Vehicle motor

Abstract

To reduce external forces applied to other parts.SOLUTION: A vehicle motor includes a stator formed in an annular shape, a rotor arranged radially inside the stator, and a shaft that is arranged radially inside the rotor and rotates with the rotor, and the stator and rotor can be divided into multiple pieces.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle motors provided in vehicles.

Background Art

[0002] As described in Patent Document 1, in a vehicle motor, there has been proposed a structure in which the contact surface of a case contact portion, where the collision load received during a vehicle collision on the wall of the case is larger than other portions, is in surface contact with the outer peripheral surface of the stator. In this vehicle motor, when the vehicle collides, since the stator bears the collision load, damage to the case is suppressed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The above-described vehicle motor may be provided in front of a cabin where a driver or the like rides. In such a case, while the vehicle motor can suppress damage to the case, there is a risk of damaging the cabin (riding compartment) when a force is applied from the outside due to a vehicle collision or the like. Therefore, it is desired to reduce the external force applied to other components such as the cabin in the event of a vehicle collision or the like.

[0005] The present invention has been made in view of the above circumstances, and an object thereof is to reduce the external force applied to other components.

Means for Solving the Problems

[0006] A motor for a vehicle according to an embodiment of the present invention includes a stator formed in a ring shape, a rotor disposed radially inside the stator, and a shaft disposed radially inside the rotor and rotating together with the rotor. The stator and the rotor can be divided into a plurality of parts. and having a division starting portion that is a starting point to be divided 。

Advantages of the Invention

[0007] According to the present invention, an external force applied to other components can be reduced.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Embodiments for Carrying Out the Invention

[0009] <1. General Configuration of the Vehicle> FIG. 1 is a diagram showing a schematic configuration of a vehicle 1 equipped with a motor 2. In FIG. 1, only the configuration of the main part related to the present invention among the configurations of the vehicle 1 is extracted and shown.

[0010] As shown in FIG. 1, the vehicle 1 includes a motor 2, a control device 3, an inverter 4, and wheels 5. The vehicle 1 is an electric vehicle equipped with four motors 2 as power sources.

[0011] The motor 2 is, for example, a three-phase AC motor. The motor 2 is provided for each of the four wheels 5. The motor 2 is mounted on the vehicle body of the vehicle 1 and is a so-called on-board motor connected to the wheel 5 via a shaft 30.

[0012] When power is supplied to the motor 2 from a battery (not shown) via the inverter 4, the motor 2 generates a driving force (torque) and transmits the driving force to the wheel 5 to make the vehicle 1 travel. Note that the vehicle 1 may be a hybrid vehicle including the motor 2 and an engine as power sources. Also, the motor 2 may be provided, for example, one for two wheels or only for some of the wheels 5.

[0013] Also, the motor 2 also functions as a generator and generates electricity by performing a regenerative operation. The electricity generated by the regenerative operation of the motor 2 is supplied to the battery via the inverter 4. Thereby, the battery is charged.

[0014] The inverter 4 operates based on the control of the control device 3, converts the DC current supplied from the battery into a three-phase AC current, and supplies it to the motor 2. Also, when the motor 2 performs a regenerative operation, the inverter 4 converts the AC current supplied from the motor 2 into a DC current and supplies it to the battery.

[0015] The control device 3 is a processor including a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). The control device 3 controls the entire vehicle 1 by expanding and executing a program stored in the ROM or a storage unit (not shown) on the RAM.

[0016] <2. Structure of the motor 2> FIG. 2 is a diagram for explaining the structure of the motor 2. The left-right direction in FIG. 2 corresponds to the front-rear direction of the vehicle 1.

[0017] As shown in FIG. 2, the motor 2 includes a stator 10, a rotor 20, a shaft 30, and a spoke portion 40. The stator 10, the rotor 20, the shaft 30, and the spoke portion 40 are housed in a case (not shown). The stator 10, the rotor 20, and the shaft 30 are arranged coaxially.

[0018] The stator 10 is formed in an annular shape as a whole, for example, by laminating electromagnetic steel sheets. The stator 10 is formed so as to be divisible into a plurality (three or more) of parts. In the example of FIG. 2, the stator 10 can be divided into four parts.

[0019] The stator 10 is provided with division starting portions 11 at intervals of 90 degrees in the circumferential direction. That is, four division starting portions 11 are provided. For example, the division starting portions 11 are provided on the front side, the rear side, the upper side, and the lower side of the vehicle 1. Note that at least one division starting portion 11 may be provided on the front side or the rear side of the vehicle 1.

[0020] The division starting portion 11 is formed so as to be cut out radially inward from the outer peripheral surface of the stator 10. The division starting portion 11 is a portion that serves as a starting point for the stator 10 to be divided when an external force (impact) is applied.

[0021] Note that the shape and structure of the division starting portion 11 are not limited to this, and any shape and structure may be used as long as the stator 10 can be divided starting from the division starting portion 11 by an external force.

[0022] When an external force is applied to the stator 10, the stator 10 is divided into, for example, four divided cores 12 starting from the division starting portion 11.

[0023] A plurality of teeth are formed on the stator 10 radially inward, and coils 13 are wound around the teeth. An alternating current is supplied to the coils 13 from an inverter 4 (see FIG. 1).

[0024] The rotor 20 is provided radially inside the stator 10 and is formed in an annular shape as a whole. The rotor 20 is formed so as to be dividable into a plurality (three or more) of parts. In the example of FIG. 2, the stator 10 is dividable into 16 parts.

[0025] The rotor 20 is provided with division starting portions 21 at intervals of 22.5 degrees in the circumferential direction. That is, 16 division starting portions 21 are provided. The division starting portions 21 are formed so as to be notched radially outward from the inner peripheral surface of the rotor 20. The division starting portions 21 are portions that serve as starting points for the rotor 20 to be divided when an external force (impact) is applied.

[0026] Note that the shape and structure of the division starting portions 21 are not limited to this, and any shape and structure may be used as long as the rotor 20 can be divided starting from the division starting portions 21 by an external force.

[0027] When an external force is applied to the rotor 20, the rotor 20 is divided into, for example, 16 division sleeves 22 starting from the division starting portions 21.

[0028] Magnets 23 are arranged in the division sleeves 22 so as to face the stator 10.

[0029] The shaft 30 is located radially inside the rotor 20 and is arranged along the vehicle width direction (left - right direction) of the vehicle 1, and rotates together with the rotor 20. A wheel 5 (see FIG. 1) is connected to the shaft 30.

[0030] The spoke portion 40 includes, for example, four spokes 41, and connects between the rotor 20 and the shaft 30 by the spokes 41. When the rotor 20 rotates, the spoke portion 40 transmits the rotation to the shaft 30 via the spokes 41. Thus, in the motor 2, the rotor 20, the shaft 30, and the spoke portion 40 rotate integrally.

[0031] The spoke 41 is, for example, a plate - shaped member, one end of which is connected to the shaft 30 and the other end of which is connected to the rotor 20.

[0032] One end of the spoke 41 is connected to the shaft 30, for example, by welding or the like, along the tangential direction of the shaft 30. Further, the spokes 41 are connected to the shaft 30 at intervals of 90 degrees in the circumferential direction.

[0033] The other end of the spoke 41 is engaged with the protrusion 24 formed on the inner peripheral surface of the split sleeve 22.

[0034] When an alternating current is supplied to the coil 13 in the motor 2 configured as described above, the rotor 20, the shaft 30, and the spoke portion 40 rotate counterclockwise in the figure.

[0035] <3. Motor 2 When an External Force is Applied> FIG. 3 is a diagram for explaining the motor 2 when an external force is applied. When an external force (impact) is applied to the vehicle 1, for example, in a frontal collision, the force is first input to the split starting portion 11 of the stator 10. At this time, the force is particularly input to the split starting portion 11 provided in the forward direction. Then, as shown in FIG. 3, the stator 10 is divided into a plurality (four) of divided cores 12 starting from the split starting portion 11.

[0036] When the external force applied to the motor 2 is transmitted to the rotor 20, the force is input to the split starting portion 21 of the rotor 20. Then, the rotor 20 is divided into a plurality (sixteen) of split sleeves 22 starting from the split starting portion 21.

[0037] When the external force applied to the motor 2 is transmitted to the spoke 41, the connection portion (one end) with the shaft 30 is broken, and the other end is disengaged from the protrusion 24.

[0038] As a result, in the motor 2, the stator 10, the rotor 20, and the spoke portion 40 are each divided into the divided core 12, the divided sleeve 22, and the spoke 41. Therefore, when an external force is applied to the motor 2, it consumes energy to divide the stator 10, the rotor 20, and the spoke portion 40. In other words, a part of the force applied to the vehicle 1 is consumed as energy for dividing the motor 2.

[0039] As a result, the motor 2 can absorb an external force due to a collision and suppress damage to other components in the vehicle 1.

[0040] In particular, the motor 2 may be mounted in front of the cabin (riding compartment) where the driver or the like rides in order to drive the front wheels. In such a case, the motor 2 can reduce the force transmitted to the cabin and can further ensure the safety of the driver or the like.

[0041] <4. Conditions at the time of collision> Next, the deceleration and deformation amount of the cabin 60 when the vehicle 1 collides from the front will be described with reference to FIGS. 4 to 6 while comparing with the motor 70 of the comparative example. Note that the motor 70 of the comparative example, unlike the motor 2, cannot divide the stator, the rotor, and the spoke portion.

[0042] FIG. 4 is a diagram for explaining the deformation of the vehicle 1 at the time of collision. FIG. 5 is a diagram for explaining the deceleration of the cabin 60 at the time of collision. Note that the vertical axis of FIG. 5 is the deceleration (vehicle body G) of the cabin 60 at the time of collision. The horizontal axis of FIG. 5 is time. FIG. 6 is a diagram for explaining the deformation amount of the cabin 60 at the time of collision. Note that the vertical axis of FIG. 6 is the deceleration (vehicle body G) of the cabin 60 at the time of collision. The horizontal axis of FIG. 6 is the deformation amount (stroke) of the cabin 60. Also, in FIGS. 5 and 6, the motor 70 of the comparative example is shown by a solid line, and the motor 2 is shown by a broken line.

[0043] As shown in the upper part of FIG. 4, assume that the vehicle 1 collides with an obstacle 50 from the front. Here, let the time at this moment be t0 and the deformation amount be s0.

[0044] Then, as shown in the second stage of FIG. 4, the front compartment 61 of the vehicle 1 collapses as time passes. In this way, while the front compartment 61 collapses, as shown in FIG. 5, the deceleration of the cabin 60 increases, and as shown in FIG. 6, the deformation amount of the cabin 60 also increases.

[0045] After that, at time t1, the motor 2 (or the motor 70) is sandwiched between the obstacle 50 and the cabin 60. Let the deformation amount of the cabin 60 at this time be s1.

[0046] And when the cabin 60 tries to move further forward, as shown in the third stage of FIG. 4, in the motor 70 of the comparative example, since each part has a non - divisible structure, the motor 70 does not collapse. Therefore, when the cabin 60 collides with the motor 70, the deceleration of the cabin 60 increases (Gmax in FIGS. 5 and 6), and thereafter, while the cabin 60 is being crushed, the deceleration of the cabin 60 decreases, and finally the cabin 60 stops at the position of the deformation amount Smax.

[0047] On the other hand, as shown in the lower part of FIG. 4, the motor 2 divides when a force is applied from the outside. Therefore, after the cabin 60 collides with the motor 2, while the motor 2 is being divided (destroyed), the cabin 60 moves forward. Therefore, the deceleration of the cabin 60 becomes smaller compared to the motor 70 of the comparative example (Gmax' in FIGS. 5 and 6). Also, the final deformation amount (Smax') of the cabin 60 is longer than that of the motor 70 of the comparative example because the motor 2 is divided and collapses in the front - rear direction (because a space for movement is created).

[0048] Thus, the motor 2 can reduce the acceleration applied to the cabin 60 compared to the motor 70 of the comparative example, and can also reduce the amount by which the cabin 60 is crushed by being divided. As a result, the motor 2 can reduce the acceleration applied to the driver or the like riding in the cabin 60, and can reduce the damage to the cabin 60.

[0049] Further, even when an external force is applied to the motor 2 that drives the rear wheels (when a rear-end collision occurs), the division of the motor 2 can reduce the intrusion of the motor 2 into the cabin 60 side, and it becomes possible to expand the rear seat survival space. Also, when the vehicle 1 is a hybrid vehicle and a high-voltage battery is mounted near the rear wheels, even if an external force is applied to the motor 2 that drives the rear wheels, the division of the motor 2 can reduce the force input to the high-voltage battery and improve safety.

[0050] <5. Summary of Embodiment> As described above, the vehicle motor (motor 2) of the embodiment includes a stator 10 formed in an annular shape, a rotor 20 disposed radially inside the stator 10, and a shaft 30 disposed radially inside the rotor 20 and rotating together with the rotor 20, and the stator 10 and the rotor 20 can be divided into a plurality of parts. As a result, when an external force is applied to the motor 2 due to a collision of the vehicle 1 or the like, the stator 10 and the rotor 20 will be divided. Therefore, the motor 2 will use energy to divide the stator 10 and the rotor 20, and can reduce the external force applied to other parts (for example, the cabin 60). Also, when an external force is applied, the stator 10 and the rotor 20 are divided and crushed, so that a space for other parts to move due to the impact can be opened, and the damage to other parts can be reduced.

[0051] The stator 10 and the rotor 20 have a division starting portion 11 that serves as a starting point for division. Accordingly, when an external force is applied to the motor 2, the stator 10 and the rotor 20 are divided starting from the division starting point portion. Therefore, when an external force is applied to the motor 2, the stator 10 and the rotor 20 are easily divided.

[0052] At least one division starting point portion 11 of the stator 10 is provided on the front side or the rear side of the vehicle 1. As a result, an external force generated when the vehicle 1 collides from the traveling direction is input to the division starting point portion 11, and the stator 10 is easily divided.

[0053] The number of divisions of the stator 10 is less than the number of divisions of the rotor 20. Since the stator 10 is used as a magnetic circuit, the magnetic resistance deteriorates as the number of divisions increases. Therefore, the deterioration of the magnetic resistance can be reduced by reducing the number of divisions of the stator 10.

[0054] It includes a spoke 41 that connects the shaft 30 and the rotor 20, and the spoke 41 is arranged along the tangential direction of the shaft 30. Accordingly, when an external force is applied, a force is input to the spoke 41 in the tangential direction of the shaft 30. Therefore, the spoke 41 can be crushed while rotating, and the spoke portion 40 is easily divided. In addition, by providing the spoke portion 40 (spoke 41), the motor 2 can increase the rotor radius. As a result, the motor 2 can increase the generated torque and improve the energy efficiency.

[0055] <6. Modification Example> As described above, the embodiments according to the present invention have been described, but the present invention is not limited to the above-described specific examples and can adopt various configurations. For example, as shown in FIG. 7, the vehicle 100 may be provided with a motor 101. The motor 101 may be a so-called in-wheel motor provided inside the wheel 102. Note that the structure of the motor 101 is the same as that of the motor 2.

[0056] In addition, the stator 10 of the embodiment is provided with a splitting starting point portion 11, and when a force is applied from the outside, it is split into a plurality of split cores 12 starting from the splitting starting point portion 11. However, the stator 10 may be formed as one stator 10 by combining a plurality of pre-split split cores 12.

[0057] Further, the rotor 20 of the embodiment is provided with a splitting starting point portion 21, and when a force is applied from the outside, it is split into a plurality of split sleeves 22 starting from the splitting starting point portion 21. However, the rotor 20 may be formed as one rotor 20 by combining a plurality of pre-split split sleeves 22.

Description of Reference Numerals

[0058] 1 Vehicle 2 Motor 10 Stator 11 Splitting starting point portion 20 Rotor 21 Splitting starting point portion 30 Shaft 40 Spoke portion 41 Spoke

Claims

1. A stator formed in a ring shape, A rotor disposed radially inside the stator, A shaft disposed radially inside the rotor and rotating together with the rotor, and comprising The stator and the rotor are divisible into a plurality of parts and have a division starting part that serves as a starting point for division A motor for a vehicle.

2. The division starting part of the stator is provided with at least one on the front side or the rear side of the vehicle The motor for a vehicle according to claim 1.

3. The number of divisions of the stator is less than the number of divisions of the rotor The motor for a vehicle according to claim 1 or claim 2.

4. comprising spokes that connect the shaft and the rotor, The spokes are arranged along the tangential direction of the shaft The motor for a vehicle according to any one of claims 1 to 3.

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