061] This utility model also provides an automotive suspension, including a motor. The specific structure of the motor is as described in the above embodiments. Since the motor adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0062] It should be noted that, in addition to the motor, a car suspension typically includes sensors (such as vehicle height sensors and acceleration sensors), a controller (ECU), and actuators (such as shock absorbers, springs, and hydraulic or pneumatic components). The motor, as the core drive component, receives real-time vehicle posture signals (such as bumps and tilt) from the sensors and outputs torque to drive the actuators to adjust the shock absorber damping or suspension height, thus dynamically adjusting the suspension stiffness. The sensors and controller provide the motor with precise control commands and operational data, together forming a closed-loop control system that ensures the vehicle maintains a smooth and comfortable driving experience under various road conditions.

[0063] The above are merely preferred embodiments of this utility model and do not limit the patent scope of this utility model. Any equivalent structural transformations made based on the inventive concept of this utility model and the contents of this utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this utility model.

Claims

1. A spoke-type internal rotor structure, characterized in that, include: A rotor core, wherein the rotor core is provided with magnetic slots, and the magnetic slots are sequentially provided with a first slot segment, a second slot segment, and a third slot segment in the radial direction of the rotor core. The first slot segment is close to the axis of the rotor core, and the third slot segment is away from the axis of the rotor core. The magnet is housed in the magnet slot. The magnet includes a first magnet segment, a second magnet segment, and a third magnet segment in the radial direction of the rotor core. The first magnet segment is close to the axis of the rotor core, and the third magnet segment is far from the axis of the rotor core. The first magnet segment is at least partially housed in the first slot segment, and the third magnet segment is at least partially housed in the third slot segment. Wherein, along the circumferential direction of the rotor core, the width of the first slot segment is greater than the width of the second slot segment, and the width of the first magnet segment is greater than the width of the second magnet segment; and / or Along the circumference of the rotor core, the width of the third slot segment is greater than the width of the second slot segment, and the width of the third magnet segment is greater than the width of the second magnet segment.

2. The spoke-type inner rotor structure as described in claim 1, characterized in that, The first magnet segment is provided with a chamfered structure, and the chamfered structure is at least partially accommodated within the first slot segment; and / or, The third magnet section is provided with a chamfered structure, and the chamfered structure is at least partially accommodated in the third groove section.

3. The spoke-type inner rotor structure as described in claim 2, characterized in that, The chamfer angles of the first magnet segment and the third magnet segment are different.

4. The spoke-type inner rotor structure as described in claim 1, characterized in that, Along the circumference of the rotor core, the width of the first magnet segment is greater than the width of the third magnet segment.

5. The spoke-type inner rotor structure as described in claim 2, characterized in that, In the circumferential direction of the rotor core, the first magnet segment is provided with a first chamfer and a second chamfer, the chamfer angles of the first chamfer and the second chamfer being different; and / or In the circumferential direction of the rotor core, the third magnet segment is provided with a third chamfer and a fourth chamfer, and the chamfer angles of the third chamfer and the fourth chamfer are different.

6. The spoke-type inner rotor structure as described in claim 1, characterized in that, The first magnet segment abuts against the first groove segment; and / or, the three magnet segments abut against the third groove segment.

7. The spoke-type inner rotor structure as described in claim 1, characterized in that, Along the circumference of the rotor core, the width of the first slot is greater than the width of the third slot.

8. The spoke-type inner rotor structure as described in any one of claims 1 to 7, characterized in that, The rotor core is provided with a plurality of magnetic slots spaced apart along its circumference. In two adjacent magnetic slots, a magnetic bridge is formed between the two first slot segments. The magnetic bridge is a parallel magnetic bridge.

9. An electric motor, characterized in that, Includes the spoke-type inner rotor structure as described in any one of claims 1 to 8.

10. A car suspension, characterized in that, Includes the motor as described in claim 9.

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