Motor, suspension assembly, and vehicle

Abstract

The present application relates to the technical field of vehicles, discloses a motor, a suspension assembly, and a vehicle, and aims to solve the problem of short service life of motors due to the motors being severely worn and being prone to generate noise during operation. The motor comprises a first assembly and a second assembly, and the first assembly can move relative to the second assembly. When the motor is in a power-off state and is arranged in a vertical direction, if the first assembly is controlled to move relative to the second assembly at a constant speed, f is no-load resistance applied to the first assembly, wherein the no-load resistance f satisfies: 6N≤|f|≤299N, and "| |" indicates an absolute value.

Description

Motors, suspension components and vehicles

[0001] This invention claims priority to Chinese patent application filed on May 6, 2024, with application number 202410550316.1 and patent title "Stator core, stator assembly, linear motor, suspension system and vehicle";

[0002] Priority is claimed for the Chinese patent application filed with the State Intellectual Property Office on May 6, 2024, with application number 202420956337.9 and patent title "Primary core of linear motor, primary component, linear motor, suspension and vehicle";

[0003] Priority is claimed for the Chinese patent application filed with the State Intellectual Property Office on May 6, 2024, with application number 202420956336.4 and patent title "Primary core of linear motor, primary component, linear motor, suspension and vehicle";

[0004] Priority is claimed for the Chinese patent application filed with the State Intellectual Property Office on May 6, 2024, with application number 202420956338.3 and patent title "Primary core of linear motor, primary component, linear motor, suspension and vehicle";

[0005] Priority is claimed for the Chinese patent application filed with the State Intellectual Property Office on November 27, 2024, with application number 202411737855.2 and patent title "A magnet assembly, motor, suspension assembly and vehicle";

[0006] Priority is claimed for the Chinese patent application filed with the State Intellectual Property Office on November 29, 2024, with application number 202411750489.4 and patent title "A Bearing, Motor, Suspension System and Vehicle";

[0007] Priority is claimed for the Chinese patent application filed with the State Intellectual Property Office on December 2, 2024, with application number 202411767961.5 and patent title "A motor, suspension system and vehicle";

[0008] Priority is claimed for the Chinese patent application filed with the State Intellectual Property Office on November 29, 2024, with application number 202411751272.5 and patent title "A Bearing, Motor, Suspension System and Vehicle";

[0009] Priority is claimed in Chinese patent application filed with the State Intellectual Property Office on November 29, 2024, application number 202411758490.1, entitled "Secondary Components and Processing Methods Thereof, Motors, Suspension Components and Vehicles"; the entire contents of which are incorporated herein by reference. Technical Field

[0010] This application relates to the field of vehicle technology, and more particularly to motors, suspension components, and vehicles. Background Technology

[0011] A vehicle includes a body, wheels, and a suspension assembly connecting the body and wheels. The suspension assembly is used to buffer the impact forces transmitted to the body from uneven road surfaces to ensure a smooth ride. In some suspension assemblies, a motor is also included. The motor is used to adjust the stiffness and damping of the suspension assembly in real time according to the vehicle's motion and road conditions to keep the suspension assembly in an optimal damping state.

[0012] In existing technologies, motors experience severe wear and tear during operation and are prone to noise, resulting in a short motor lifespan and a poor driving experience. Summary of the Invention

[0013] The purpose of this invention is to provide an electric motor, suspension components, and a vehicle, aiming to solve the problems of severe wear and noise during operation, which leads to a short lifespan of the electric motor.

[0014] To achieve the above objectives, the present invention adopts the following technical solution:

[0015] This application provides a motor, including a first component and a second component, which are movable relative to each other. When the motor is in a de-energized state and is arranged vertically, if the second component is controlled to move relative to the first component at a target speed, f is the no-load resistance experienced by the second component, and the no-load resistance f satisfies: 6N≤|f|≤299N, where "||" indicates taking the absolute value.

[0016] When |f| < 6N, that is, the no-load resistance value between the first component and the second component is less than 6N, the no-load resistance value between the first component and the second component is too small. The no-load resistance value is so low because the first component and the second component will not be in contact throughout the process. In this way, during the relative movement of the first component and the second component, the first component and the second component will collide (change from a separated state to a contact state), thereby producing knocking noise.

[0017] This occasional knocking noise is mainly due to the good coaxiality and low frictional resistance between the first and / or second components and the bearing. During the relative movement of the first and second components, the first and / or second components and the bearing are not in a state of constant contact and friction. Therefore, there is a moment of sudden contact between the first and / or second components and the bearing, which produces the knocking noise.

[0018] When |f|>299N, that is, the no-load resistance between the first component and the second component is greater than or equal to 299N, the resistance between the first component and the second component is too large. This indicates that there is motion stagnation or instability in the relative movement of the first component and the second component. This will lead to excessive energy loss of the motor and shorten the motor life.

[0019] Therefore, it can be understood that excessively high no-load resistance will affect the smoothness of motor operation and easily cause running jams. If the no-load resistance is too low, it will cause knocking noises. Therefore, when the no-load resistance of the motor varies within any range between [6N, 299N], the running jamming and noise problems are improved.

[0020] In some embodiments, the no-load resistance f satisfies: 17N ≤ |f| ≤ 277N. Alternatively, the resistance f satisfies: 42N ≤ |f| ≤ 276N. Alternatively, the resistance f satisfies: 36N ≤ |f| ≤ 212N. Alternatively, the resistance f satisfies: 21N ≤ |f| ≤ 193N. Alternatively, the resistance f satisfies: 13N ≤ |f| ≤ 189N. Alternatively, the resistance f satisfies: 21N ≤ |f| ≤ 276N.

[0021] In some embodiments, during the entire reciprocating motion of the second component relative to the first component, the no-load resistance value |f| experienced by the second component varies within any range between [6N, 299N]. Alternatively, the no-load resistance value |f| experienced by the second component varies within any range between [13N, 276N]. Alternatively, the no-load resistance value |f| experienced by the second component varies within any range between [21N, 276N]. Alternatively, the no-load resistance value |f| experienced by the second component varies within any range between [36N, 276N]. Alternatively, the no-load resistance value |f| experienced by the second component varies within any range between [36N, 212N]. Alternatively, the no-load resistance value |f| experienced by the second component varies within any range between [42N, 276N].

[0022] In some embodiments, the second component is movable relative to the first component between a first position and a second position. The length of the motor when the second component is in the first position is a first length, and the length of the motor when the second component is in the second position is a second length, where the first length is less than the second length. During the movement of the second component relative to the first component, the basic resistance experienced by the second component in the first position is a first basic resistance f1, which satisfies: 20.4N ≤ |f1| ≤ 150N.

[0023] In some embodiments, the second component is movable relative to the first component between a first position and a second position. The length of the motor when the second component is in the first position is a first length, and the length of the motor when the second component is in the second position is a second length, where the first length is less than the second length. During the movement of the first component relative to the second component, the basic resistance experienced by the second component in the first position is a first basic resistance f1, which satisfies: (0.008*F1+6N)N≤|f1|≤150N. Where F1 is the maximum thrust of the motor.

[0024] In some embodiments, the first base resistance f1 satisfies: 24N ≤ |f1| ≤ 140N. Alternatively, the first base resistance f1 satisfies: 24N ≤ |f1| ≤ 130N. Alternatively, the first base resistance f1 satisfies: 24N ≤ |f1| ≤ 120N.

[0025] In some embodiments, during the movement of the second component relative to the first component, the basic resistance experienced by the second component at the midpoint between the first position and the second position is a third basic resistance f3, which satisfies: 1≤|f3| / |f1|≤1.5.

[0026] In some embodiments, at least one bearing is provided between the first component and the second component, the bearing is fixed to one of the first component and the second component, and the other of the first component and the second component is slidably fitted to the bearing.

[0027] In some embodiments, when the relative speed between the first component and the second component is less than 100 mm / s, the coefficient of friction μ1 between the other component and the bearing satisfies: 0.1 ≤ μ1 ≤ 0.15; or 0.1 ≤ μ1 ≤ 0.165; or 0.12 ≤ μ1 ≤ 0.135; or 0.1 ≤ μ1 ≤ 0.145.

[0028] In some embodiments, the bearing includes a base and a first solid lubricant. The base has a first mating surface adapted to mate with another of a first component and a second component. At least a portion of the first solid lubricant is disposed on or exposed above the first mating surface. The other of the first and second components includes a body and a wear-resistant component. The body has a second mating surface adapted to mate with the bearing. At least a portion of the wear-resistant component is disposed on or exposed above the second mating surface.

[0029] In some embodiments, at least one bearing includes a first bearing fixed to a first assembly, and a second assembly includes a mandrel slidably disposed within the first bearing.

[0030] In some embodiments, the difference X between the inner diameter of the first bearing and the outer diameter of the mandrel satisfies: 20μm≤X≤80μm.

[0031] 13. The motor according to claim 11, characterized in that the first component includes a housing, one end of the housing having a mounting hole along a first direction, and a first bearing being accommodated in the mounting hole and fixed to the housing. Wherein, the first direction is the direction of movement of the first component relative to the second component.

[0032] In some embodiments, the first component further includes a guide member fixed relative to the housing. A guide hole is provided within the spindle, and the guide member is received within the guide hole. When the second component moves relative to the first component, the guide member moves within the guide hole. The second component also includes a second bearing disposed within the guide hole, and the guide member slidably passes through the second bearing.

[0033] In some embodiments, the difference Y between the inner diameter of the second bearing and the outer diameter of the guide member satisfies: 20μm≤Y≤80μm.

[0034] In some embodiments, the second component further includes a winding structure fixed to the mandrel and housed within a housing. The winding structure is used to drive the first component to move relative to the winding structure. The second component also includes at least one iron core fixed to the mandrel, with the winding structure disposed on the at least one iron core.

[0035] In some embodiments, the coaxiality of the outer peripheral surface of at least one core relative to the first axis is less than or equal to 0.1 mm. The first axis is the axis defined by the outer peripheral surface of the portion of the core that is slidably fitted to the first bearing and the inner wall surface of the second bearing.

[0036] In some embodiments, the first component further includes a magnet assembly disposed on and fixed to the housing, and a winding structure cooperating with the magnet assembly to drive the first component to move relative to the winding structure.

[0037] In some embodiments, the coaxiality of the inner circumferential surface of the magnet assembly relative to the second axis is less than or equal to 0.1 mm. The second axis is the axis defined by the inner circumferential surface of the first bearing and the inner circumferential surface of the housing at the end furthest from the mounting hole.

[0038] In some embodiments, the magnet assembly comprises a plurality of magnets, which are sequentially stacked in a first direction and fixed to the housing in a second direction by a first adhesive layer. The magnets have a first surface and a second surface disposed opposite to each other in the second direction, and the first surface is fixedly connected to the first adhesive layer. The flatness of the second surface is less than that of the first surface, and the first and second directions are perpendicular.

[0039] In some embodiments, the flatness of the second surface is less than or equal to 0.08 mm.

[0040] In some embodiments, the flatness of the first surface is greater than 0.1 mm.

[0041] In some embodiments, the magnet assembly includes a first pair of magnetic poles and a second pair of magnetic poles stacked along a first direction. The first pair of magnetic poles has a dimension in the first direction that is greater than or equal to Q-x2 and less than or equal to Q-x1, and the second pair of magnetic poles has a dimension in the first direction that is greater than or equal to Q+x1 and less than or equal to Q+x2. Wherein, Q is greater than 0, and 0 ≤ x1 < x2 ≤ 0.04 mm.

[0042] In some embodiments, x1 and x2 satisfy: 0 ≤ x1 < x2 ≤ 0.02 mm.

[0043] In some embodiments, the first pair of magnetic poles includes M poles and the second pair of magnetic poles includes N poles, where |MN|≤3 and || is an absolute value.

[0044] In some embodiments, the first component is movable relative to the second component between a first position and a second position. The length of the motor when the first component is in the first position is a first length, and the length of the motor when the first component is in the second position is a second length, where the first length is less than the second length. During the movement of the first component relative to the second component, the resistance f1 experienced by the first component in the first position and the resistance f3 experienced by the first component in the second position satisfy: 10N ≤ |f3 - f1| ≤ 50N. Alternatively, during the movement of the second component relative to the first component, the resistance f1 experienced by the second component in the first position and the resistance f3 experienced by the second component in the second position satisfy: 10N ≤ |f3 - f1| ≤ 50N.

[0045] In some embodiments, the housing is a cylindrical structure, and the guide includes a guide rod portion at least partially accommodated in a guide hole. The inner diameter of the housing is a first diameter d1, and the outer diameter of the guide rod portion is a second diameter d2. The first diameter d1 and the second diameter d2 satisfy: 0.175×d1<d2<0.4×d1.

[0046] In some embodiments, the guide member further includes a chassis portion disposed on the peripheral wall of the guide rod portion, and the chassis portion is fixed to the housing. The height of the chassis portion in the first direction is a first height h1, and the height of the guide rod portion in the first direction is a second height h2. The first height h1 and the second height h2 satisfy: 0.028×h2

[0047] In some embodiments, a seal is provided between the inner wall surface of the mounting hole and the outer peripheral surface of the mandrel. The seal is fixed to the housing, and the mandrel is slidably fitted to the seal.

[0048] ​In some embodiments, the seal includes an annular skeleton and a seal body disposed on the annular skeleton. The annular skeleton is fixed to the housing, and the mandrel is slidably fitted onto the seal body. The seal body includes a first sealing portion and a second sealing portion. The radial dimension of the first sealing portion is smaller than the radial dimension of the second sealing portion.

[0049] In some embodiments, the sealing body further includes a first elastic member and a second elastic member. The first elastic member is disposed between the first sealing portion and the inner wall surface of the mounting hole, and the second elastic member is disposed between the second sealing portion and the inner wall surface of the mounting hole. The radial dimension of the first elastic member is larger than the radial dimension of the second elastic member.

[0050] In some embodiments, the seal includes an annular skeleton and a seal body disposed on the annular skeleton. The annular skeleton is fixed to the housing, and the mandrel is slidably fitted onto the seal body. The seal body includes a first sealing portion. Over a millimeter unit length in the circumferential direction of the mandrel, the first sealing portion applies a first radial force to the mandrel, which is greater than or equal to 0.25 N / mm and less than or equal to 0.35 N / mm.

[0051] In some embodiments, the seal includes an annular skeleton and a seal body disposed on the annular skeleton. The annular skeleton is fixed to the housing, and the mandrel is slidably fitted onto the seal body. The seal body includes a first sealing portion and a second sealing portion. Over a millimeter unit length in the circumferential direction of the mandrel, the first sealing portion exerts a first radial force on the mandrel, and the second sealing portion exerts a second radial force on the mandrel, the second radial force being less than the first radial force.

[0052] In some embodiments, the second radial force is greater than or equal to 0.1 N / mm and less than or equal to 0.2 N / mm.

[0053] In some embodiments, the first component can rotate relative to the second component between a first circumferential position and a second circumferential position along a second direction. The second direction is perpendicular to the first direction, and the central angle α corresponding to the first and second circumferential positions is greater than or equal to 0° and less than or equal to 28°.

[0054] In some embodiments, the central angle α is greater than or equal to 4° and less than or equal to 24°, or the central angle α is greater than or equal to 4° and less than or equal to 26.5°.

[0055] A third aspect of this application provides a suspension assembly including the aforementioned motor, tower mount assembly, and spring. The tower mount assembly is disposed on one of the first and second assemblies of the motor and is adapted to connect to the vehicle body. The spring is disposed between the tower mount assembly and the other of the first and second assemblies, and the other of the first and second assemblies is adapted to connect to a wheel.

[0056] A third aspect of this application provides a vehicle that includes the aforementioned motor, or includes the aforementioned suspension assembly. Attached Figure Description

[0057] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0058] Figure 1 is a structural schematic diagram of the vehicle provided in an embodiment of this application;

[0059] Figure 2 is a schematic diagram showing the connection relationship between the steering knuckle, steering assembly, and suspension assembly in the vehicle shown in Figure 1;

[0060] Figure 3 is a structural schematic diagram of the suspension assembly in the vehicle shown in Figure 1;

[0061] Figure 4 is a cross-sectional view of the suspension assembly shown in Figure 3;

[0062] Figure 5 is a schematic diagram of the motor structure in the suspension assembly shown in Figure 3;

[0063] Figure 6 is a cross-sectional view of the motor shown in Figure 3 after the fork arm has been removed.

[0064] Figure 7 is an enlarged schematic diagram of the structure at point D in Figure 6;

[0065] Figure 8 is a schematic diagram of the assembly structure of the test bench and the motor;

[0066] Figure 9 is a curve of the electric cylinder output force during the no-load resistance test of the motor;

[0067] Figure 10 is a curve obtained by flipping curve a2 in Figure 9;

[0068] Figure 11 is the curve in Figure 10 after removing the part that affects the no-load resistance of the motor;

[0069] Figure 12 shows the no-load resistance curve of the motor;

[0070] Figure 13 shows the measured changes in vibration acceleration of the third and fourth motors over time.

[0071] Figure 14 shows the no-load resistance curve of the first motor;

[0072] Figure 15 shows the no-load resistance curve of the second motor;

[0073] Figure 16 shows the no-load resistance curve of the third motor;

[0074] Figure 17 shows the no-load resistance curve of the fourth motor;

[0075] Figure 18 shows the measured vibration acceleration of the fifth motor as a function of time.

[0076] Figure 19 shows the measured vibration acceleration of the sixth and seventh motors as a function of time.

[0077] Figure 20 shows the no-load resistance curve of the fifth motor;

[0078] Figure 21 shows the no-load resistance curve of the sixth motor;

[0079] Figure 22 shows the no-load resistance curve of the seventh motor;

[0080] Figure 23 shows the relationship between bearing wear and foundation resistance.

[0081] Figure 24 is an enlarged schematic diagram of the structure at point A in Figure 5;

[0082] Figure 25 is an enlarged schematic diagram of the structure at point B in Figure 5;

[0083] Figure 26 is an enlarged schematic diagram of the structure at point C in Figure 5;

[0084] Figure 27 is a graph showing the relationship between the friction coefficient of the bearing and the first basic resistance f1 experienced by the first component at the first position.

[0085] Figure 28 shows a schematic diagram of the structure of a bearing provided in an embodiment of this application;

[0086] Figure 29 is a schematic cross-sectional view of bearing 300 in Figure 28;

[0087] Figure 30 is an enlarged structural diagram of Figure 29 at position E;

[0088] Figure 31 is a schematic diagram of the arc surface structure of the bearing shown in Figure 28;

[0089] Figure 32 is a schematic diagram of another arc-shaped structure of the bearing shown in Figure 28;

[0090] Figure 33 shows the effect of force changes before and after bearing repair;

[0091] Figure 34 is a schematic diagram of the positions of the bearing and spindle provided in this application in the first state;

[0092] Figure 35 is a schematic diagram of the positions of the bearing and spindle provided in this application in the second state;

[0093] Figure 36 is a schematic diagram of the bearing and spindle provided in this application in another position in the second state;

[0094] Figure 37 is a schematic diagram of the overall structure of the bearing provided in some embodiments of this application;

[0095] Figure 38 is a schematic cross-sectional view of Figure 37 at position BB;

[0096] Figure 39 is an enlarged structural diagram of Figure 38 at position F;

[0097] Figure 40 shows the stress simulation analysis cloud diagram of a traditional bearing;

[0098] Figure 41 is a stress simulation analysis cloud diagram of the bearing provided in some embodiments of this application;

[0099] Figure 42 is a schematic diagram of the bearing and guide rod in the first state according to some embodiments of this application;

[0100] Figure 43 is a schematic diagram of the bearing and guide rod in the second state of some embodiments of this application;

[0101] Figure 44 is a schematic diagram of the bearing and guide rod in a third state according to some embodiments of this application;

[0102] Figure 45 shows the curve of no-load resistance as a function of temperature when the double-sided gap is 9 μm;

[0103] Figure 46 is one of the curves showing the change of magnetic bias pull force with motor running time provided in the embodiments of this application;

[0104] Figure 47 is a second graph showing the change of magnetic bias pull force with motor running time in an embodiment of this application.

[0105] Figure 48 is the third graph showing the change of magnetic bias pull force with motor running time in the embodiments of this application;

[0106] Figure 49 is the fourth of the curves showing the change of magnetic bias pull force with motor running time provided in the embodiments of this application;

[0107] Figure 50 is a structural schematic diagram of the sealing element provided in the embodiment of the application;

[0108] Figure 51 is a schematic diagram of another structure of the suspension assembly in the vehicle shown in Figure 1;

[0109] Figure 52 is a structural schematic diagram of the suspension assembly shown in Figure 5 when viewed from above;

[0110] Figure 53 is a simulation diagram showing the maximum difference in the foundation resistance of the motor as a function of d2 / d1 when h1 / h2 = 0.028;

[0111] Figure 54 is a simulation diagram showing the maximum difference in the foundation resistance of the motor as a function of d2 / d1 when h1 / h2 = 0.069;

[0112] Figure 55 is a simulation diagram showing the maximum difference in the foundation resistance of the motor as a function of d2 / d1 when h1 / h2 = 0.011;

[0113] Figure 56 is a simulation diagram showing the maximum difference in the motor's foundation resistance as a function of h2 / h1 when d1 / d2 = 0.175;

[0114] Figure 57 is a simulation diagram showing the maximum difference in the foundation resistance of the motor as a function of h2 / h1 when d1 / d2 = 0.2875;

[0115] Figure 58 is a simulation diagram showing the maximum difference in the foundation resistance of the motor as a function of h2 / h1 when d1 / d2 = 0.4;

[0116] Figure 59 shows a schematic diagram of the iron core provided in an embodiment of this application;

[0117] Figure 60 shows a schematic diagram of the structure of a guide component in the related art;

[0118] Figure 61 shows a cross-sectional view of the guide in Figure 60 along the axial direction;

[0119] Figure 62 is a structural schematic diagram of a guide component provided in an embodiment of this application;

[0120] Figure 63 is a cross-sectional view of the guide component of Figure 31 provided in an embodiment of this application;

[0121] Figure 64 is an enlarged view of the first bearing in Figure 4;

[0122] Figure 65 is a top view of the first bearing in Figure 4 provided in an embodiment of this application;

[0123] Figure 66 is an enlarged view of the second bearing in Figure 4;

[0124] Figure 67 is a top view of the second bearing in Figure 4 provided in an embodiment of this application;

[0125] Figure 68 is a schematic diagram of a motor provided according to some embodiments;

[0126] Figure 69 is a schematic diagram showing the positional relationship between the first component and the second component in the motor provided in the embodiment of this application;

[0127] Figure 70 is a schematic diagram of one magnetization method for the magnet assembly in the motor shown in Figure 5;

[0128] Figure 71 shows the curves of the resistance as a function of the relative displacement of the first and second components when the tolerances of the magnet assembly of the motor in the first direction are +1.36mm, -1.36mm, +0.119mm, and -0.119mm, respectively, under no-load conditions.

[0129] Figure 72 is a graph showing the change in resistance with the relative displacement of the first and second components when the tolerance of the magnet assembly of the motor is +1.36 mm in the first direction under no-load conditions.

[0130] Figure 73 shows the curve of the resistance changing with the relative displacement of the first and second components when the tolerance of the magnet assembly of the motor is -1.36 mm in the first direction under no-load conditions.

[0131] Figure 74 is a graph showing the change in resistance with the relative displacement of the first and second components when the tolerance of the magnet assembly of the motor is +0.119 mm in the first direction under no-load conditions.

[0132] Figure 75 shows the curve of the resistance as a function of the relative displacement of the first and second components when the tolerance of the magnet assembly of the motor is -0.119 mm in the first direction under no-load conditions.

[0133] Figure 76 shows the curves of the resistance as a function of the relative displacement of the first and second components when the motor current is 40A, and the tolerances of the magnet assembly in the first direction are +1.36mm, -1.36mm, +0.119mm, and -0.119mm, respectively.

[0134] Figure 77 is a graph showing the change in resistance with the relative displacement of the first and second components when the motor current is 40A and the tolerance of the motor magnet assembly in the first direction is +1.36mm.

[0135] Figure 78 shows the curve of the resistance as a function of the relative displacement of the first and second components when the motor current is 40A and the tolerance of the motor magnet assembly in the first direction is -1.36mm.

[0136] Figure 79 shows the curve of the resistance as a function of the relative displacement of the first and second components when the motor current is 40A and the tolerance of the motor magnet assembly in the first direction is +0.119mm.

[0137] Figure 80 is a graph showing the change in resistance with the relative displacement of the first and second components when the motor current is 40A and the tolerance of the motor magnet assembly in the first direction is -0.119mm.

[0138] Figure 81 is a schematic diagram of the magnet assembly in the motor shown in Figure 5;

[0139] Figure 82 is a schematic diagram of another magnetization method for the magnet assembly in the motor shown in Figure 5;

[0140] Figure 83 is a schematic diagram of another magnetization method for the magnet assembly in the motor shown in Figure 5;

[0141] Figure 84 is a schematic diagram of the iron core structure in the motor shown in Figure 5;

[0142] Figure 85 is a cross-sectional view of the iron core shown in Figure 84;

[0143] Figure 86 is an enlarged schematic diagram of the structure at point G in Figure 85;

[0144] Figure 87 is a schematic diagram comparing the change of motor wave force over time when the thickness of the middle tooth increases with the change of motor wave force over time when the thickness of the middle tooth does not increase.

[0145] Figure 88 is a schematic diagram showing the relationship between the width of the toothed shoe and the wave force of motor 1 when the width of the coil slot is 8.6 mm.

[0146] Figure 89 is a schematic diagram of another structure of the iron core in the motor shown in Figure 5;

[0147] Figure 90 is a schematic diagram comparing the resistance fluctuation when the core includes multiple sub-cores with the resistance fluctuation when the core is not divided into multiple sub-cores.

[0148] Figure 91 is a schematic diagram showing the relationship between resistance fluctuation and the spacing between two adjacent sub-cores.

[0149] Figure 92 is a no-load resistance curve of motor A in an embodiment of this application;

[0150] Figure 93 is a graph showing the no-load resistance curve of motor B in an embodiment of this application;

[0151] Figure 94 shows the measured vibration acceleration of the eighth motor as a function of time.

[0152] Figure 95 shows the no-load resistance curve of the eighth motor.

[0153] Figure 96 is a graph of the ripple force of motor A;

[0154] Figure 97 is a graph of the undulating force of motor B;

[0155] Figure 98 is a graph of the undulating force of the first motor;

[0156] Figure 99 is a graph of the undulating force of the second motor;

[0157] Figure 100 is a curve of the ripple force of the third motor;

[0158] Figure 101 is a graph of the wave force of the fourth motor;

[0159] Figure 102 is a graph of the ripple force of the fifth motor;

[0160] Figure 103 is a graph of the ripple force of the sixth motor;

[0161] Figure 104 is a graph of the wave force of the seventh motor;

[0162] Figure 105 is a graph of the ripple force of the eighth motor;

[0163] Figure 106 is a structural diagram of the casing with a channel;

[0164] Figure 107 is an enlarged schematic diagram of the structure at Q1 in Figure 106;

[0165] Figure 108 is an enlarged schematic diagram of the structure at Q2 in Figure 106;

[0166] Figure 109 is a schematic diagram of the Q3-Q3 section structure in Figure 106;

[0167] Figure 110 is a schematic diagram of the structure of the lower cover in Figure 106;

[0168] Figure 111 is a structural schematic diagram of the suspension assembly when the housing has through holes;

[0169] Figure 112 is an enlarged schematic diagram of the structure at Q4 in Figure 111;

[0170] Figure 113 shows a partial structural schematic diagram of the suspension assembly in Figure 111;

[0171] Figure 114 shows the friction coefficient curves when the first solid lubricant of the bearing is made of different materials;

[0172] Figure 115 is a schematic diagram of the bearing structure shown in an embodiment of this application;

[0173] Figure 116 is a schematic diagram of the structure of the bearing shown in Figure 115 when the first solid lubricant is provided;

[0174] Figure 117 shows the cogging force fluctuation curve of each coil slot when the cogging force of any one of the three adjacent coil slots lags behind the cogging force of the adjacent coil slot by 120 electrical degrees.

[0175] Figure 118 shows the fluctuation curves of the resultant force of the cogging forces after the cogging forces of three adjacent coil slots cancel each other out, the fluctuation curves of the resultant force of the cogging forces when the cogging forces of three adjacent coil slots cancel each other out by a certain amount, and the fluctuation curves of the resultant force of the cogging forces when the cogging forces of three adjacent coil slots cancel each other out by a certain amount.

[0176] Figure 119 is a schematic diagram of the cross-section at point AA in Figure 52;

[0177] Figure 120 is a cross-sectional schematic diagram of the motor in Figure 52;

[0178] Figure 121 is a schematic diagram of the structure of the first adhesive layer.

[0179] Figure 122 is one of the schematic diagrams of the processing method of the first component;

[0180] Figure 123 is an enlarged schematic diagram of the structure at point D in Figure 7;

[0181] Figure 124 is a second schematic diagram of the processing method of the first component;

[0182] Figure 125 is a three-dimensional structural diagram of the first component;

[0183] Figure 126 is a structural schematic diagram of the magnet assembly shown in Figure 125 when viewed from above;

[0184] Figure 127 is a schematic cross-sectional view of BB in Figure 126;

[0185] Figure 128 is a schematic diagram of the third processing method for the first component;

[0186] Figure 129 is the fourth schematic diagram of the processing method of the first component;

[0187] Figure 130 is the fifth schematic diagram of the processing method of the first component;

[0188] Figure 131 is a schematic diagram of a portion of the structure of the primary and secondary components in a linear motor according to certain embodiments of this application;

[0189] Figure 132 is a schematic diagram of the magnetic assembly of the magnetic component of the primary component in Figure 96.

[0190] Figure 133 is a schematic cross-sectional view of the magnetic group in Figure 97 along line IX-IX;

[0191] Figure 134 is a flowchart illustrating the design method of a magnetic component based on a Halbach array according to certain embodiments of this application.

[0192] Figure 135 is a flowchart illustrating the design method of a magnetic component based on a Halbach array according to certain embodiments of this application.

[0193] Figure 136 is a flowchart illustrating the design method of a magnetic component based on a Halbach array according to certain embodiments of this application.

[0194] Figure 137 is a flowchart illustrating the design method of a magnetic component based on a Halbach array according to certain embodiments of this application.

[0195] Figure 138 is a diagram showing the relationship between the radial depth H of the magnetic unit, the total axial thickness L of the magnetic group, and the force F on the first magnetic unit, obtained from the analysis software.

[0196] Figure 139 is a graph showing the relationship between the radial depth H of the magnetic unit, the ratio of the thickness of the second magnetic unit to the thickness of the first magnetic unit, and the force F on the first magnetic unit, obtained from the analysis software.

[0197] Figure 140 is a graph showing the relationship between the total axial thickness L of the magnetic assembly, the ratio of the thickness of the second magnetic unit to the thickness of the first magnetic unit, and the force F on the first magnetic unit, obtained from the analysis software.

[0198] Figure 141 is a schematic diagram of the design device for a magnetic component based on a Halbach array according to certain embodiments of this application;

[0199] Figure 142 is a schematic diagram of the structure of an electronic device according to some embodiments of this application;

[0200] Figure 143 is a partial schematic diagram of the iron core according to an embodiment of the present invention;

[0201] Figure 144 is a partial schematic diagram of the iron core according to an embodiment of the present invention;

[0202] Figure 145 is another structural diagram of a motor provided according to some embodiments;

[0203] Figure 146 is another structural diagram of a motor provided according to some embodiments;

[0204] Figure 147 is another structural diagram of a motor provided according to some embodiments;

[0205] Figure 148 is an ideal waveform diagram of the total height of the magnet assembly 112 provided according to some embodiments;

[0206] Figure 149 is a waveform diagram showing that the total height of the magnet assembly 112 provided according to some embodiments is 0.1 mm longer than the ideal height;

[0207] Figure 150 is a waveform diagram showing that the total height of the magnet assembly 112 provided according to some embodiments is 0.1 mm shorter than the ideal height;

[0208] Figure 151 is a waveform diagram showing that the total height of the magnet assembly 112 provided according to some embodiments is 0.2 mm longer than the ideal height;

[0209] Figure 152 is a waveform diagram showing that the total height of the magnet assembly 112 provided according to some embodiments is 0.2 mm shorter than the ideal height;

[0210] Figure 153 is a graph showing the variation of thrust fluctuation of the motor provided according to some embodiments as a function of the total height tolerance of the magnet assembly 112;

[0211] Figure 154 is a graph showing the variation of thrust fluctuation of the motor provided according to some embodiments as a function of the ratio of rubber groove to magnet;

[0212] Figure 155 is a graph showing the variation of the maximum thrust of the motor provided according to some embodiments with the ratio of the rubber groove to the magnet;

[0213] Figure 156 is another structural diagram of the motor provided according to some embodiments;

[0214] Figure 157 is a schematic diagram of a partial structure of the first component and the second component cooperating in some embodiments of this application;

[0215] Figure 158 is a magnified view of a portion of region I in Figure 157;

[0216] Figure 159 is a line graph showing the thrust fluctuations corresponding to different stator clearances of motors in some embodiments of this application.

[0217] Figure 160 is a phase diagram of two adjacent stator cores when the sum of the lengths of multiple cores and the pole pitch do not meet certain conditions in some embodiments of this application.

[0218] Figure 161 is a phase diagram of two adjacent stator cores when the sum of the lengths of multiple cores and the pole pitch meet certain conditions in some embodiments of this application.

[0219] Figure 162 is a line graph showing the thrust of a motor with one iron core and multiple iron cores according to some embodiments of this application;

[0220] Figure 163 is a partial structural schematic diagram of the iron core according to an embodiment of this application;

[0221] Figure 164 is a schematic diagram of a portion of the core structure according to an embodiment of this application from another angle;

[0222] Figure 165 is a partial structural cross-sectional view of the iron core according to an embodiment of this application;

[0223] Figure 166 is a partial structural cross-sectional view of the core and the second component according to an embodiment of this application;

[0224] Figure 167 is a graph showing the toothed shoe width and thrust fluctuation value according to an embodiment of this application;

[0225] Figure 168 is a schematic diagram of the tooth and boss structure according to an embodiment of this application;

[0226] Figure 169 is a schematic diagram of the tooth and boss structure according to an embodiment of this application;

[0227] Figure 170 is a cross-sectional view of the primary component and the conductive component according to an embodiment of this application;

[0228] Figure 171 is a schematic diagram of a portion of the structure of the mandrel according to an embodiment of this application;

[0229] Figure 172 is a schematic diagram of the fit between the main body and the bearing provided in the embodiment of this application.

[0230] Reference numerals: 100, vehicle; 10, body; 20, wheel; 30, suspension assembly; 1, motor; 11, first assembly; 111, housing; 111A, mounting hole; 112, magnet assembly; 112A, second adhesive layer; 112B, first adhesive layer; 1121, first magnet; 1122, second magnet; 1123, third magnet; 1124, fourth magnet; 1127, first surface; 1128, second surface; 112 5A, Magnet; 1126A, First adhesive reservoir; 1127A, Second adhesive reservoir; 1128A, Third adhesive reservoir; 1129B, Fourth adhesive reservoir; 1130, Adhesive reservoir section; 1131, Adhesive reservoir; 1158, Inner side; 1159, Outer side; 113, Lower fork arm; 114, Guide component; 115, First bearing; 11A, First upper limit component; 11B, First lower limit component; 1158, Inner side; 1159, Outer side; 12. Second component; 121. Mandrel; 121A. Guide hole; 122. Winding structure; 123. Iron core; 1231. Yoke; 1231A. First yoke; 1231B. Boss structure; 1231C. First slot; 1231D. Second seal; 1231E. Third slot; 1231F. Slot structure; 1232. Tooth; 1232A. End tooth; 1232B. Middle tooth; 1232C. First inclined surface; 1232D, First middle tooth; 1232E, Second middle tooth; 1232F, Third middle tooth; 1232G, First end tooth; 1232H, Second end tooth; 1232M, Tooth body; 1232N, Tooth shoe; 1232P, First tooth; 12A1, Outer end face; 12A2, Inner end face; 12A3, Inclined surface; 12A4, Plane; 12A5, Notch; 1233, Sub-core; 1234, Coil slot; 1235, Core block; 1236, Core segment; 1237, Connecting tooth; 1238, Connecting tooth groove; 1239, Split block; 124, Second bearing; 12A, Second upper limit stop; 12B, Second lower limit stop; 13. Second support; 14. Seal; 141. Annular frame; 142. Seal body; 1421. First sealing part; 1422. Second sealing part; 1423. First elastic element; 1424. Second elastic element; 2. Tower top assembly; 21. Fixing seat; 22. First support; 3. Elastic element; 30. Platform; 301. Base; 302. Support rod; 303. Top plate; 304. Electric cylinder; 4. Cooling channel; 411. First mating surface; 412. Accommodating hole; 42. Second component; 43. First component; 44. Position detection device; 40. Steering assembly; 401. Steering shaft; 402. Steering wheel; 50. Steering knuckle; 51A. Main body; 51B. Wear-resistant part; 51C. Second mating surface; 51D. Bearing; 200. Fixture; 300, bearing; 301, bearing bore; 302, base layer; 303, first lubricating layer;3030, Inner wall surface; 304, Second lubricating layer; 3040, Outer wall surface; 3011, Arc surface; 3011a, First arc surface; 3011b, Second arc surface; 3011c, Third arc surface; 3012, First wall surface; 3013, Second wall surface; 3052, Mounting surface; 3021, First limiting part; 3511, Straight section; 3512, First enlarged section; 3513, Second enlarged section; 3014, First transition section; 3015, Second transition section; 401, Outer wall; 402, Inner wall; 403, Sliding bushing; 404, Bearing housing; 41, Base; 60, Bearing seat; 70, Design device; 80, Conductive component; 801, First mounting hole; 802. Second mounting hole; 803, connecting protrusion; 8031, first sub-body; 8032, second sub-body; F, electric cylinder output force; f, no-load resistance; f1, first base resistance; f2, second base resistance; fb, wave force; fj, base resistance; fb, wave force. Detailed Implementation

[0231] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0232] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Unless otherwise specified, the above-described orientation can be flexibly set in practical applications, provided that the relative positional relationship shown in the accompanying drawings is satisfied.

[0233] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0234] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a communication between the internal components of two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0235] In embodiments of the invention, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0236] In embodiments of the present invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in embodiments of the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0237] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0238] This application provides a vehicle 100. Vehicle 100 can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a range-extended electric vehicle, a gasoline-powered vehicle, etc. Vehicle 100 can also be a sedan, truck, bus, lorry, trailer, etc. This application does not specifically limit the type of vehicle.

[0239] As shown in Figures 1 and 2, Figure 1 is a structural schematic diagram of a vehicle 100 provided in an embodiment of this application, and Figure 2 is a schematic diagram of the connection relationship between the steering knuckle 50, the steering assembly 40, and the suspension assembly 30 in the vehicle 100 shown in Figure 1. The vehicle 100 may include a wheel 20, a body 10, a steering knuckle, and a steering assembly 40. The steering knuckle is disposed on the wheel 20. At least a portion of the steering assembly 40 is disposed on the body 10, and the steering assembly 40 is connected to the steering knuckle. The position of the steering assembly 40 connected to the steering knuckle is eccentrically arranged relative to the rotation axis of the wheel 20, so that the steering assembly 40 can drive the wheel 20 to steer by means of the steering knuckle.

[0240] In some embodiments, the steering assembly 40 may include a steering wheel and a steering shaft. The steering wheel is located in the passenger compartment of the vehicle body 10 and is connected to the steering knuckle via the steering shaft. When driving the vehicle 100, the user can turn the steering wheel to rotate the wheels via the steering shaft and steering knuckle, thereby steering the vehicle 100.

[0241] In some embodiments, the vehicle 100 may further include a suspension assembly 30. The suspension assembly 30 is connected between the vehicle body 10 and the wheels 20 to buffer the impact force transmitted to the vehicle body 10 from uneven road surfaces, so as to ensure the smoothness of the vehicle 100 and improve the driving comfort of the vehicle 100.

[0242] In some embodiments, the suspension assembly 30 may be connected between the body 10 and the steering knuckle on the wheel 20. Based on this, as the steering assembly 40 drives the wheel to turn through the steering knuckle, the end of the suspension assembly 30 connected to the steering knuckle will also rotate relative to the end of the suspension assembly 30 connected to the body 10, so as to ensure the smooth operation of the vehicle 100.

[0243] The structure of the suspension assembly 30 will be further described below.

[0244] As shown in Figures 3 and 4, Figure 3 is a structural schematic diagram of the suspension assembly 30 in the vehicle 100 shown in Figure 1, and Figure 4 is a cross-sectional structural schematic diagram of the suspension assembly 30 shown in Figure 3. The suspension assembly 30 may include a motor 1, a tower mount assembly 2, and a spring 3.

[0245] The motor 1 can be a linear motor. The tower top assembly 2 is connected to the motor 1 and to the vehicle body 10. The spring 3 is sleeved on the outside of the motor 1. During vehicle operation, affected by road bumps, the motor 1 can adjust the distance between the vehicle body 10 and the wheels 20 to ensure the stability of the vehicle body 10; the spring 3 is used to buffer the force transmission between the wheels 20 and the vehicle body 10.

[0246] Optionally, referring to Figure 4, spring 3 can be a helical spring, an air spring, etc. The helical spring can be a cylindrical helical spring, which is sleeved around the motor 1. In some other embodiments, spring 3 can also be a tower spring, a disc spring, etc. This application uses a cylindrical helical spring as an example for illustration, which should not be considered as a special limitation of this application.

[0247] Please refer to Figure 5, which is a structural schematic diagram of the motor 1 in the suspension assembly 30 shown in Figure 3. The motor 1 may include a first component 11 and a second component 12. The first component 11 can move relative to the second component 12 to extend or retract the motor 1. The direction in which the first component 11 moves relative to the second component 12 is defined as a first direction. The first direction may be consistent with the height direction of the vehicle 100 or may be tilted relative to the height direction of the vehicle. This application does not specifically limit this direction.

[0248] In some embodiments, the first component 11 may be connected to the vehicle body and the second component 12 may be connected to the wheels, or vice versa.

[0249] One of the first component 11 and the second component 12 is adapted to connect to the wheel 20. Optionally, one of the first component 11 and the second component 12 is adapted to connect to the wheel 20 via a component such as a steering knuckle or a connecting arm, and the other of the first component 11 and the second component 12 is adapted to connect to the vehicle body 10. Optionally, the other of the first component 11 and the second component 12 is adapted to connect to the vehicle body 10 via a strut top component 2.

[0250] In some embodiments, the first component 11 is adapted to connect the wheel 20 and the second component 12 is adapted to connect the vehicle body 10. This is a further description based on these embodiments, and should not be considered as a specific limitation on the present application. Specifically, the first component 11 is adapted to connect the wheel 20 by means of a component such as a steering knuckle or a connecting arm, and the second component 12 is adapted to connect the vehicle body 10 by means of a strut top component 2.

[0251] Please refer to Figure 4. The tower top assembly 2 may include a mounting base 21 and a first support 22. The mounting base 21 is fixed to the second assembly 12 and is adapted to connect to the vehicle body 10.

[0252] In some embodiments, as shown in Figures 6 and 7, Figure 6 is a cross-sectional view of the motor shown in Figure 3 after the fork arm is removed, and Figure 7 is an enlarged view of the structure at point D in Figure 6. The fixing base 21 includes a first fixing member 20A, a second fixing member 20B, and a buffer member 20C. The first fixing member 20A is fixedly connected to the vehicle body 10, specifically, it can be a rigid connection; the second fixing member 20B is fixedly connected to the motor 1, specifically, it can be a rigid connection; the buffer member 20C is disposed between the first fixing member 20A and the second fixing member 20B.

[0253] In some examples, the first fixing member 20A can be a shell-like structure. Specifically, the first fixing member 20A has a mounting groove 20D. The second fixing member 20B is disposed within the mounting groove 20D and is arranged around the motor 1. The buffer member 20C is disposed within the mounting groove 20D and is arranged around the second fixing member 20B.

[0254] In other examples, the first fastener 20A may also be a plate-like structure, a block-like structure, etc., which are not specifically limited in this application.

[0255] In some examples, the second fastener 20B is connected to the second component 12 of the motor 1. The second fastener 20B and the motor 1 can be connected by means of screwing, snap-fitting, interference fit, etc.

[0256] In some examples, the second fastener 20B is a ring-shaped structure, but it can also be other irregular structures.

[0257] In some examples, the first fastener 20A also has a clearance hole 20E communicating with the mounting groove 20D. The second component 12 of the motor 1 passes through the clearance hole 20E.

[0258] In some examples, the buffer 20C is fixed to the inner wall surface of the first fastener 20A.

[0259] In some examples, the buffer 20C engages with the second fastener 20B.

[0260] In some examples, the buffer 20C can be a ring-shaped structure. The material of the buffer 20C can be rubber, latex, silicone, etc.

[0261] The first support 22 is disposed on the fixed base 21, specifically, the first support 22 is disposed on the lower side of the first fixing member 20A. The first component 11 also includes a second support 13. Optionally, the second support 13 is connected to the housing 111 of the first component 11.

[0262] Spring 3 is connected between the tower top assembly 2 and the first assembly 11. Optionally, spring 3 is connected between the first support 22 and the second support 13.

[0263] The suspension assembly 30 further includes an electrical connection structure 30A, which is used to connect the motor and the motor controller. When the electrical connection structure 30A is energized, the motor is activated, causing the first assembly 11 to move relative to the second assembly 12 in a first direction.

[0264] In one application condition, the second component 12 supports the vehicle body 10 to maintain a suitable height. When the first component 11 and the second component 12 move relative to each other, the distance between the first support 22 and the second support 13 will change accordingly, so that the spring 3 will extend and retract with the relative movement of the first component 11 and the second component 12, so as to keep the vehicle body 10 stable and have a good vibration reduction effect.

[0265] In some embodiments, referring to FIG6, the first component 11 includes a first upper limit member 11A and a first lower limit member 11B, and the second component 12 includes a second upper limit member 12A and a second lower limit member 12B. The first upper limit member 11A is located on the side of the second upper limit member 12A facing the top component, and the first lower limit member 11B is located on the side of the second lower limit member 12B facing away from the top component.

[0266] The first upper limit member 11A and the second upper limit member 12A cooperate to limit the tensile limit of the first component 11 and the second component 12, and the first lower limit member 11B and the second lower limit member 12B cooperate to limit the compression limit of the first component 11 and the second component 12.

[0267] In some embodiments, at least one of the first upper limit member 11A and the first lower limit member 11B can be a rigid member or a flexible member. When it is a flexible member, it can be made of rubber. For example, the first upper limit member 11A and the first lower limit member 11B can both be rigid members, or both can be flexible members, or one can be a rigid member and the other a flexible member.

[0268] In some embodiments, at least one of the second upper limit member 12A and the second lower limit member 12B can be a rigid member or a flexible member. When it is a flexible member, it can be made of rubber. For example, the second upper limit member 12A and the second lower limit member 12B can both be flexible members, or both can be rigid members, or one can be a rigid member and the other a flexible member.

[0269] In some embodiments, the motor 1 further includes a bearing disposed between the first component 11 and the second component 12. The bearing is fixed to one of the first component 11 and the second component 12, and the other of the first component 11 and the second component 12 is slidably fitted to the bearing.

[0270] In related technologies, the motor 1 experiences severe wear during operation, such as wear between the first component 11 and the bearing, resulting in a short lifespan of the motor, poor NVH performance, and a poor driving experience for the vehicle.

[0271] Extensive research has revealed that controlling the magnitude of no-load resistance can reduce motor wear, extend motor life, and improve motor NVH performance. No-load resistance refers to the force that resists relative motion generated between the first component 11 and the second component 12 during relative movement when the motor is unloaded (i.e., without current flowing through it).

[0272] The method for detecting no-load resistance is as follows:

[0273] Figure 8 shows a schematic diagram of the assembly structure of the test bench and the motor. The no-load resistance of the motor 1 can be tested using the test bench 350.

[0274] Specifically, the stand 350 includes a base 351, multiple support rods 352, a top plate 353, and an electric cylinder 354.

[0275] Multiple support rods 352 are connected between the base 351 and the top plate 353 to support the top plate 353. An electric cylinder 354 is connected to the top plate 353.

[0276] When testing the no-load resistance of motor 1, one of the first component 11 and the second component 12 can be fixedly connected to the base 351, and the other of the first component 11 and the second component 12 can be connected to the electric cylinder 354. The electric cylinder 354 is used to drag the first component 11 and the second component 12 to move at a relatively uniform speed, for example, the relative speed of the first component 11 and the second component 12 is 1 mm / s. The direction of relative movement of the first component 11 and the second component 12 is consistent with the vertical direction. Specifically, only the other of the first component 11 and the second component 12 is subjected to a vertical force, and no additional lateral force (i.e., radial force) is applied.

[0277] The test bench 350 also includes a tension sensor, which is used to detect the magnitude of the force output by the electric cylinder 354.

[0278] It should be noted that before testing motor 1, the value detected by the tension sensor needs to be zeroed to ensure the accuracy of the test results.

[0279] The test bench 350 may also include a position sensor. For example, if the test bench 350 applies a vertical force to the second component 12, the position sensor is used to detect the position of the second component 12 and combines it with the data detected by the tension sensor to obtain the resistance curve of the no-load resistance of the motor 1. In other examples, the displacement of the second component 12 can also be detected using a displacement sensor of the motor 1.

[0280] Taking motor 1 as an example, please continue to refer to Figure 6. Motor 1 includes a first component 11 and a second component 12. The first component 11 can move relative to the second component 12. The first component 11 includes a first upper limit member 11A and a first lower limit member 11B. The first lower limit member 11B is a rigid member. The second component 12 includes a second upper limit member 12A and a second lower limit member 12B. The second upper limit member 12A is a flexible member.

[0281] The test process for the no-load resistance of motor 1 is as follows:

[0282] The first component 11 is fixed to the base 351, and the second component 12 is fixedly connected to the electric cylinder 354. The electric cylinder 354 drags the second component 12 downwards vertically from point 0 at a speed of 1 mm / s. Point 0 is a position close to the tensile limit. At this point, the first upper limit member 11A and the second upper limit member 12A are not in contact, and the minimum distance between them can be 1-3 mm, which is not limited. This test uses a 2 mm distance as an example. The second component moves downwards by 82 mm, where 0 and 82 mm correspond to 0 and 820 on the horizontal axis of Figure 9, respectively. 820 is a position close to the compression limit. When the component moves to a displacement of 674, the first lower limit member 11B and the second lower limit member 12B come into contact, the resistance increases rapidly, and the output force of the electric cylinder 354 also increases rapidly. At this point, the test bench reads curve a1 in Figure 9. The second component is moved in the opposite direction, and curve a2 in Figure 9 is read. The curves in Figure 9 represent the output force of the electric cylinder.

[0283] To unify the displacements of a1 and a2, curve a2 in Figure 9 is flipped to the left to obtain curve a3 in Figure 10. The no-load resistance referred to in this application refers to the no-load resistance during the period when the first upper limit member 11A and the second upper limit member 12A are not in contact, the first lower limit member 11B and the second lower limit member 12B are not in contact, and one of the first components 11 and the second component 12 is moving at a constant speed. The two endpoints of this period are respectively denoted as the second position and the first position.

[0284] Taking the dragging of the second component 12 as an example, the displacement is 0-674*10. -1 The first upper limit stop 11A and the second upper limit stop 12A do not contact each other between mm, and the first lower limit stop 11B and the second lower limit stop 12B do not contact each other. Then, the non-uniform motion segments at both ends are removed, and 49*10 mm are removed from each end. -1 mm, that is, take 50-625*10 in Figure 10. -1 The data between mm, after processing, is shown in Figure 11. The displacement point here is 50*10. - 1 mm and 625*10 -1 mm are denoted as the second position and the first position, respectively; the second position is the position close to the tensile limit, and the first position is the position close to the compressive limit.

[0285] Figure 11 still shows the output force of the electric cylinder, which needs to be processed to obtain the no-load resistance. The electric cylinder output force is denoted as F, the no-load resistance as f, and the weight of the second component as G, where f = -FG, and G is a negative value. In this test, the weight of the second component 12 of motor 1 is G = -140N. After refining Figure 11 according to the above formula, the curve of the no-load resistance is obtained, as shown in Figure 12.

[0286] It should be noted that the direction of gravity is fixed, while the direction of the output force of the electric cylinder may be the same as or opposite to the direction of gravity. Therefore, the direction of gravity can be defined as negative. Thus, as shown in Figure 12, when the value of curve a4 is positive, the second component 12 moves downward relative to the first component 11, and the motor 1 is in the compression process. When the value of curve a5 is negative, the second component 12 moves upward relative to the first component 11, and the motor 1 is in the extension process.

[0287] In order to improve the lifespan and NVH performance of motor 1, the no-load resistance of motor 1 needs to be controlled within a suitable range.

[0288] After installing motors A and B in the vehicle, the inventors experienced noticeable sluggishness and vehicle swaying during the ride, which was very uncomfortable. Through repeated analysis and research, they discovered that the problem was likely caused by excessive no-load resistance during motor operation. The no-load resistance of motors A and B was measured using the aforementioned testing method, as shown in Figures 92 and 93, respectively.

[0289] The inventors of this application measured the no-load resistance of the first, second, third, and fourth motors using the aforementioned test method. The no-load resistance value of the first motor varied within the range of [39N, 347N], as shown in Figure 14. The no-load resistance value of the second motor varied within the range of [58N, 299N], as shown in Figure 15. The no-load resistance value of the third motor varied within the range of [1N, 162N], as shown in Figure 16. The no-load resistance value of the fourth motor varied within the range of [6N, 192N], as shown in Figure 17.

[0290] In this application, the vibration acceleration test method involves installing a motor on a vehicle, controlling the vehicle to travel on a straight asphalt road surface at a speed between 25-45 km / h, and setting a vibration acceleration sensor on a spindle to detect the vibration acceleration of the spindle.

[0291] After installing the first and second motors, during the onboard experience, it was noticeable that the operation was sluggish and the comfort was very poor. Although the first motor was sluggish, it was a significant improvement compared to motors A and B. The second motor operated much more smoothly than the first motor, but it still occasionally experienced sluggishness.

[0292] After installing the third and fourth motors, under the same road conditions and vehicle speed as the first and second motors, during the on-board experience, it was noticeable that the operation was relatively smooth, but abnormal noises could be heard, especially knocking noises. As shown in Figure 13, the vibration acceleration amplitude of the third motor changed abruptly multiple times, and the amplitude was very large. The vibration acceleration amplitude of the fourth motor changed abruptly fewer times, and the amplitude was lower. Therefore, the knocking noise of the third motor was more serious than that of the fourth motor.

[0293] In-depth research revealed that when |f| < 6N, that is, when the no-load resistance value between the first component 11 and the second component 12 is less than 6N, the no-load resistance value between the first component 11 and the second component 12 is too small. The first component 11 and the second component 12 will not be in contact throughout the process, so the no-load resistance value is so low. In this way, during the relative movement of the first component 11 and the second component 12, the first component 11 and the second component 12 will collide (change from a separated state to a contact state), thereby producing knocking noise.

[0294] This occasional knocking noise is mainly due to the good coaxiality and low frictional resistance between the first component 11 and / or the second component 12 and the bearing. During the relative movement of the first component 11 and the second component 12, the first component 11 and / or the second component 12 and the bearing will not be in a state of constant contact and friction. Therefore, there is a moment of sudden contact between the first component 11 and / or the second component 12 and the bearing, which produces the knocking noise.

[0295] When |f|>299N, that is, the no-load resistance between the first component 11 and the second component 12 is greater than or equal to 299N, the resistance between the first component 11 and the second component 12 is too large. This indicates that there is motion stagnation during the relative movement of the first component 11 and the second component 12, or that the relative movement of the first component 11 and the second component 12 is unstable. This will lead to excessive energy loss of motor 1 and shorten the life of motor 1.

[0296] Therefore, it can be understood that excessively high no-load resistance will affect the smoothness of motor operation and easily cause running jams; while excessively low no-load resistance will cause knocking noises. Thus, when the no-load resistance value varies within any range between [6N, 299N], both running jams and noise problems are improved. Variations within any range between [6N, 299N] refer to variations within any two values ​​between [6N, 299N], such as variations between 7N-100N, 20N-150N, 40N-180N, 80N-299N, etc.

[0297] Therefore, in this application, when the motor 1 is in a de-energized state and the motor 1 is set in a vertical direction, if the second component 12 is controlled to move at a constant speed relative to the first component 11, the force F applied to the second component 12 satisfies: F = -fG.

[0298] Where f is the resistance force on the second component 12, which is also the unloaded resistance mentioned above, and f satisfies: 6N≤|f|≤299N. "||" indicates taking the absolute value, and G is the weight of the second component 12, and the value of G is negative.

[0299] It should be noted that in the above embodiments, when f and F point to the same direction as G, the values ​​of f and F are negative. When f and F point to opposite directions as G, the values ​​of f and F are positive.

[0300] It should be noted that during the movement of the second component 12 between the first and second positions, the no-load resistance value of the motor 1 is constantly changing. That is, the no-load resistance value |f| of the motor 1 fluctuates within the range of 6N-299N, rather than remaining constant at a certain value within the range of 6N-299N.

[0301] In this way, when the motor is unloaded, its unloaded resistance value varies in any range between [6N, 299N], which can reduce knocking noises during the relative movement of the first component 11 and the second component 12, and enable the motor 1 to run stably and smoothly, thereby reducing the energy consumption of the motor 1 and extending the service life of the motor 1.

[0302] Specifically, the no-load resistance of motor 1 during both the stretching and compression processes must meet the aforementioned range, meaning the no-load resistance value of motor 1 during both processes varies within any range between [6N, 299N]. This application uses the no-load resistance f of motor 1 during the stretching process as an example for illustrative purposes.

[0303] Although the operation of the third and fourth motors was greatly improved, the abnormal noise problem was quite serious. Therefore, the inventors also tested the fifth, sixth, seventh and eighth motors. The no-load resistance of the four motors from the fifth to the eighth motors is shown in Figures 20 to 22. The vibration acceleration of the fifth motor is shown in Figure 18. The vibration acceleration of the sixth and seventh motors is shown in Figure 19. The vibration acceleration of the eighth motor is shown in Figure 94.

[0304] Figure 18 shows the measured vibration acceleration of the fifth motor over time; Figure 19 shows the measured vibration acceleration of the sixth and seventh motors over time; and Figure 94 shows the measured vibration acceleration of the eighth motor over time. Figures 20 and 22 show the no-load resistance curves of the fifth to seventh motors, respectively; and Figure 95 shows the no-load resistance curve of the eighth motor.

[0305] Combining Figures 18 and 20, the no-load resistance value of the fifth motor varies within the range of [13N, 189N]. That is, the minimum no-load resistance of the fifth motor is 13N (greater than 6N). The maximum amplitude of the sudden change in vibration acceleration of the fifth motor is better than that of the third and fourth motors, whose minimum no-load resistance is less than 6N. Although knocking noises still occur, their frequency is lower, and the maximum amplitude of the vibration reduction acceleration is reduced, meaning the decibel level of the noise is lower; therefore, the knocking noise situation of the fifth motor has improved.

[0306] Based on this, it can be concluded that if the no-load resistance value of the motor is within any range of [13N, 189N], the knocking noise of the motor can be significantly reduced.

[0307] Referring to Figures 19 and 21, the no-load resistance value of the sixth motor varies within any range between [42N, 276N]. That is, the minimum no-load resistance of the sixth motor is 42N (greater than 6N). The maximum amplitude of the vibration acceleration mutation in the sixth motor is significantly better than that of the third and fourth motors, whose minimum no-load resistance is less than 6N; the vibration acceleration amplitude is smaller, and the vibration acceleration mutations are fewer. In other words, the abnormal noise is very small or inaudible. That is, the sixth motor almost never produces knocking noise.

[0308] Referring to Figures 19 and 22, the no-load resistance value of the seventh motor varies within any range between [36N, 212N]. That is, the minimum no-load resistance of the seventh motor is 36N (greater than 6N). The maximum amplitude of the vibration acceleration change in the seventh motor is significantly better than that of the third and fourth motors, whose minimum no-load resistance is less than 6N; the vibration acceleration amplitude is smaller, meaning that the abnormal noise is very small or inaudible. In other words, the seventh motor almost never produces knocking noise.

[0309] Referring to Figures 94 and 95, the no-load resistance value of the eighth motor varies within any range between [21N, 193N]. That is, the minimum no-load resistance of the eighth motor is 21N (greater than 6N). The maximum amplitude of the vibration acceleration mutation of the eighth motor is significantly better than that of the third and fourth motors, whose minimum no-load resistance is less than 6N. The vibration acceleration amplitude is smaller, meaning that abnormal noise is very little or inaudible, and the frequency of abnormal noise is also very low. In other words, the eighth motor almost never produces knocking noise.

[0310] Based on this, it can be concluded that if the no-load resistance value of the motor is within any range of [6N, 299N], the knocking noise of the motor can be significantly reduced.

[0311] Furthermore, based on the no-load resistance range and knocking noise of the sixth and seventh motors, it can be understood that the preferred no-load resistance value needs to satisfy any interval within the range of [21N, 276N].

[0312] It should also be noted that the control of the no-load resistance value in this application is slightly expanded compared to the measured value. This is mainly due to factors such as the accuracy of the testing equipment and the testing environment, which may cause some deviation in the measurement of the no-load resistance value.

[0313] Furthermore, during testing of the first and second motors, it was found that the bearing life was relatively short. In this application, motor 1 is mainly used in the suspension assembly, which needs to achieve millisecond-level response and high movement speed. Therefore, the bearing life is crucial for the industrial implementation of motor 1. Research revealed that the higher the no-load resistance value, the faster the bearing wears, as shown in Figure 23.

[0314] The main factors affecting the no-load resistance are the foundation resistance fj and the wave force fb. At the same displacement, the no-load resistance f, foundation resistance fj, and wave force fb satisfy the following equation: f = fj + fb. In-depth research has revealed that the foundation resistance value at the first position is the most critical factor affecting bearing life. The foundation resistance at the first position is denoted as the first foundation resistance. The relationship between the first foundation resistance and bearing wear is shown in Figure 23. In Figure 23, the upper bearing refers to the first bearing mentioned below, and the lower bearing refers to the second bearing mentioned below.

[0315] As shown in Figure 23, when the first basic resistance value is greater than 150N, the bearing wear increases rapidly. In other words, when the first basic resistance value is greater than 150N, bearing wear accelerates, leading to a reduction in bearing lifespan. Therefore, the first basic resistance needs to satisfy: |f1|≤150N.

[0316] The method for obtaining the basic resistance is as follows:

[0317] Specifically, please refer to Figure 12. In Excel, use the "Add Trendline" function to fit curve a4 in Figure 12 into a smooth straight line to obtain the fitted straight line P1 of the no-load resistance curve a4 during the compression process of motor 1. The fitted straight line P1 represents the basic resistance during the compression process of motor 1.

[0318] In Excel, use the "Add Trendline" function to fit curve a5 in Figure 12 into a smooth straight line to obtain the fitted straight line P2 of the no-load resistance curve a5 during the stretching process of motor 1. The fitted straight line P2 characterizes the basic resistance during the stretching process of motor 1.

[0319] Using the above method, the schematic diagrams of the change of foundation resistance with displacement for the fifth to seventh motors are shown as straight lines in Figures 20 to 22.

[0320] Research has revealed that a lower initial foundation resistance value is not necessarily better. When the initial foundation resistance value is low, the unloaded resistance value can easily fall below 6N due to wave forces, leading to abnormal noise problems. Wave forces refer to the difference between the unloaded resistance and the foundation resistance at the same location.

[0321] Research has shown that the maximum ripple force is generally closely related to the maximum thrust of the motor. The maximum ripple force is typically between 0.8% and 1.5% of the maximum thrust of the motor. When the motor is used as an actuator in the suspension, the maximum thrust of the motor is between 1800N and 8000N, which means the maximum ripple force is between 14.4N and 120N. Considering that the direction of the ripple force may be the same as or opposite to the direction of the foundation resistance, in order to ensure that the no-load resistance value is greater than or equal to 6N, the first foundation resistance value should be controlled above 20N. The lower limit of the first foundation resistance value should be adjusted accordingly based on the different motor thrusts.

[0322] When applied to motors with small thrust, such as when the maximum thrust is between 1800N and 2500N and the maximum ripple force is between 14.4 and 37.5N, the first basic resistance value should not be less than 20.4N. Therefore, the preferred first basic resistance value can be between 20.4N and 150N.

[0323] Considering the difficulty of reducing the maximum fluctuation to 0.8% and the wear of the bearing in Figure 23; preferably, when the maximum fluctuation force is 1% of the maximum thrust, the preferred first basic resistance value can be between 24N and 140N; or, the first basic resistance value can be between 24N and 130N; or, the first basic resistance value can be between 24N and 120N.

[0324] When the maximum wave force is 1.1% of the maximum thrust, the preferred first base resistance value can be between 25.8N and 140N; or, the first base resistance value can be between 25.8N and 130N; or, the first base resistance value can be between 25.8N and 120N.

[0325] When applied to motors with slightly larger thrust, such as those with a maximum thrust between 2500-4000N and a maximum ripple force between 20-60N, the first basic resistance value should not be less than 26N. Therefore, the preferred first basic resistance value |f1| can be between 26N and 150N. Considering the difficulty of reducing the maximum ripple to 0.8% and the wear of the bearings in Figure 23, the preferred maximum ripple force value is 1% of the maximum thrust value, and the preferred first basic resistance value can be between 31N and 140N; or, the first basic resistance value can be between 31N and 130N; or, the first basic resistance value can be between 31N and 120N.

[0326] The preferred maximum wave force value is 1.1% of the maximum thrust value, and the preferred first base resistance value can be between 33.5N and 140N; or, the first base resistance value can be between 33.5N and 130N; or, the first base resistance value can be between 33.5N and 120N.

[0327] When applied to motors with high thrust, such as when the maximum thrust is between 4000N and 8000N and the maximum ripple force is between 32 and 120N, the first basic resistance value should not be less than 38N. Therefore, the preferred first basic resistance value is between 38N and 150N.

[0328] Considering the difficulty of reducing the maximum fluctuation to 0.8%, and the wear of the bearing in Figure 23; the preferred maximum fluctuation force value is 1% of the maximum thrust value, and the preferred first basic resistance value can be between 46N and 140N; or, the first basic resistance value can be between 46N and 130N; or, the first basic resistance value can be between 46N and 120N.

[0329] The preferred maximum wave force value is 1.1% of the maximum thrust value, and the preferred first base resistance value can be between 50N and 140N; or, the first base resistance value can be between 50N and 130N; or, the first base resistance value can be between 50N and 120N.

[0330] The fifth to eighth motors provided in this application have a maximum thrust value between 6000N and 7800N, a maximum wave force value between 48 and 120N, and a first base resistance value of not less than 54N. Therefore, the preferred first base resistance value is between 54N and 150N.

[0331] Considering the difficulty of reducing the maximum wave force value to 0.8%, and the wear of the bearing in Figure 23; preferably, the maximum wave force value is 1% of the maximum thrust value, preferably, the first basic resistance value can be between 66N and 140N; or, the first basic resistance value can be between 66N and 130N; or, the first basic resistance value can be between 66N and 120N.

[0332] Preferably, the maximum wave force value is 1.1% of the maximum thrust value; preferably, the first base resistance value can be between 72N and 140N; or, the first base resistance value can be between 72N and 130N; or, the first base resistance value can be between 72N and 120N.

[0333] From Figures 20 to 22, and in conjunction with Figures 13, 18, 19, 94, and 95, the resistance values ​​for the fifth to eighth motors are shown in the table below:

[0334] In addition, the applicant also provided a curve of the ripple force, which is the difference between the no-load resistance and the base resistance. The inventor obtained the specific curve of the ripple force by operating an Excel spreadsheet. See Figures 96-105 for details, which are the ripple force curves for motor A, motor B, and the first through eighth motors, respectively. From the figures, it can be seen that the maximum ripple force values ​​for motor A, motor B, and the first through eighth motors are: 201.054N, 112.8824N, 142.7025N, 87.82N, 94.3844N, 101.1348N, 82.7729N, 135.4715N, 86.2358N, and 85.1854N, respectively. The applicant summarized the measured no-load resistance value, the first base resistance value during the compression stroke, the first base resistance value during the extension stroke, the maximum difference in base resistance, and the maximum ripple force value of the motors, as shown in the table below:

[0335] As can be seen from the analysis of Figures 18 to 22, the test results of the system resistance are related to the installation of the motor on the test bench, the test environment, and the test accuracy of the test bench. Therefore, the test results of the maximum and minimum basic resistance values ​​will fluctuate slightly.

[0336] The base resistance value when the motor is in the second position is the second base resistance value. During the process of the first component 11 of the motor moving from the first position to the second position, the base resistance of the motor will gradually increase due to the deformation of the various components of the motor 1, that is, the second base resistance value of the motor 1 is greater than the first base resistance value.

[0337] Research revealed that, in addition to controlling the first foundation force, it is also necessary to control the foundation resistance at the second position, denoted as the second foundation resistance. The absolute value of the difference between the second foundation resistance and the first foundation resistance is denoted as the maximum difference in foundation resistance. During the movement of the first component 11 relative to the second component 12, the first foundation resistance experienced by the first component 11 at the first position and the second foundation resistance experienced by the first component 11 at the second position satisfy: 10N ≤ |f2-f1| ≤ 50N. Controlling the maximum difference in foundation resistance is crucial for better control of the no-load resistance value. Here, |f2-f1| refers to the absolute value of the difference between f2 and f1.

[0338] The maximum no-load resistance of the first motor and the second motor is greater than 299N. In order to reduce the maximum no-load resistance, it is necessary to reduce the base resistance and the maximum wave force. Reducing the base resistance mainly includes reducing the first base resistance and reducing the difference between the second base resistance and the first base resistance.

[0339] It should be noted that the first foundation resistance value is the foundation resistance value of motor 1 at the first position. The second foundation resistance value is the foundation resistance value of motor 1 at the second position. The wave force is the difference between the no-load resistance and the foundation resistance at the same displacement.

[0340] Extensive research has revealed that the primary influencing factors for the first basic resistance value are the coefficient of friction and radial force. The difference between the second and first basic resistance values ​​is mainly caused by the mechanical deformation of various components of motor 1, such as the deformation of the first bearing 115 and spindle 121, and the deformation of the second bearing 124 and guide member 114.

[0341] To reduce the basic resistance value of motor 1, in some embodiments, during the movement of the first component 11 relative to the second component 12, the basic resistance experienced by the first component 11 at the midpoint between the first position and the second position is a third basic resistance f3, the value of which satisfies: 1≤|f3| / |f1|≤1.5. For example, |f3| / |f1| can be 1, 1.1, 1.2, 1.3, 1.4, 1.5, etc.

[0342] It should be noted that the value on the fitted straight line P2 corresponding to the midpoint of the total stroke of the first component 11 from the first position to the second position can be taken as the third basic resistance value of the first component 11 at the midpoint between the first position and the second position.

[0343] By ensuring that the third basic resistance value satisfies the condition 1≤|f3| / |f1|≤1.5, the first component 11 can move from the first position to the second position and experience relatively stable fluctuations when passing through the midpoint, with smaller fluctuations in the no-load resistance. This avoids the occurrence of obvious knocking noises due to large fluctuations in the no-load resistance below 6N.

[0344] Furthermore, during the process of the first component 11 moving from the first position to the second position, the fluctuation is relatively stable when passing through the midpoint position, which can reduce the wear between the first component 11 and the second component 12 (specifically the wear of the first bearing 115 and the second bearing 124), and make the relative movement of the first component 11 and the second component 12 more stable and smooth.

[0345] Taking motor A, motor B, and the first to eighth motors as examples, this application discloses a basic architecture for a motor. Specifically, motor 1 includes a first component 11, a second component 12, and bearings. The first component 11 is movable relative to the second component 12 between a first position and a second position. The length of motor 1 when the first component 11 is in the first position is a first length, and the length of motor 1 when the first component 11 is in the second position is a second length, wherein the first length is less than the second length.

[0346] As the first component 11 moves from the first position to the second position relative to the second component 12, the motor 1 gradually stretches, thus increasing its length. As the first component 11 moves from the second position to the first position relative to the second component 12, the motor 1 gradually compresses, thus decreasing its length.

[0347] Please refer to Figures 5 and 24. Figure 24 is an enlarged schematic diagram of the structure at point A in Figure 5. The first component 11 includes a housing 111 and a magnet assembly 112. The second component 12 includes a spindle 121, a winding structure 122, and at least one iron core 123. The housing 111 has a mounting hole 111A at one end along a first direction (direction W shown in Figure 5). The mounting hole 111A communicates with the internal space of the housing 111. The spindle 121 passes through the mounting hole 111A and is slidably connected to the housing 111 along the axial direction of the spindle 121. That is, part of the spindle 121 is located inside the housing 111, and the other part of the spindle 121 is located outside the housing 111.

[0348] The first direction is the direction of movement of the first component 11 relative to the second component 12. The axial direction of the spindle 121 is consistent with the first direction.

[0349] The winding structure 122 is fixed to the spindle 121 and housed within the housing 111. Specifically, the winding structure 122 is connected to the portion of the spindle 121 located within the housing 111.

[0350] The housing is cylindrical. When the housing is cylindrical, the spindle can be cylindrical or rod-shaped, and the winding structure 122 can be disc-shaped.

[0351] In this application, the housing 111 of the test motors A, B, and the first to eighth motors is a cylindrical structure, and the spindle 121, iron core 123, and winding structure 122 are cylindrical or disc-shaped and adapted to the cylindrical structure. The iron core 123 is fixed to the spindle 121, and the winding structure 122 is disposed on the iron core 123. Exemplarily, the iron core 123 is connected to the portion of the spindle 121 located inside the housing 111.

[0352] Please refer to Figure 59, which is a schematic diagram of the iron core structure provided in the embodiment of this application. A coil slot 1234 is formed on the iron core 123; the winding structure 122 is accommodated in the coil slot 1234.

[0353] The iron core 123 is annular, and the spindle 121 passes through the iron core 123 and is fixedly connected to the iron core 123. The iron core 123 is provided with a coil slot 1234, and the winding structure 122 is provided in the coil slot 1234 and is wound around the iron core 123 along the circumference of the iron core 123.

[0354] The iron core may include multiple iron core blocks 1235, which are stacked sequentially along a first direction. A coil slot 1234 is formed between two adjacent iron core blocks 1235, and a winding structure 122 is disposed in the coil slot 1234.

[0355] The magnet assembly 112 is disposed inside the housing 111 and fixed to the housing 111. The winding structure 122 cooperates with the magnet assembly 112 to drive the first assembly 11 to move relative to the winding structure 122.

[0356] The magnet assembly 112 is disposed on the first surface of the housing 111, which is the surface of the housing facing the winding structure. When the housing 111 has a cylindrical structure, the first surface is the inner circumferential surface of the housing 111. The magnet assembly 112 is located between the housing 111 and the winding structure 122.

[0357] In this way, when the winding structure 122 is energized, it generates a magnetic field, and the magnet assembly 112 also generates a magnetic field. The magnetic fields generated by the winding structure 122 and the magnet assembly 112 interact, generating a force along the axial direction of the spindle 121. This creates an axial interaction force between the spindle 121 and the housing 111, thereby pushing the spindle 121 and the housing 111 to move relative to each other along the axial direction of the spindle 121, thus achieving relative movement between the first assembly 11 and the second assembly 12. The axial direction of the spindle 121 is aligned with the first direction.

[0358] The magnet assembly is a permanent magnet, which can be a ring-shaped permanent magnet.

[0359] The winding structure 122 includes multiple coils, which are spaced apart along the axial direction of the mandrel 121. There are also multiple coil slots 1234, with at least one coil disposed within one coil slot 1234. There are also multiple magnet assemblies 112, which are spaced apart along the axial direction of the mandrel 121.

[0360] At least one bearing is provided between the first component 11 and the second component 12. The bearing is fixed to one of the first component 11 and the second component 12, and the other of the first component 11 and the second component 12 is slidably fitted to the bearing.

[0361] In other words, the first component 11 may be provided with a bearing so that the bearing is in sliding engagement with the second component 12. Alternatively, the second component 12 may be provided with a bearing so that the bearing is in sliding engagement with the first component 11. Alternatively, the first component 11 may be provided with a bearing that is in sliding engagement with the second component 12, and the second component 12 may be provided with a bearing that is in sliding engagement with the first component 11.

[0362] The number of bearings is at least one. That is, the number of bearings provided on the first component 11 and / or the number of bearings provided on the second component 12 can be one or more, and this application does not make a specific limitation in this regard.

[0363] By setting the bearings, the frictional force when the first component 11 and the second component 12 slide relative to each other can be reduced, the no-load resistance of the motor 1 can be reduced, and the smoothness of the relative sliding of the first component 11 and the second component 12 can be improved.

[0364] In the test motors A, B, and the first to eighth motors, there are two bearings between the first component 11 and the second component 12, namely the first bearing 115 and the second bearing 124.

[0365] Please refer to Figures 5 and 25. Figure 25 is an enlarged schematic diagram of the structure at point B in Figure 5. The first bearing 115 (corresponding to the upper bearing in Figure 23) is fixed to the first assembly 11. The spindle 121 is slidably inserted into the first bearing 115.

[0366] By setting the first bearing 115, the friction between the spindle 121 and the first component 11 can be reduced, thereby reducing the first basic resistance f1 experienced by the first component 11 of the motor 1 at the first position.

[0367] The first bearing 115 is housed in the mounting hole 111A of the housing 111 and is fixedly connected to the housing 111. The spindle 121 passes through the first bearing 115 and is slidably connected to the first bearing 115 along the axial direction of the spindle 121. The first bearing 115 can be a linear bearing.

[0368] Please refer to Figure 5. The first component 11 also includes a guide 114. The guide 114 is fixed relative to the housing 111.

[0369] The first component 11 also includes a fork arm 113, which is connected to the outside of the housing 111. The fork arm 113 and another portion of the spindle 121 are distributed opposite to each other on the outside of the housing 111. The portion of the spindle 121 located outside the housing 111 is used to connect the vehicle body 10. The fork arm 113 is connected to the wheel 20. By sliding the spindle 121 relative to the housing 111 along the axial direction of the spindle 121, the vehicle body and the wheel 20 can be moved relative to each other, thereby adjusting the distance between the vehicle body and the wheel 20.

[0370] The guide 114 is disposed inside the housing 111 and connected to the fork arm 113 so as to be fixedly connected to the housing 111 via the fork arm 113.

[0371] The spindle 121 is provided with a guide hole 121A. The guide hole 121A extends along the axial direction of the spindle 121, and the guide member 114 is accommodated in the guide hole 121A. When the first component 11 moves relative to the second component 12, the guide member 114 moves in the guide hole 121A.

[0372] During the relative movement of the spindle 121 and the housing 111, the guide member 114 moves within the guide hole 121A to guide the spindle 121 and the housing 111 through the cooperation of the guide member 114 and the spindle 121, thereby improving the stability and smoothness of the relative movement between the spindle 121 and the housing 111.

[0373] Referring to Figure 4, the guide member 114 includes a guide rod portion 1142 housed within the housing and a base portion 1141 disposed on the peripheral wall of the guide rod portion 1142. The base portion 1141 is fixed to the housing 111, specifically, the base portion 1141 is fixed to the housing 111 via a fork arm 113. The guide rod portion 1142 passes through a guide hole 121A, and when the first component 11 moves relative to the second component 12, the guide rod portion 1142 moves within the guide hole 121A.

[0374] The spindle 121 also includes a receiving cavity 121B that accommodates a portion of the electrical connection structure.

[0375] Please refer to Figures 5 and 26. Figure 26 is an enlarged schematic diagram of the structure at point C in Figure 5. The bearing also includes a second bearing 124 (corresponding to the lower bearing in Figure 23). The second bearing 124 is disposed within the guide hole 121A and connected to the spindle 121. The guide member 114 can slide through the second bearing 124. The guide member 114 and the second bearing 124 can slide relative to each other along the axial direction of the spindle 121. The second bearing 124 can be a linear bearing.

[0376] By setting the second bearing 124, the friction between the guide 114 and the spindle 121 can be reduced, thereby reducing the resistance f1 of the first component 11 at the first position in the no-load resistance of the motor 1.

[0377] The second bearing 124 is connected to the spindle 121 of the second component 12 and slides in cooperation with the guide 114 of the first component 11.

[0378] Please refer to Figure 25. A seal 14 is provided between the inner wall surface of the mounting hole 111A of the housing 111 and the outer peripheral surface of the spindle 121. The seal 14 is fixed to the housing 111, and the spindle 121 can slide and fit into the seal 14.

[0379] At least a portion of the seal 14 is disposed within the mounting hole 111A and extends circumferentially along the mandrel 121 to seal the gap between the inner wall surface of the mounting hole 111A and the mandrel 121. Exemplarily, the inner wall surface of the seal 14 abuts against the mandrel 121, and the outer wall surface of the seal 14 abuts against the inner wall surface of the mounting hole 111A.

[0380] By setting the seal 14, external impurities can be prevented from entering the housing 111 through the gap between the inner wall of the mounting hole 111A and the spindle 121, thus affecting the performance of the motor 1.

[0381] The seal 14 is located on the side of the first bearing 115 opposite to the fork arm 113. That is, the seal 14 is located above the first bearing 115. In this way, external impurities can be prevented from entering the gap between the first bearing 115 and the spindle 121, thereby increasing the frictional resistance between the spindle 121 and the first bearing 115, so as to avoid increasing the no-load resistance of the motor 1 and ensure the performance of the motor 1.

[0382] Seal 14 is an oil seal.

[0383] The motors in this application are not limited to the basic architecture of motor A, motor B, and the first to eighth motors; there are many possible extensions:

[0384] For example, the first component 11 may include a housing 111 and a winding structure 122 disposed on the housing 111, and the second component 12 may include a magnet assembly 112 and a spindle 121, with the magnet assembly 112 fixedly disposed on the spindle 121.

[0385] For example, the housing 111 is a cylindrical structure, which can be cylindrical, polygonal, or the like. In some embodiments, the winding structure 122 is disposed on the inner wall of the housing 111. The magnet assembly 112 and a portion of the spindle 121 are disposed inside the housing 111, and the winding structure 122 is disposed on the outer periphery of the magnet assembly 112.

[0386] For example, the housing 111 can also be a plate structure, and the spindle can also be a plate structure.

[0387] For example, the magnet assembly 112 can be a permanent magnet, an electromagnet, an energized coil, etc. The magnet assembly 112 includes a plurality of permanent magnets arranged in sequence. The plurality of permanent magnets can be arranged in a Helbeck array or in other forms.

[0388] For example, when the housing 111 has a cylindrical structure, the magnet assembly 112 has a ring-shaped structure. In this case, the spindle 121, the iron core 123, and the winding structure 122 are all disposed within the magnet assembly 112. When the housing 111 has a plate-shaped structure, the magnet assembly 112 also has a plate-shaped structure.

[0389] For example, the iron core 123 can be a one-piece iron core or a split iron core.

[0390] For example, each phase winding structure can be a one-piece molded structure or it can be connected by welding.

[0391] For example, at least one bearing is provided between the first component 11 and the second component 12. The bearing is fixed to one of the first component 11 and the second component 12, and the other of the first component 11 and the second component 12 is slidably fitted to the bearing.

[0392] In other words, the first component 11 may be provided with a bearing so that the bearing is in sliding engagement with the second component 12. Alternatively, the second component 12 may be provided with a bearing so that the bearing is in sliding engagement with the first component 11. Alternatively, the first component 11 may be provided with a bearing that is in sliding engagement with the second component 12, and the second component 12 may be provided with a bearing that is in sliding engagement with the first component 11.

[0393] The number of bearings is at least one. That is, the number of bearings provided on the first component 11 and / or the number of bearings provided on the second component 12 can be one or more, and this application does not make a specific limitation in this regard.

[0394] By setting the bearings, the frictional force when the first component 11 and the second component 12 slide relative to each other can be reduced, the no-load resistance of the motor 1 can be reduced, and the smoothness of the relative sliding of the first component 11 and the second component 12 can be improved.

[0395] For example, the guide member 114 can be a rod-shaped structure, a plate-shaped structure, an irregular structure, etc., which will not be described in detail here.

[0396] This application, through in-depth analysis of motor A, reveals that the reason for the high no-load resistance of motor A is mainly due to the fact that the winding structure 122 and the iron core 123 of motor A are jointly located inside the housing, dividing the housing 111 into upper and lower chambers, referred to as upper chamber 111B and lower chamber 111C respectively (see Figure 4 for details). The two chambers are connected by an air gap between the first component 11 and the second component 12. This air gap is the gap between the iron core 123 and the winding structure 122 and the inner wall of the permanent magnet, which is a well-known air gap in the field of motors. When the first component 11 and the second component 12 move relative to each other, especially during the compression stroke, the upper end of the guide hole 121A is sealed, causing the space above the guide hole 121A to be gradually compressed. Excessive airflow cannot be introduced into the upper chamber from the air gap in time, resulting in the first component experiencing greater airflow resistance when moving relative to the second component. It may even cause the first component to get stuck in one position and be unable to operate due to negative pressure. This results in very large basic resistance and maximum wave dynamics values, leading to severe operational stagnation problems and even difficulties in the relative movement of the first and second components.

[0397] Starting with motor A, the applicant gradually analyzed the motor's no-load resistance curve, continuously improving the motor, and ultimately obtained the seventh and eighth motors, which operate smoothly, have low noise, and long bearing life. The applicant summarized the differences between motor A, motor B, and the first through eighth motors as follows, in the table below:

[0398] The applicant will now elaborate on the differences in the table above.

[0399] To address the issue of excessive base resistance in motor A, motor A underwent the following improvements and was subsequently manufactured to create motor B. The specific solution is as follows:

[0400] The scheme adopted by motor B is shown in Figure 4. Motor B connects the receiving cavity 121B and the guide hole 121A through the connecting hole 121C. This is equivalent to connecting the lower chamber with the receiving cavity 121B, reducing negative pressure and lowering resistance.

[0401] Of course, this application is not limited to the above solutions. The inventors have also explored other solutions, all of which can theoretically improve the above problems.

[0402] For example, referring to Figures 64 and 65, a first air guide structure 1151 can also be provided in the bearing; specifically, Figure 64 is an enlarged view of the first bearing in Figure 4, and Figure 65 is a top view of the first bearing in Figure 4 provided in the embodiment of this application. The first bearing 115 is provided with at least one first air guide structure 1151, which extends along the axial direction of the first bearing 115 and passes through both ends of the first bearing 115 in the axial direction. The first air guide structure 1151 can communicate the above-described receiving cavity 121B with the external space, thereby making the mutual stretching or compression of the first component 11 and the second component 12 smoother.

[0403] For example, as shown in Figure 65, there can be two first air guiding structures 1151, which are arranged opposite to each other. In this way, when one of the first air guiding structures 1151 is blocked, the other first air guiding structure 1151 arranged opposite to it can connect the sealed space with the external space, ensuring the stable operation of the motor 1.

[0404] In one possible structural design, the first air guiding structure 1151 includes a first air guiding groove recessed from the inner circumference of the first bearing 115 to the outer circumference of the first bearing 115. This makes the processing of the first air guiding structure 1151 more convenient and faster, thus improving production efficiency.

[0405] Similarly, when the guide rod 1142 and the second bearing 124 are in sliding contact, the temperature of the guide rod 1142 and the second bearing 124 gradually increases due to friction between them.

[0406] Due to different design requirements, the materials of the second bearing 124 and the guide rod 1142 may also be different. If the coefficient of thermal expansion of the second bearing 124 is less than that of the guide rod 1142, then as the temperature of the guide rod 1142 and the second bearing 124 gradually increases, the guide rod 1142 and the second bearing 124 will expand synchronously due to heat. The expansion of the outer diameter of the guide rod 1142 will be greater than the expansion of the inner diameter of the second bearing 124, resulting in a slight interference fit between the guide rod 1142 and the second bearing 124. This will create a sealed space within the guide hole 121A. With the stretching and compression movements of the motor 1, the air within this sealed space will form a negative pressure, increasing the resistance when the first component 11 and the second component 12 stretch or compress against each other, thereby increasing the losses of the motor 1.

[0407] To address this issue, please refer to Figures 66 and 67. Figure 66 is an enlarged view of the second bearing in Figure 4, and Figure 67 is a top view of the second bearing in Figure 4 provided in an embodiment of this application. In some embodiments of this application, the second bearing 124 is provided with at least one second air guiding structure 1241, which extends axially along the second bearing 124 and passes through both ends of the second bearing 124 in the axial direction. The second air guiding structure 1241 may include a second air guiding groove recessed from the inner circumferential surface of the second bearing 124 to the outer circumferential surface of the second bearing 124.

[0408] The second air guiding structure 1241 can be referred to the description of the first air guiding structure 1151 above, and will not be described in detail here.

[0409] For example, a channel 111D can be formed on the housing 111 to increase the communication area between the upper chamber 111B and the lower chamber 111C, thereby reducing airflow resistance. Specifically, as shown in Figures 106-110, the channel 111D includes an axial section 111E, a first radial section 111F, and a second radial section 111G. A lower cover 111H is provided inside the lower chamber 111C of the housing 111. The lower cover 111H has a through hole 111K that extends axially along the spindle 121 and communicates with the lower chamber 111C. The axial section 111E extends axially along the spindle 121. The first radial section 111F connects the upper end of the axial section 111E to the upper chamber 111B, and the second radial section 111G connects the lower end of the axial section 111E to the through hole 111K.

[0410] For example, a through hole 111M can be formed in the housing 111 to connect the upper chamber 111B with the external space, thereby reducing the pressure difference and airflow resistance during the movement of the first component relative to the second component. In some embodiments, referring to Figures 111-113, a vent valve 111N can be installed in the through hole 111M, and the upper chamber 111B is connected to the external space through the vent valve 111N. The external space can be the atmospheric space outside the housing 111, the chamber of the air spring, or the chamber of the dustproof sleeve.

[0411] For example, a connecting channel (not shown in the figure) is provided in the guide member 114. The connecting channel can be provided in the guide rod part of the guide member, connecting the lower chamber and the guide hole 121A.

[0412] For example, a through hole 111M is provided in the housing to communicate with the outside.

[0413] Motor B also employs Scheme 1, which improves wave dynamics, and a material removal scheme for the iron core. Specifically, as shown in Figures 84-91, Figure 84 is a structural schematic diagram of the iron core in the motor shown in Figure 5, and Figure 85 is a cross-sectional structural schematic diagram of the iron core shown in Figure 84. The iron core 123 is an integral structure. For example, the iron core 123 can be integrally cast.

[0414] In some embodiments, the core 123 includes a yoke 1231 and a plurality of teeth 1232 connected to the yoke 1231. The plurality of teeth 1232 are spaced apart along a first direction; a winding structure 122 is provided between two adjacent teeth 1232. That is, two adjacent teeth 1232 define a coil slot.

[0415] In some examples, one of the first component 11 and the second component 12 also includes a mandrel 121 to which the iron core 123 is connected.

[0416] The other of the first component 11 and the second component 12 also includes a housing 111. The magnet assembly 112 is connected to the inner wall of the housing 111 and is located between the housing 111 and the winding structure 122. The spindle 121 is slidably connected to the housing 111 along a first direction.

[0417] The first component 11 includes a housing 111 and a magnet assembly 112, and the second component 12 includes a spindle 121, an iron core 123, and a winding structure 122, which will be described by way of example. The housing 111 can be a cylindrical structure, a plate structure, etc.

[0418] In some embodiments, please refer to Figures 85 and 86, where Figure 86 is an enlarged schematic diagram of the structure at point G in Figure 85. The plurality of teeth 1232 include two end teeth 1232A and a middle tooth 1232B disposed between the two end teeth 1232A. The side surface of the end teeth 1232A facing away from the yoke 1231 includes a first inclined surface 1232C. Along the direction from the end teeth 1232A toward the middle tooth 1232B, the distance between the first inclined surface 1232C and the yoke 1231 gradually increases.

[0419] By setting a first inclined surface 1232C on the end tooth 1232A, the magnetic field lines of the magnetic field generated by the winding structure 122 can avoid end magnetic saturation when passing through the end tooth 1232A, thereby reducing magnetic loss and reducing electromagnetic force fluctuation, thus reducing the wave force of the motor 1.

[0420] In some examples, the distance between the end of the first inclined surface 1232C facing away from the central tooth 1232B and the axis of the yoke 1231 is the first distance L1, and the distance between the end of the first inclined surface 1232C facing the central tooth 1232B and the axis of the yoke 1231 is the second distance L2; wherein, L1 ≥ 0.9 * L2. For example, the ratio of L1 to L2 can be 0.9, 0.92, 0.94, 0.96, etc.

[0421] The relationship between the first spacing L1 and the second spacing L2 satisfies the above requirements, so that the tilt angle of the first inclined surface 1232C is within a suitable range, so that the end tooth 1232A can both ensure the flow of magnetic lines of force and avoid magnetic saturation of magnetic lines of force at the end tooth 1232A.

[0422] The axis of the yoke 1231 is aligned with the axis of the spindle. That is, the direction of the axis of the yoke 1231 is aligned with the first direction.

[0423] In some examples, the ratio of the radial length of the end tooth 1232A in the yoke 1231 to the axial thickness of the end tooth 1232A in the yoke 1231 is greater than or equal to 0.6. For example, the ratio of the radial length of the end tooth 1232A in the yoke 1231 to the axial thickness of the end tooth 1232A in the yoke 1231 can be 0.6, 0.7, 0.8, 0.9, etc.

[0424] By ensuring that the ratio of the radial length of the end tooth 1232A in the yoke 1231 to the axial thickness of the end tooth 1232A in the yoke 1231 is greater than or equal to 0.6, the length and thickness of the end tooth 1232A can be kept within a suitable range, so that the end tooth 1232A can both ensure the flow of magnetic lines of force and avoid magnetic saturation of magnetic lines of force in the end tooth 1232A.

[0425] In some embodiments, the plurality of teeth 1232 include two end teeth 1232A and a middle tooth 1232B disposed between the two end teeth 1232A. The thickness of the middle tooth 1232B in the axial direction of the yoke 1231 (thickness H1 shown in FIG86) is greater than the thickness of the end teeth 1232A in the axial direction of the yoke 1231 (H2 shown in FIG86).

[0426] Compared to the fact that the thickness of the end tooth 1232A in the axial direction of the yoke 1231 is equal to the thickness of the end tooth 1232A in the axial direction of the yoke 1231, the thickness of the middle tooth 1232B in the axial direction of the yoke 1231 is greater than the thickness of the end tooth 1232A in the axial direction of the yoke 1231. This can cause a shift in the correspondence between the tooth 1232 and the magnet of the magnet assembly 112, thereby balancing the magnetic force fluctuations brought by the end tooth 1232A and reducing the ripple force of the motor 1.

[0427] Specifically, based on the existing iron core 123, without changing the axial length of the iron core 123, the axial thickness of the end teeth 1232A is reduced, while the axial thickness of the middle teeth 1232B is increased.

[0428] Please refer to Figure 87. Figure 87 is a schematic diagram comparing the change of motor 1's wave force over time when the thickness of the middle tooth 1232B increases with the change of motor 1's wave force over time when the thickness of the middle tooth 1232B does not increase. In Figure 87, the red curve represents the change of motor 1's wave force over time when the thickness of the middle tooth 1232B increases, and the blue curve represents the change of motor 1's wave force over time when the thickness of the middle tooth 1232B does not increase.

[0429] As can be seen from Figure 87, the ripple force of motor 1 is reduced after the thickness of the middle tooth 1232B is increased. That is, the upper peak value of the red curve is significantly smaller than the upper peak value of the blue curve. It can be seen that changing the thickness of the middle tooth 1232B can reduce the ripple force of motor 1.

[0430] In some embodiments, the length L3 of the iron core 123 in the axial direction of the yoke 1231 and the pole pitch L4 of the magnet assembly 112 satisfy: L3 = L4 * (k + 5), where K is a constant and the pole pitch is half the length of a pair of magnetic poles 112A of the magnet assembly 112 in the first direction. It should be noted that the pair of magnetic poles 112A has two poles 112A, and the lengths of the two poles 112A in the first direction may be the same or different.

[0431] By satisfying the above relationship between the length L3 of the iron core 123 in the axial direction of the yoke 1231 and the pole pitch L4 of the magnet assembly 112, the correspondence between the tooth 1232 and the magnet of the magnet assembly 112 can be shifted, thereby balancing the magnetic force fluctuation brought by the end tooth 1232A and reducing the ripple force of the motor 1.

[0432] In some embodiments, referring to Figure 85, the slot pitch of the core 123 (i.e., the height dimension L9 of the coil slots in the axial direction of the core) is 5 / 3 times the pole pitch. The cogging force generated by each coil slot lags behind the 120° electrical angle of its adjacent coil slot, so that the cogging forces of every three adjacent coil slots cancel each other out.

[0433] It should be noted that changes in the pole pitch of the magnet can cause the cogging forces of three adjacent coil slots to fail to cancel each other out, resulting in a large amplitude of cogging force generated in each coil slot. If the cogging forces of three adjacent coil slots fail to cancel each other out, it will lead to large fluctuations in the cogging force.

[0434] Specifically, please refer to Figures 85, 117, and 118. Figure 117 shows the cogging force fluctuation curve of each of the three adjacent coil slots (first coil slot 1234A, second coil slot 1234B, and third coil slot 1234C, respectively) when the cogging force of any one of them lags behind the cogging force of its adjacent coil slot by 120° electrical angle. Figure 118 shows the fluctuation curve of the resultant cogging force after the cogging forces of the three adjacent coil slots cancel each other out (i.e., the rational curve in Figure 118), the fluctuation curve of the resultant cogging force when the resultant cogging force of the three adjacent coil slots is longer after the cogging forces of the three adjacent coil slots cancel each other out (i.e., the longer curve in Figure 118), and the fluctuation curve of the resultant cogging force when the resultant cogging force of the three adjacent coil slots is shorter after the cogging forces of the three adjacent coil slots cancel each other out (i.e., the shorter curve in Figure 118).

[0435] As can be seen from Figures 117 and 118, when the cogging forces of three adjacent coil slots cancel each other out, the fluctuation of the resultant cogging force of the three adjacent coil slots is significantly smaller. Therefore, lags the cogging force of any one of the three adjacent coil slots by 120° electrical angles behind the cogging force of the adjacent coil slot so that the cogging forces of the three adjacent coil slots cancel each other out, which can reduce the fluctuation of the resultant cogging force and thus reduce the ripple force of the motor.

[0436] In some examples, the central tooth 1232B includes a first central tooth 1232D, a second central tooth 1232E, and a third central tooth 1232F, and the two end teeth 1232A include a first end tooth 1232G and a second end tooth 1232H. The second central tooth 1232E is located between the first central tooth 1232D and the first end tooth 1232G, and the third central tooth 1232F is located between the first central tooth 1232D and the second end tooth 1232H. The distance between the first middle tooth 1232D and the second middle tooth 1232E (as shown in Figure 85) is greater than the distance between the second middle tooth 1232E and the first end tooth 1232G (as shown in Figure 85); the distance between the first middle tooth 1232D and the third middle tooth 1232F (as shown in Figure 85) is greater than the distance between the third middle tooth 1232F and the second end tooth 1232H (as shown in Figure 85).

[0437] It should be noted that when there are multiple second middle teeth 1232E, L5 is the distance between the second middle tooth 1232E closest to the first middle tooth 1232D and the first middle tooth 1232D. L6 is the distance between the second middle tooth 1232E closest to the first end tooth 1232G and the first end tooth 1232G.

[0438] When there are multiple third middle teeth 1232F, L7 is the distance between the third middle tooth 1232F closest to the first middle tooth 1232D and the first middle tooth 1232D, and L8 is the distance between the third middle tooth 1232F closest to the second end tooth 1232H and the second end tooth 1232H.

[0439] By making the distance between the first middle tooth 1232D and the second middle tooth 1232E greater than the distance between the second middle tooth 1232E and the first end tooth 1232G, and the distance between the first middle tooth 1232D and the third middle tooth 1232F greater than the distance between the third middle tooth 1232F and the second end tooth 1232H, the correspondence between the tooth 1232 and the magnet of the magnet assembly 112 can be shifted, thereby balancing the magnetic force fluctuation brought by the end tooth 1232A and reducing the ripple force of the motor 1.

[0440] In some embodiments, please continue to refer to FIG86, the tooth portion 1232 includes a tooth body portion 1232M and a tooth shoe portion 1232N. The tooth body portion 1232M is connected to the yoke portion 1231, and the tooth shoe portion 1232N is connected to one end of the tooth body portion 1232M opposite to the yoke portion 1231 and is located on one side of the tooth body portion 1232M in the axial direction of the yoke portion 1231.

[0441] By setting the toothed shoe part 1232N, the flow of magnetic lines of force on the iron core 123 can be changed, thereby reducing the fluctuation of resistance, that is, reducing the wave power of the motor 1.

[0442] In some examples, when there are multiple teeth 1232, the tooth shoe portions 1232N of the multiple teeth 1232 are located on the same side of the tooth body portion 1232M. For example, the tooth shoe portions 1232N of the multiple teeth 1232 are all located on the side of the tooth body portion 1232M facing the vehicle body; or the tooth shoe portions 1232N of the multiple teeth 1232 are all located on the side of the tooth body portion 1232M facing away from the vehicle body.

[0443] In some examples, the ratio W1 / W2 between the width W1 of the toothed shoe portion 1232N in the axial direction of the yoke portion 1231 and the distance W2 between two adjacent teeth 1232 (i.e. the width of the coil groove) satisfies: W1 / W2 is greater than or equal to 13% and less than or equal to 16%; or, W1 / W2 is greater than or equal to 40% and less than or equal to 45%.

[0444] For example, the value of W1 / W2 can be 13%, 14%, 15%, 16%, etc. The value of W1 / W2 can also be 40%, 41%, 42%, 43%, 44%, 45%, etc.

[0445] When the ratio of W1 to W2, W1 / W2, is within the aforementioned range, the ripple force of motor 1 can be kept within a smaller range. Specifically, please refer to Figure 88, which is a schematic diagram showing the relationship between the width of the toothed shoe portion 1232N and the ripple force of motor 1 when the width of the coil slot is 8.6mm. From Figure 88, it can be seen that when the width of the toothed shoe portion 1232N is approximately 1.2mm (14% of the width W2) and approximately 3.8mm (44% of the width W2), the ripple force of motor 1 is smaller.

[0446] It should be noted that due to the inherent errors in testing different motors, and the fact that the W1 / W2 value can deviate from its value when the same motor is tested multiple times due to assembly and operational errors in each test, a range of approximately 14% and approximately 44% for W1 / W2 can be selected. That is, W1 / W2 is greater than or equal to 13% and less than or equal to 16%; or W1 / W2 is greater than or equal to 40% and less than or equal to 45%.

[0447] In some embodiments, please refer to FIG89, which is a schematic diagram of another structure of the iron core 123 in the motor shown in FIG5. The iron core 123 includes a plurality of sub-iron cores 1233, which are spaced apart along the axial direction of the yoke 1231. The sub-iron core 1233 includes a first yoke 1231A and a plurality of first teeth 1232PP connected to the first yoke 1231A, which are spaced apart along the axial direction of the yoke 1231.

[0448] By dividing the iron core 123 into multiple sub-iron cores 1233, with gaps between adjacent sub-iron cores 1233, the magnetic circuit of the stator assembly can be isolated, thereby reducing electromagnetic losses, reducing electromagnetic force fluctuations, and reducing the ripple force of the motor 1.

[0449] Specifically, please refer to Figure 90. Figure 90 is a schematic diagram comparing the resistance fluctuation when the core 123 includes multiple sub-cores 1233 with the resistance fluctuation when the core 123 is not divided into multiple sub-cores 1233. In Figure 90, the curve corresponding to the optimized scheme is the resistance fluctuation curve when the core 123 includes multiple sub-cores 1233, and the curve corresponding to the theoretical model is the resistance fluctuation curve when the core 123 is not divided into multiple sub-cores 1233. As can be seen from Figure 90, when the core 123 is divided into multiple sub-cores 1233, the resistance fluctuation is significantly reduced, that is, the wave force of motor 1 is significantly reduced.

[0450] In some examples, the spacing between two adjacent sub-cores 1233 is greater than or equal to 1.7 mm and less than or equal to 2.2 mm. For example, the spacing between two adjacent sub-cores 1233 can be 1.7 mm, 1.8 mm, 1.9 mm, 2 mm, 2.1 mm, 2.2 mm, etc.

[0451] Please refer to Figure 91, which is a schematic diagram showing the relationship between resistance fluctuation and the spacing between two adjacent sub-cores 1233. As can be seen from Figure 91, the resistance fluctuation is smaller when the spacing between two adjacent sub-cores 1233 is between 1.7mm and 2.2mm. Therefore, setting the spacing between two adjacent sub-cores 1233 within the range of 1.7mm to 2.2mm can reduce resistance fluctuation, thereby reducing the ripple force of the motor.

[0452] After the above improvements, the inventors used the same testing method to test the no-load resistance of motor B, and obtained the result shown in Figure 93 (no-load resistance curve of motor B), which greatly improved the no-load resistance.

[0453] The inventors continued their in-depth research and discovered that the high no-load resistance of motor B was due to two main factors: a large base resistance value and a large maximum difference in base resistance. To control these two factors, the inventors conducted further research and improved motor B, resulting in the manufacture of the first motor. The research revealed that the base resistance primarily stemmed from axial friction. The inventors' first focus was on improving the friction coefficient μ1 between the bearing and the mating parts, and the friction coefficient μ2 between the oil seal and the spindle. Specific improvements are as follows:

[0454] First, to improve the friction coefficient μ1 between the bearing and the mating parts, the first motor uses a bearing with a relatively low friction coefficient. The basic structures of the upper and lower bearings are identical, specifically as shown in Figures 25, 115, and 116. The bearing includes a base 41 and a first solid lubricant 413. The base 41 has a first mating surface 411. The first solid lubricant 413 can also be embedded in the base 41. The base 41 has multiple receiving holes 412, one end of which is open at the first mating surface 411, and the first solid lubricant 413 is disposed within the multiple receiving holes 412.

[0455] During the relative movement of the first component 11 and the second component 12, the other of the first component 11 and the second component 12 is pressed against the bearing, causing the material of the first solid lubricant 413 to enter the gap between the base 41 and the other of the first component 11 and the second component 12, thereby achieving a lubricating effect. For example, the spindle 121 is pressed against the base 41 of the first bearing 115, and the guide 114 is pressed against the base 41 of the second bearing 124.

[0456] By placing the first solid lubricant 413 inside the receiving hole 412, the first solid lubricant 413 can be more firmly attached to the base 41, thereby providing better lubrication and reducing the coefficient of friction between the other of the first component 11 and the second component 12 and the bearing.

[0457] The first solid lubricant 413 is a columnar structure embedded in the receiving hole 412.

[0458] Of course, when designing the bearing, the first solid lubricant 413 can also be a block structure, etc. The first solid lubricant 413 can also be a powdery or viscous lubricant embedded in the receiving hole 412. For the first motor used in the test, the first solid lubricant 413 of its bearing adopts a columnar structure.

[0459] For the first motor, the first solid lubricant 413 is made of high-purity graphite material, which refers to graphite with a carbon content greater than 99.99%. As shown in Figure 114, the coefficient of friction μ1 between the bearing and the mating parts is above 0.2. This refers to the coefficient of friction when the relative movement speed of the first and second components is less than 100 mm / s.

[0460] For the first motor, in order to further reduce the coefficient of friction μ1 between the bearing and the mating parts, the bearing also includes grease, which is coated on the inner wall surface of the substrate. The first motor uses lithium-based grease, which is coated on the inner wall surface of the substrate.

[0461] In order to improve the friction coefficient μ2 of the oil seal and the radial force between the oil seal and the spindle 121, and to reduce the radial force generated by the seal 14 on the spindle 121, thereby reducing the first basic resistance value of the motor and reducing the no-load resistance value of the motor 1.

[0462] To reduce the coefficient of friction μ2, please refer to Figure 50, which is a structural schematic diagram of the seal 14 provided in the embodiment of the application. The seal 14 includes an annular skeleton 141 and a seal body 142 disposed on the annular skeleton. The annular skeleton is fixed to the housing 111, and the spindle 121 is slidably fitted to the seal body 142.

[0463] The ring-shaped skeleton can support the sealing body 142 to improve the structural strength of the sealing body 14, thereby improving the sealing effect between the sealing body 142 and the mandrel 121.

[0464] The material of the seal body 142 includes compounds containing fluorine. For example, the material of the seal body 142 can be fluororubber.

[0465] Compared to the nitrile rubber material used in motor B, the fluorine-containing compound has a lower coefficient of friction, which can reduce the axial friction of the first motor, thereby reducing the first basic resistance value of the first component 11 in the first motor at the first position and reducing the no-load resistance of the first motor.

[0466] Specifically, please refer to Table 1, which compares the coefficients of friction and the axial friction forces generated by nitrile rubber and fluororubber. As can be seen from Table 1, the coefficient of friction of fluororubber is significantly lower than that of nitrile rubber, and the axial friction force of fluororubber is significantly lower than that of nitrile rubber.

[0467] Table 1

[0468] Through in-depth research, the inventors discovered that the coefficient of friction μ2 between the mandrel 121 and the seal 14 can be made to satisfy: 0.05 ≤ μ2 ≤ 0.12. For example, μ2 can be 0.05, 0.06, 0.07, 0.08, 0.09, 0.1, 0.11, 0.12, etc. When the coefficient of friction μ2 between the mandrel 121 and the seal 14 is within the above range, the sealing effect between the seal 14 and the mandrel 121 can be guaranteed, while simultaneously reducing the frictional force between the mandrel 121 and the seal 14. This reduces the axial frictional force of the motor 1, decreases the first basic resistance value experienced by the first component 11 at the first position, and reduces the no-load resistance of the motor 1.

[0469] In some examples, the coefficient of friction μ2 between the mandrel 121 and the seal 14 satisfies: 0.08 ≤ μ2 ≤ 0.12. For example, the value of μ2 can be 0.08, 0.09, 0.1, 0.11, 0.12, etc.

[0470] When the coefficient of friction μ2 between the mandrel 121 and the seal 14 is within the above range, the sealing effect between the seal 14 and the mandrel 121 is good, and the friction between the seal 14 and the mandrel 121 is small.

[0471] For example, the seal 14 further includes a second solid lubricant. The second solid lubricant is embedded in the seal body 142, and at least a portion of the second solid lubricant is exposed on the inner circumferential surface of the seal body 142.

[0472] By providing a second solid lubricant, when the seal 14 moves relative to the spindle 121, the second solid lubricant can lubricate the spindle 121, thereby reducing the friction between the seal 14 and the spindle 121, reducing the first basic resistance value of the first component 11 in the first position in the motor 1, and reducing the no-load resistance of the motor 1.

[0473] It should be noted that "at least part of the second solid lubricant is exposed on the inner circumferential surface of the seal body 142" means that the second solid lubricant can be seen and touched from the inner circumferential surface of the seal body 142. The mating surface of the fixed lubricant can be flush with, lower than or higher than the inner circumferential surface of the seal body 142.

[0474] In some examples, the second solid lubricant is a lubricating coating provided on the inner circumferential surface of the seal body 142.

[0475] In other examples, the second solid lubricant may also be a sheet-like structure disposed on the inner circumferential surface of the seal body 142.

[0476] In some embodiments, the material of the second solid lubricant includes at least one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide. That is, the material of the second solid lubricant can be one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide, or it can be a mixture of at least two of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide.

[0477] The above-mentioned material has good lubrication performance. The second solid lubricant, made of the above-mentioned material, can provide good lubrication for the spindle 121 and the seal 14, thereby reducing the friction between the seal 14 and the spindle 121.

[0478] In some examples, the second solid lubricant is made of polytetrafluoroethylene (PTFE). PTFE has a lower coefficient of friction than rubber; therefore, using PTFE as the second solid lubricant reduces the coefficient of friction between the seal body 142 and the spindle 121, thereby reducing the frictional force between them.

[0479] Specifically, the coefficient of friction of rubber is 0.1, while that of polytetrafluoroethylene (PTFE) is 0.05.

[0480] In order to reduce the radial force between the seal 14 and the spindle, the seal 14 is only provided between the inner wall surface of the mounting hole 111A of the housing 111 and the outer peripheral surface of the spindle 121, and the seal 14 is not provided in other positions. This reduces the number of seals 14, thereby reducing the radial sealing pressure generated by the seal 14 on the motor 1, and thus reducing the first basic resistance value of the first component 11 in the motor 1 at the first position.

[0481] The ring skeleton is made of 304 stainless steel or 306 stainless steel, which can make the ring skeleton have high strength, thereby providing better support for the sealing body 142 and improving the sealing effect of the sealing body 142.

[0482] Please refer to Figure 50. The sealing body 142 includes a first sealing portion 1421 and a second sealing portion 1422. Along the axial direction of the annular frame 141, the first sealing portion 1421 and the second sealing portion 1422 are located on opposite sides of the annular frame 141. When the sealing body 142 is in a free state, the inner circumferential surfaces of both the first sealing portion 1421 and the second sealing portion 1422 arch towards the central axis of the annular frame 141.

[0483] The first sealing portion 1421 and the second sealing portion 1422 are used to contact the mandrel 121 to seal the gap between the mandrel 121 and the inner wall surface of the mounting hole 111A.

[0484] With the above settings, the gap between the mandrel 121 and the inner wall of the mounting hole 111A is sealed on both sides of the annular frame 141 along the axial direction, thereby improving the sealing effect.

[0485] Furthermore, dividing the sealing body 142 into a first sealing portion 1421 and a second sealing portion 1422 makes it easier for the sealing body 142 to deform when pressed onto the mandrel 121, thereby improving the sealing effect. Also, only the first sealing portion 1421 and the second sealing portion 1422 of the entire sealing element 14 contact the mandrel 121, reducing the contact area between the mandrel 121 and the sealing body 142, and thus reducing the friction between them.

[0486] The friction between the mandrel and the seal 14 can be controlled by controlling the magnitude of the radial force applied by the seal 14 to the mandrel.

[0487] The radial force generated by the seal 14 on the spindle 121 is measured as follows: First, with the seal 14 not installed on the motor 1, the resistance of the motor 1 is measured, and this measured resistance is the first resistance. Then, with the seal 14 installed on the motor 1, the resistance of the motor 1 is measured again, and this measured resistance is the second resistance. The difference between the second resistance and the first resistance is the radial force of the seal 14. The measurement method can refer to the method for measuring the no-load resistance of the motor 1.

[0488] In some examples, the radial force exerted by the seal 14 on the mandrel 121 over a circumferential unit length of greater than or equal to 0.17 N and less than or equal to 0.27 N. Here, radial force refers to the force exerted by the seal 14 on the mandrel 121 radially. The circumferential length of the mandrel 121 can be 226 mm.

[0489] The radial force includes a first radial force applied by the first sealing portion 1421 to the mandrel 121 and a second radial force applied by the second sealing portion 1422 to the mandrel 121.

[0490] By setting the radial force of the seal 14 within the above-mentioned range, the force generated by the seal 14 on the spindle 121 can be within a suitable range to ensure the sealing effect between the seal 14 and the spindle 121, while avoiding excessive friction between the seal 14 and the spindle 121, which would affect the first basic resistance value of the first component 11 in the first position in the motor 1, and reduce the no-load resistance value of the motor 1.

[0491] In some embodiments, the radial force applied by the second sealing portion 1422 to the mandrel 121 is a second radial force, which is less than the first radial force.

[0492] By making the second radial force less than the first radial force, the force exerted by the second sealing part on the spindle 121 can be less than the force exerted by the first sealing part on the spindle 121. Compared with the first radial force being the same as the second radial force, the friction between the sealing body 142 and the spindle 121 as a whole can be smaller, thereby reducing the friction between the sealing body 142 and the spindle 121.

[0493] In some embodiments, the radial dimension of the first sealing portion 1421 is smaller than the radial dimension of the second sealing portion 1422.

[0494] In some examples, when the seal body 142 is in a free state, the inner diameter of the first sealing portion 1421 is smaller than the inner diameter of the second portion 1422. It should be noted that the seal body 142 being in a free state refers to the state when the seal 14 is not installed on the motor.

[0495] In this way, the tightness of the first sealing part 1421 when it is in contact with the spindle 121 is greater than that of the second sealing part 1422 when it is in contact with the spindle 121, so that the second radial force is less than the first radial force, thereby reducing the friction between the sealing body 142 and the spindle 121 as a whole.

[0496] In some embodiments, when the sealing body 142 is in a free state, the length of the first sealing portion 1421 in the axial direction of the mandrel 121 is greater than the length of the second sealing portion 1422 in the axial direction of the mandrel 121.

[0497] In this way, the contact area between the first sealing part 1421 and the mandrel 121 is greater than the contact area between the second sealing part 1422 and the mandrel 121, thereby making the second radial force less than the first radial force, so as to reduce the friction between the sealing body 142 and the mandrel 121 as a whole.

[0498] Furthermore, by making the above-mentioned improvements to the seal 14, the friction between the seal body 142 and the spindle 121 can be reduced. Specifically, the friction can be reduced from 24.53N to 6.06N.

[0499] In some embodiments, the sealing body 142 further includes a first elastic member 1423 and a second elastic member 1424. The first elastic member 1423 is disposed between the first sealing portion 1421 and the inner wall surface of the mounting hole 111A. The second elastic member 1424 is disposed between the second sealing portion 1422 and the inner wall surface of the mounting hole 111A.

[0500] By setting the first elastic element 1423 and the second elastic element 1424, the first radial force of the first sealing part 1421 on the spindle 121 can be adjusted by the first elastic element 1423, and the second radial force of the second sealing part 1422 on the spindle 121 can be adjusted by the second elastic element 1424, so as to avoid excessive friction between the first sealing part 1421 and the spindle 121 and between the second sealing part 1422 and the spindle 121, which would affect the first basic resistance value of the first component 11 in the first position in the motor 1, thereby reducing the no-load resistance value of the motor 1.

[0501] In some examples, the radial dimension of the first elastic element 1423 is larger than the radial dimension of the second elastic element 1424. This ensures that the elastic force of the first elastic element 1423 on the first sealing portion 1421 is equal to the elastic force of the second elastic element 1424 on the second sealing portion 1422. Consequently, the first radial force of the first sealing portion 1421 on the mandrel is greater than the second radial force of the second sealing portion 1422 on the mandrel 121, thus guaranteeing the sealing effect of the seal 14 and preventing excessive friction between the seal 14 and the mandrel 121.

[0502] In some examples, the first elastic element 1423 can be a spring, rubber, latex, etc. The second elastic element 1424 can be a spring, rubber, latex, etc.

[0503] To address the issue of excessive radial force caused by the tilt between the first and second components, the clearance between the upper bearing and the spindle of the first motor was readjusted to 0.15mm. The clearance between the upper bearing and the spindle of motor A was approximately 0.25mm. The upper clearance refers to the difference between the inner diameter of the upper bearing and the outer diameter of the spindle.

[0504] Finally, the inventors conducted in-depth research on the impact of the guide component's dimensions on the maximum difference in base resistance, performing numerous simulations and tests before ultimately selecting an outer diameter of 28mm for the guide rod and a thickness of 10mm for the chassis. The inventors' detailed research is as follows:

[0505] Please refer to Figure 4. The guide member 114 may include a chassis portion 1141 and a guide rod portion 1142. The guide rod portion 1142 is housed within the housing 111, and the chassis portion 1141 is disposed on the peripheral wall of the guide rod portion 1142. The chassis portion 1141 is fixed to the housing 111. Specifically, the chassis portion 1141 is fixedly connected to the housing 111 via a fork arm.

[0506] The guide rod portion 1142 passes through the guide hole 121A, that is, the guide rod portion 1142 passes through the inner cavity of the spindle 121, and is used to guide the sliding of the spindle 121 within the housing 111. When the first assembly 11 moves relative to the second assembly 12, the guide rod portion 1142 moves within the guide hole 121A. The height of the chassis portion 1141 in the first direction is a first height h1, and the overall height of the guide member 114 in the first direction is a second height h2.

[0507] To reduce the deformation of the components of motor 1, thereby reducing the second basic resistance value of motor 1 and further reducing the maximum difference in basic resistance of motor 1, please refer to Figure 4. The inner diameter of housing 111 is d1, and the outer diameter of guide member 114 is the second diameter d2. The outer diameter of guide member 114 is the outer diameter of guide rod portion 1142.

[0508] The first diameter d1 and the second diameter d2 can satisfy: 0.175×d1<d2<0.4×d1. That is to say, d2 can be equal to 0.2 times d1, d2 can also be equal to 0.25 times d1, or d2 can also be equal to 0.35 times d1. This application does not limit this.

[0509] Figures 53, 54, and 55 all show simulation diagrams of the maximum difference in the basic resistance of a motor 1 provided in this application as a function of d2 / d1. Figure 53 shows the simulation diagram of the maximum difference in the basic resistance of motor 1 as a function of d2 / d1 when h1 / h2 = 0.028; Figure 54 shows the simulation diagram of the maximum difference in the basic resistance of motor 1 as a function of d2 / d1 when h1 / h2 = 0.069; and Figure 55 shows the simulation diagram of the maximum difference in the basic resistance of motor 1 as a function of d2 / d1 when h1 / h2 = 0.011. As can be seen from Figures 53, 54, and 55, when d2 < 0.175 × d1, the second basic resistance of motor 1 is significantly larger. However, when d2 > 0.4 × d1, further increasing the diameter has a negligible effect on the second basic resistance of motor 1; instead, it increases the overall weight of motor 1 and occupies more radial space, which is detrimental to the structural design of motor 1.

[0510] Thus, by ensuring that the first diameter d1 and the second diameter d2 satisfy 0.175×d1<d2<0.4×d1, the second basic resistance of the motor 1 can be reduced, and the large diameter of the guide rod 1142 can be avoided, which would result in occupying too much radial space. This facilitates the design and installation of other components of the motor 1 (such as the iron core 123). For example, sufficient radial space can be provided for the yoke of the iron core 123, providing enough space for the winding structure to ensure that the iron core 123 does not experience magnetic saturation. At the same time, a larger number of winding turns can be used to increase the thrust of the motor 1.

[0511] In some embodiments, the second diameter d2 and the first diameter d1 may satisfy: 0.175×d1<d2≤0.3×d1. For example, d2=0.175×d1, d2=0.25×d1 or d2=0.3×d1, etc., and this application does not limit this.

[0512] As shown in Figures 53, 54 and 55, when d2 / d1 > 0.3, the decreasing trend of the second basic resistance of motor 1 is relatively slow. Thus, by making the second diameter d2 and the first diameter d1 satisfy: 0.175×d1<d2≤0.3×d1, the weight of the guide rod 1142 can be avoided, and sufficient radial space can be left for other components of motor 1.

[0513] In some embodiments, the second diameter d2 and the first diameter d1 may satisfy: 0.175×d1<d2≤0.22×d1. For example, d2=0.175×d1, d2=0.2×d1 or d2=0.22×d1, etc., and this application does not limit it.

[0514] Understandably, when motor 1 is operating, the magnetic field generated by the current flowing through the winding structure 122 drives motor 1 to start, which generates a certain amount of heat. These heat sources mainly include resistive losses in the conductor, hysteresis and eddy current losses in the iron core 123, and mechanical friction losses. If motor 1 operates for an extended period or under heavy load, it will overheat. Overheating of motor 1 will severely affect its operation.

[0515] Specifically, firstly, overheating of motor 1 will accelerate the aging of the internal insulation material, thereby reducing the service life of motor 1. Secondly, overheating of motor 1 may also cause the lubricant inside motor 1 to deteriorate, affecting the lubrication effect and mechanical performance of motor 1. In addition, excessively high temperatures may also cause thermal expansion of internal parts of motor 1, resulting in smaller clearances and even causing jamming or damage.

[0516] To achieve cooling of the motor 1, please refer to Figure 5. In some embodiments, a cooling channel 4 can be provided inside the motor 1. A circulating cooling medium (e.g., water, refrigerant, oil, air, etc.) is introduced into the cooling channel 4 inside the motor 1 through a pump. Due to the heat-absorbing properties of the cooling medium, the heat inside the motor 1 can be carried away, thereby achieving heat dissipation. Since the cooling channel 4 occupies a certain radial space of the spindle 121, the radial dimension of the spindle 121 will be relatively small. However, in this embodiment, by ensuring that the second diameter d2 and the first diameter d1 satisfy: 0.175×d1<d2≤0.22×d1, it can be ensured that the guide rod portion 1142 can still cooperate with the spindle 121 even when the radial dimension of the spindle 121 is designed to be small.

[0517] Through the above in-depth analysis, the guide rod of the first motor satisfies: d2 = 0.21d1, d1 = 133.3mm, so the outer diameter of the guide rod is d2 = 28mm.

[0518] The chassis portion 1141 has a first height h1 in the first direction, and the guide rod portion 1142 has a second height h2 in the first direction. The first height h1 and the second height h2 satisfy the condition: 0.028×h2

[0519] It should be noted that both the first height h1 and the second height h2 are the maximum heights in the first direction, not the heights of the transition area. Furthermore, to reduce stress concentration, a chamfer is typically provided at the connection between the chassis and the guide rod. In this embodiment, the first height h1 is the height of the non-chamfered portion of the chassis 1141, meaning the first height h1 does not include the height of the chamfered portion.

[0520] Figures 56, 57, and 58 all show simulation diagrams of the second base resistance of a motor 1 provided in the embodiments of this application as a function of h2 / h1. Figure 56 is a simulation diagram of the second base resistance of motor 1 as a function of h2 / h1 when d1 / d2 = 0.175, Figure 57 is a simulation diagram of the second base resistance of motor 1 as a function of h2 / h1 when d1 / d2 = 0.2875, and Figure 58 is a simulation diagram of the second base resistance of motor 1 as a function of h2 / h1 when d1 / d2 = 0.4. As can be seen from Figures 56, 57, and 58, when h1 < 0.028 × h2, the second base resistance of motor 1 is significantly larger. However, when h1 > 0.028 × h2, further increasing the height has a negligible effect on the second base resistance of motor 1, but will instead increase the overall weight of motor 1 and occupy more axial space of motor 1, which is not conducive to the structural design of motor 1. For example, if the height is further increased when h1 > 0.11 × h2, it will occupy more axial space of motor 1, which will sacrifice the overall stroke of motor 1 and is not conducive to the design of motor 1.

[0521] Thus, by ensuring that the first height h1 and the second height h2 satisfy 0.028×h2

[0522] ​​In some embodiments, the first height h1 and the second height h2 satisfy the condition: 0.05×h2

[0523] As can be seen from Figures 56, 57 and 58, when h1 / h2≤0.05, the value of the second foundation resistance of motor 1 is still relatively large, which may not meet the needs of some motors 1. Therefore, in this embodiment of the application, by making the first height h1 and the second height h2 satisfy: 0.05×h2

[0524] The first height h1 and the second height h2 satisfy the condition: 0.056 × h2 = h1. In this way, not only can the overall stroke of motor 1 be avoided, but the second basic resistance of motor 1 can also be reduced, ensuring that the force state of motor 1 is relatively stable throughout its operation and reducing abnormal noise inside motor 1. Therefore, the first motor tested in this application satisfies the condition: 0.056 × h2 = h1.

[0525] Please refer to Figures 60, 61, 62, and 63. Figure 60 shows a structural schematic diagram of a guide member in the related art, and Figure 61 shows a cross-sectional view of the guide member of Figure 60 along the axial direction. Figure 62 is a structural schematic diagram of a guide member provided in an embodiment of this application, and Figure 63 is a cross-sectional view of the guide member of Figure 31 provided in an embodiment of this application.

[0526] In some embodiments of this application, the chassis portion 1141 may include a first chassis portion 1141A and a second chassis portion 1141B; the first chassis portion 1141A is disposed on the peripheral wall of the guide rod portion 1142, and the second chassis portion is located around the first chassis portion 1141A. That is, the first chassis portion 1141A is disposed between the guide rod portion 1142 and the second chassis portion 1141B.

[0527] The height of the first chassis portion 1141A in the first direction (i.e., the W direction in Figure 63) is greater than the height of the second chassis portion 1141B in the first direction. The height in the first direction refers to its maximum height in the first direction.

[0528] Thus, by thickening the first chassis portion 1141A between the guide rod portion 1142 and the second chassis portion 1141B in this embodiment of the application, the rigidity of the guide member 114 can be improved and the stability of the motor 1 can be enhanced.

[0529] ​​In some embodiments of this application, the surface of the first chassis portion 1141A facing the spindle 121 is flush with the surface of the second chassis portion 1141B facing the spindle 121. This reduces the axial dimension occupied by the chassis portion 1141, which is beneficial for the structural design of the motor 1.

[0530] In some embodiments of this application, a clearance notch 1141C is formed on the side of the second chassis portion 1141B opposite to the spindle 121, and the clearance notch 1141C is located on the periphery of the first chassis portion 1141A. That is, the first height h1 is the height of the first chassis portion 1141A.

[0531] By forming a clearance notch 1141C on the side of the second chassis portion 1141B opposite to the spindle 121, not only can the connection between the second chassis portion 1141B and the first chassis portion 1141A, the first chassis portion 1141A and the guide rod portion 1142 be thicker, ensuring high rigidity of the guide member 114, but the weight of the chassis portion 1141 can also be reduced, which is beneficial to the lightweight design of the motor 1.

[0532] In some embodiments of this application, a boss 1131 is provided on the fork arm 113, and the boss 1131 is located within the clearance notch 1141C. Specifically, an annular boss may be provided on the fork arm 113, which mates with the clearance notch 1141C. A mounting groove may be formed on the inner side of the annular boss, which can mate with 1141A. The first component 11 may also include a fixing connector, through which the boss 1131 and the second chassis portion 1141B can be fixedly connected. Exemplarily, the fixing connector may be a bolt, etc., and this application does not limit it to this.

[0533] Thus, this application connects the housing and the fork arm by fitting the boss with the clearance notch 1141C and by connecting and fixing the boss 1131 to the second chassis portion 1141B with the fixing connector.

[0534] Taking into account the impact of coaxiality, the inventors reduced the coaxiality of the magnet assembly and the housing in the first motor from 0.2mm to 0.15mm.

[0535] After the above improvements, the no-load resistance of the first motor was significantly reduced, as shown in Figure 14.

[0536] After testing the first motor on the vehicle, it was found that it still had occasional operational jamming issues. Further analysis of the first motor revealed that its maximum ripple force was extremely large, even greater than that of the B motor. Through repeated research, the inventors discovered that the tolerance of the magnet assembly in the A motor reached 1.36mm, the tolerance of the magnet assembly in the first motor reached 0.7mm, while the assembly tolerance of the magnet assembly in the B motor was only 0.5mm. Specific research findings are as follows:

[0537] The magnet assembly comprises multiple ring-shaped permanent magnets stacked sequentially. Specifically, the magnet assembly comprises 69 ring-shaped permanent magnets stacked sequentially. Each permanent magnet has a dimensional tolerance in the first direction. After stacking and assembling the 69 permanent magnets, the tolerance of the magnet assembly is larger, resulting in a larger wave dynamic.

[0538] To reduce wave dynamics, the inventors explored various solutions, such as Solution 1 mentioned above (see Figures 84-91). However, the inventors found that while Solution 1 has some technical effect, its most fundamental aspect is still controlling the total tolerance of the magnet assembly and the total tolerance of the iron core assembly. Only in this way can the problem of wave dynamics be fundamentally solved. The existence of wave dynamics is essentially caused by product manufacturing tolerances and assembly tolerances. Solution 1 only reduces wave dynamics by offsetting them. To truly reduce wave dynamics, it is still necessary to control manufacturing tolerances and assembly tolerances.

[0539] The inventors first explored and researched the tolerance control of the magnet assembly. Please refer to Figure 70, which is a schematic diagram of one magnetization method for the magnet assembly in the motor shown in Figure 5. The inventors first studied the overall tolerance of the magnet assembly. Using simulation software, the inventors tested the thrust of the motor under different tolerances. The wave force of the motor thrust and the wave force of the resistance are basically consistent and positively correlated. Specifically, please refer to Figures 71-80. Figure 71 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the tolerance of the magnet assembly 112 in the first direction is +1.36mm, -1.36mm, +0.119mm, and -0.119mm, respectively, under no-load conditions. Figure 72 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the tolerance of the magnet assembly 112 in the first direction is +1.36mm, under no-load conditions. Figure 73 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the tolerance of the magnet assembly 112 in the first direction is -1.36mm, under no-load conditions.

[0540] Figure 74 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the tolerance of the magnet assembly 112 in the first direction is +0.119mm under no-load conditions; Figure 75 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the tolerance of the magnet assembly 112 in the first direction is -0.119mm under no-load conditions.

[0541] Figure 76 shows the motor thrust as a function of the relative displacement of the first component 11 and the second component 12 when the motor current is 40A, and the tolerances of the motor magnet assembly 112 in the first direction are +1.36mm, -1.36mm, +0.119mm, and -0.119mm, respectively. Figure 77 shows the motor thrust as a function of the relative displacement of the first component 11 and the second component 12 when the motor current is 40A, and the tolerance of the motor magnet assembly 112 in the first direction is +1.36mm. Figure 78 shows the motor thrust as a function of the relative displacement of the first component 11 and the second component 12 when the motor current is 40A, and the tolerance of the motor magnet assembly 112 in the first direction is -1.36mm.

[0542] Figure 79 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the motor current is 40A and the tolerance of the motor magnet assembly 112 in the first direction is +0.119mm; Figure 80 is a graph showing the change of motor thrust with the relative displacement of the first component 11 and the second component 12 when the motor current is 40A and the tolerance of the motor magnet assembly 112 in the first direction is -0.119mm.

[0543] The resistance shown in Figures 76 to 80 refers to the simulation analysis of the motor thrust when a 40A current is applied to the motor. As can be seen from Figures 71 to 80, under no-load conditions and with a current of 40A, the thrust wave force of motor 1 is significantly smaller when the tolerance of magnet assembly 112 in the first direction is +0.119mm and -0.119mm compared to when the tolerance is +1.36mm and -1.36mm. In other words, the smaller the tolerance of magnet assembly 112 in the first direction, the smaller the thrust wave force of motor 1. Therefore, reducing the tolerance of magnet assembly 112 in the first direction is beneficial for reducing the thrust wave force of motor 1.

[0544] It should be noted that the larger the peaks and troughs of the curves in Figures 71 to 80, the greater the thrust fluctuation. The no-load drag consists of basic drag and wave force, and wave force and thrust fluctuation are positively correlated. It should also be noted that Figures 71-80 are obtained from simulations, not actual measurements. Based on the simulation data, it can be seen that the fluctuation of the magnet assembly tolerance is relatively small when it is within ±0.119 mm. Therefore, it can be considered that the tolerance of the magnet assembly should be controlled within [-0.119, +0.119] to better control the wave force.

[0545] Based on the above simulation, and the fact that the maximum wave dynamic value of the first motor is larger than that of the B motor, it can be basically concluded that the tolerance of the magnet assembly is positively correlated with the maximum wave dynamic value. That is, the larger the tolerance, the larger the maximum wave dynamic value, and the smaller the tolerance, the smaller the maximum wave dynamic value.

[0546] To address this, the inventors proposed a second solution to reduce the fluctuation force, which essentially involves reducing the tolerance of the magnet assembly. To achieve tolerance control of the magnet assembly, the inventors further investigated the arrangement of the magnetic poles. The magnet assembly 112 includes multiple pairs of magnetic poles 112A stacked along a first direction.

[0547] In this application, the second motor adopts scheme 2, as follows:

[0548] The multiple pairs of magnetic poles 112A include a first pair of magnetic poles 112B and a second pair of magnetic poles 112C stacked together. The height of the first pair of magnetic poles 112B in the first direction is greater than or equal to Q-x2 and less than or equal to Q-x1, and the height of the second pair of magnetic poles 112B in the first direction is greater than Q+x1 and less than or equal to Q+x2. Where 0 ≤ x1 < x2 ≤ 0.04 mm. That is, the tolerance of the first pair of magnetic poles is [-x2, -x1], and the tolerance of the second pair of magnetic poles is (x1, x2).

[0549] For example, when x2 = 0.04 mm, x1 = 0, so the tolerance of the first pair of magnetic poles 112B is [-0.04, 0], and the tolerance of the second pair of magnetic poles 112C is (0, 0.04).

[0550] For example, when x2 = 0.02 mm, x1 = 0, so the tolerance of the first pair of magnetic poles 112B is [-0.02, 0] and the tolerance of the second pair of magnetic poles 112C is (0, 0.02).

[0551] The first pair of magnetic poles 112B comprises M poles, and the second pair of magnetic poles 112C comprises N poles, where |MN|≤3, for example, M=N. To ensure the tolerance requirements of the magnet assembly, the number of the first pair of magnetic poles and the second pair of magnetic poles can be the same or different. For example, when the absolute value of the cumulative tolerance of the M first pair of magnetic poles 112B is large, the number of the second pair of magnetic poles 112C can be slightly more than the number of the first pair of magnetic poles 112B. In this way, after the first pair of magnetic poles 112B and the second pair of magnetic poles 112C are assembled, the tolerances can cancel each other out more, thereby further reducing the tolerance of the magnet assembly 112 in the first direction, so as to reduce the ripple force of the motor 1 and reduce the resistance of the motor 1.

[0552] The height tolerance of the magnet assembly in the first direction needs to be greater than or equal to -0.119mm and less than or equal to 0.119mm. This will control the ripple force of the motor 1 within a small range and reduce the resistance of the motor 1.

[0553] For example, when x1 and x2 satisfy the condition 0 < x1 < x2 ≤ 0.04 mm, the multiple pairs of magnetic poles 112A include a third pair of magnetic poles 112D stacked with the first pair of magnetic poles 112B and the second pair of magnetic poles 112C. The height of the first pair of magnetic poles 112B in the first direction is greater than or equal to Q - x2 and less than or equal to Q - x1, and the height of the second pair of magnetic poles 112B in the first direction is greater than Q + x1 and less than or equal to Q + x2. That is, the tolerance of the first pair of magnetic poles is [-x2, -x1], the tolerance of the second pair of magnetic poles is (x1, x2], and the height of the third pair of magnetic poles 112D in the first direction is greater than Q - x1 and less than or equal to Q + x1. In this case, 0 < x1 < x2 ≤ 0.04 mm.

[0554] For example, when x2 = 0.04 mm and x1 = 0.02 mm, the tolerance of the first pair of magnetic poles is [-0.04, -0.02], the tolerance of the second pair of magnetic poles is (0.02, 0.04], and the tolerance of the third pair of magnetic poles is (-0.02, 0.02]; for example, when x2 = 0.02 mm and x1 = 0.01 mm, the tolerance of the first pair of magnetic poles is [-0.02, -0.01], the tolerance of the second pair of magnetic poles is (0.01, 0.02], and the tolerance of the third pair of magnetic poles is (-0.01, 0.01).

[0555] This design allows for a smaller tolerance range for each pair of magnetic poles. The design includes three types of magnetic pole pairs: the first pair, the second pair, and the third pair. The more types of magnetic pole pairs there are, the narrower the tolerance range for each type, resulting in more precise tolerance cancellation and thus finer tolerance control for the magnet assembly. In this embodiment, the first pair of magnetic poles 112B still includes M poles, the second pair of magnetic poles 112C includes N poles, |MN|≤3, and preferably M=N.

[0556] For example, when x1 and x2 satisfy: 0 < x1 < x2 ≤ 0.04 mm, the multiple pairs of magnetic poles 112A include a third pair of magnetic poles 112D and a fourth pair of magnetic poles 112F stacked with the first pair of magnetic poles 112B and the second pair of magnetic poles 112C. The height of the first pair of magnetic poles 112B in the first direction is greater than or equal to Q-x2 and less than or equal to Q-x1, and the height of the second pair of magnetic poles 112B in the first direction is greater than Q+x1 and less than or equal to Q+x2.

[0557] The height of the third pair of magnetic poles 112D in the first direction is greater than Q-x1 and less than Q-x3. The height of the fourth pair of magnetic poles 112D in the first direction is greater than or equal to Q+x3 and less than or equal to Q+x1, where 0≤x3<x1<x2≤0.04mm.

[0558] For example, when x2 = 0.04 mm, x1 = 0.02, and x3 = 0, the tolerance of the first pair of magnetic poles is [-0.04, -0.02], the tolerance of the second pair of magnetic poles is (0.02, 0.04], the tolerance of the third pair of magnetic poles is (-0.02, 0), and the tolerance of the fourth pair of magnetic poles is [0, 0.02]. For example, when x2 = 0.02 mm, x1 = 0.01, and x3 = 0, the tolerance of the first pair of magnetic poles is [-0.02, -0.01], the tolerance of the second pair of magnetic poles is (0.01, 0.02], the tolerance of the third pair of magnetic poles is (-0.01, 0), and the tolerance of the fourth pair of magnetic poles is [0, 0.01].

[0559] This design allows for a smaller tolerance range for each type of magnetic pole pair, more precise tolerance cancellation, and finer tolerance control for the magnet assembly. In this embodiment, the first pair of magnetic poles 112B includes M poles, the second pair of magnetic poles 112C includes N poles, and |MN|≤3. The third pair of magnetic poles 112D includes m poles, and the fourth pair of magnetic poles 112F includes n poles, and |mn|≤3.

[0560] This application does not limit the number of magnetic pole pairs; there can be a fifth pair, a sixth pair, etc., as described above. The smaller the tolerance range for each type of magnetic pole pair, the easier and more precise the matching, and the better the tolerance of the magnet assembly can be controlled. However, the more types of magnetic pole pairs there are, the more time-consuming the allocation process becomes, requiring comprehensive evaluation. Here, a magnetic pole pair refers to a pair of magnetic poles.

[0561] In other embodiments, the multiple pairs of magnetic poles 112A can be divided into more categories according to the tolerance of the multiple pairs of magnetic poles 112A. The specific classification can refer to the classification methods of the first pair of magnetic poles, the second pair of magnetic poles, the third pair of magnetic poles and the fourth pair of magnetic poles mentioned above, which will not be elaborated here.

[0562] It should be noted that the height of each pair of magnetic poles 112A in the first direction can be measured as follows: Taking the magnet arrangement of the first motor as an example, each pair of magnetic poles includes four ring-shaped permanent magnets stacked sequentially along the first direction. These four permanent magnets can be connected by attractive force or by adhesive bonding. If adhesive bonding is used, the height of each pair of magnetic poles along the first direction includes the total height of the four permanent magnets and the adhesive layer in between along the first direction. If the four permanent magnets are connected by attractive force, the height of each pair of magnetic poles along the first direction refers to the total height of the four permanent magnets along the first direction. By sequentially measuring the height of each pair of magnetic poles along the first direction of the magnet assembly and calculating the average value, Q is obtained.

[0563] Please refer to Figure 81, which is a schematic diagram of the structure of the magnet assembly 112 in the motor shown in Figure 5. The magnet assembly 112 includes a first magnet 1121 and a second magnet 1122 stacked along a first direction. The tolerance of the first magnet is [-b, -a], and the tolerance of the second magnet is (a, b], where a and b are both greater than 0, and 0 ≤ a < b ≤ 0.04 mm.

[0564] The first magnet 1121 includes D1 magnets, and the second magnet includes D2 magnets, wherein |D1-D2|≤3, preferably |D1-D2|=1 or |D1-D2|=0.

[0565] It should be noted that the first magnet 1121 and the second magnet 1122 are not necessarily stacked alternately.

[0566] In some examples, the first magnet 1121 includes a first-type magnetized magnet along a first direction and a first-type magnetized magnet along a second direction, and the second magnet includes a second-type magnetized magnet along the first direction and a second-type magnetized magnet along the second direction. The first direction is perpendicular to the second direction.

[0567] The height of a first-type magnet magnetized in the first direction is greater than or equal to Ab and less than or equal to Aa in the first direction; the height of a first-type magnet magnetized in the second direction is greater than or equal to Bb and less than or equal to Ba in the first direction.

[0568] The height of a magnet magnetized in the first direction of the second type is greater than A+a and less than or equal to A+b in the first direction; the height of a magnet magnetized in the second direction of the second type is greater than B+a and less than or equal to B+b in the first direction. Where A and B are both greater than 0, and A and B can be the same or different.

[0569] First-direction magnets of the first type and second-direction magnets are grouped into one type of magnet, denoted as first-direction magnets. The average of the measured heights of multiple first-direction magnets is used to obtain A. Second-direction magnets of the first type and second-direction magnets are grouped into one type of magnet, denoted as second-direction magnets. The average of the measured heights of multiple second-direction magnets is used to obtain B.

[0570] Taking the first motor as an example, the permanent magnets of the first motor are arranged in a Heilbeck pattern, including permanent magnets magnetized in the first direction and permanent magnets magnetized in the second direction. The average value of the measured height of all the magnets magnetized in the first direction in the first direction is A, and the average value of the measured height of all the magnets magnetized in the second direction in the first direction is B.

[0571] The number of magnets magnetized in the first direction is X, and the number of magnets magnetized in the second direction is Y. The number of magnets magnetized in the first direction in the first category is X1, and the number of magnets magnetized in the first direction in the second category is X2, where X = X1 + X2. The number of magnets magnetized in the second direction in the first category is Y1, and the number of magnets magnetized in the second direction in the second category is Y2, where Y = Y1 + Y2. M = X1 + Y1, N = X2 + Y2, and |XY| ≤ 1. X, Y, M, N, X1, X2, Y1, and Y2 are all positive integers.

[0572] In some preferred examples, 0 ≤ a < b ≤ 0.02 mm, such as a = 0, b = 0.02 mm, then the tolerance of the first magnet satisfies [-0.02, 0], and the tolerance of the second magnet satisfies (0, 0.02).

[0573] In some examples, such as Figures 70 and 82, when all magnets in the magnet assembly are magnetized in the first direction or in the second direction, the heights of all magnets in the first direction are essentially the same (i.e., the same regardless of tolerance). Therefore, the height of the first magnet satisfies [Ab, Aa], and the height of the second magnet satisfies (A+a, A+b], where 0 ≤ a < b ≤ 0.04 mm. The average measured height of all magnets in the first direction in the magnet assembly is then represented by A.

[0574] When assembling the magnet assembly 112, the first magnet 1121 has a negative tolerance, and the second magnet 1122 has a positive tolerance. Furthermore, the tolerance range of the first magnet 1121 is the same as that of the second magnet 1122. This means that after the first magnet 1121 and the second magnet 1122 are assembled together, their tolerances can at least partially cancel each other out, resulting in a smaller overall tolerance for the first magnet 1121 and the second magnet 1122. This reduces the tolerance (i.e., height error) of the magnet assembly 112 in the first direction, reduces the offset of the magnetic pole 112A position in the first direction, and consequently reduces the cogging force fluctuation of the magnet assembly 112, the ripple force of the motor, and the resistance of the motor.

[0575] Where b is less than or equal to 0.04 mm, the tolerances of the first magnet 1121 and the second magnet 1122 are both small. After the first magnet 1121 and the second magnet 1122 are stacked, the tolerances of the first magnet 1121 and the second magnet 1122 will cancel each other out by at least part, and the overall tolerance of the first magnet 1121 and the second magnet 1122 will be smaller, which is more conducive to reducing the tolerance of the magnet assembly 112.

[0576] For example, the value of b can be 0.017mm, 0.018mm, 0.019mm, 0.02mm, 0.23mm, 0.25mm, 0.28mm, 0.3mm, 0.32mm, 0.35mm, 0.38mm, 0.4mm, etc. The value of a can be 0mm, 0.01mm, 0.011mm, 0.012mm, 0.013mm, 0.014mm, 0.015mm, 0.23mm, 0.25mm, 0.28mm, 0.3mm, 0.32mm, 0.35mm, etc. Taking a as 0mm and b as 0.02mm as an example, the tolerance range of the first magnet 1121 is -0.02mm to 0mm. The tolerance range of the second magnet 1122 is 0mm to 0.02mm.

[0577] For example, there are multiple first magnets 1121 and multiple second magnets 1122, and the multiple first magnets 1121 and multiple second magnets 1122 are arranged alternately along the first direction. That is, a second magnet 1122 is provided between any two adjacent first magnets 1121, and a first magnet 1121 is also provided between any two adjacent second magnets 1122.

[0578] In this way, the tolerances of each pair of first magnets 1121 and second magnets 1122 (i.e., adjacent first magnets 1121 and second magnets 1122) will be partially offset after assembly, thereby eliminating more of the tolerances of the magnet assembly 112 in the first direction, so as to reduce the ripple force of the motor 1 and reduce the resistance of the motor 1.

[0579] In some embodiments, the magnet assembly 112 includes a plurality of magnets, including a first-direction magnetized magnet magnetized along a first direction and a second-direction magnetized magnet magnetized along a second direction, wherein the first direction is perpendicular to the second direction.

[0580] The first-direction magnets and the second-direction magnets are alternately stacked, and the magnetization directions of two adjacent first-direction magnets are opposite, the magnetization directions of two adjacent second-direction magnets are opposite, and the four adjacent magnets form a pair of magnetic poles.

[0581] In some examples, please continue to refer to Figure 70, the magnetization direction of the first type of magnetized magnet in the first direction can be opposite to that of the second type of magnetized magnet in the first direction.

[0582] For example, the magnet assembly 112 has only a first type of magnetized magnet in the first direction and a second type of magnetized magnet in the first direction. At this time, one of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along a sixth direction (direction Y1 shown in FIG. 70), and the other of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along a third direction (direction Y2 shown in FIG. 70). The sixth direction is opposite to the third direction, and both the sixth direction and the third direction are parallel to the first direction.

[0583] For example, the housing is a cylindrical structure, and both the first magnet and the second magnet are annular structures. The axial direction of the first magnet, the axial direction of the second magnet, and the axial direction of the housing are all aligned with the axial direction of the spindle. Both the first-type magnet in the first direction and the second-type magnet in the first direction are magnetized along the axial direction of the spindle, but their magnetization directions are opposite. In this way, when the magnet assembly 112 only contains the first-type magnet in the first direction and the second-type magnet in the first direction, adjacent magnets in the first direction and the second-type magnet in the first direction can form a pair of magnetic poles 112A, which can then cooperate with the winding structure 122 to provide power to the motor.

[0584] As another example, please refer to Figure 82, which is a schematic diagram of another magnetization method for the magnet assembly 112 in the motor shown in Figure 5. The magnetization direction of the first type of magnetized magnet in the first direction and the magnetization direction of the second type of magnetized magnet in the first direction are both perpendicular to the first direction, and the magnetization direction of the first type of magnetized magnet in the first direction is opposite to that of the second type of magnetized magnet in the first direction.

[0585] For example, the magnet assembly 112 has only a first type of magnetized magnet in the first direction and a second type of magnetized magnet in the first direction. At this time, one of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along a fourth direction (direction Y3 shown in FIG. 82), and the other of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along a fifth direction (direction Y4 shown in FIG. 82). The fourth direction and the fifth direction are opposite, and both the fourth direction and the fifth direction are perpendicular to the first direction.

[0586] For example, the housing is a cylindrical structure, and both the first magnet and the second magnet are annular structures. The axial direction of the first magnet, the axial direction of the second magnet, and the axial direction of the housing are all aligned with the axial direction of the spindle. Both the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized radially along the spindle, but their magnetization directions are opposite. In this way, when the magnet assembly 112 only contains the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction, adjacent first magnets 1121 and second magnets 1122 can form a pair of magnetic poles 112A, thereby cooperating with the winding structure 122 to provide power to the motor.

[0587] In some other examples, the magnetization direction of one of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction is parallel to the first direction, and the magnetization direction of the other type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction is perpendicular to the first direction.

[0588] For example, the housing is a cylindrical structure, and both the first magnet and the second magnet are annular structures. The axial direction of the first magnet, the axial direction of the second magnet, and the axial direction of the housing are all aligned with the axial direction of the spindle. One of the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along the axial direction of the spindle, and the other type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction are magnetized along the radial direction of the spindle. In this way, even when the magnet assembly 112 only has the first type of magnetized magnet in the first direction and the second type of magnetized magnet in the first direction, adjacent first magnets 1121 and second magnets 1122 can form a pair of magnetic poles 112A, thereby cooperating with the winding structure 122 to provide power to the motor.

[0589] In some other embodiments, the magnet assembly 112 includes a third magnet 1123 stacked with the first magnet 1121 and the second magnet 1122. The tolerance of the first magnet is [-b, -a], the tolerance of the second magnet is (a, b], where a and b are both greater than 0, and 0 < a < b ≤ 0.04 mm; the tolerance of the third magnet is (-a, a).

[0590] The first magnet 1121 includes M units, and the second magnet includes N units, wherein |MN|≤3, preferably |MN|=1 or |MN|=0.

[0591] It should be noted that the first magnet 1121 and the second magnet 1122 are not necessarily stacked alternately.

[0592] In some examples, the first magnet 1121 includes a first type of magnetized magnet in a first direction and a first type of magnetized magnet in a second direction, and the second magnet includes a second type of magnetized magnet in a first direction and a second type of magnetized magnet in a second direction. The third magnet includes a third type of magnetized magnet in a first direction magnetized along a first direction and a third type of magnetized magnet in a second direction magnetized along a second direction.

[0593] Among them, the height of the first type of magnetized magnet in the first direction is greater than or equal to Ab and less than or equal to Aa in the first direction; the height of the first type of magnetized magnet in the second direction is greater than or equal to Bb and less than or equal to Ba in the first direction.

[0594] The height of a magnet magnetized in the first direction of the second type is greater than A+a and less than or equal to A+b in the first direction; the height of a magnet magnetized in the second direction of the second type is greater than B+a and less than or equal to B+b in the first direction. Where A and B are both greater than 0, and A and B can be the same or different.

[0595] The third type of magnet with a first-direction magnet has a height greater than Aa and less than or equal to A+a in the first direction; the third type of magnet with a second-direction magnet has a height greater than Ba ​​and less than or equal to B+a in the first direction. Where A and B are both greater than 0, and A and B can be the same or different.

[0596] Magnets of type I, type II, and type III in the first direction are grouped into one category and denoted as magnets of the first direction. The average of the measured heights of multiple magnets of the first direction is used to obtain A. Similarly, magnets of type I, type II, and type III in the second direction are grouped into one category and denoted as magnets of the second direction. The average of the measured heights of multiple magnets of the second direction is used to obtain B.

[0597] Taking the first motor as an example, the permanent magnets of the first motor are arranged in a Heilbeck pattern, including permanent magnets magnetized in the first direction and permanent magnets magnetized in the second direction. The average value of the measured height of all the magnets magnetized in the first direction in the first direction is A, and the average value of the measured height of all the magnets magnetized in the second direction in the first direction is B.

[0598] The number of magnets magnetized in the first direction is X, the number of magnets magnetized in the second direction is Y, the number of magnets magnetized in the first direction of the first type is X1, the number of magnets magnetized in the first direction of the second type is X2, and the number of magnets magnetized in the first direction of the third type is X3, where X = X1 + X2 + X3. The number of magnets magnetized in the second direction of the first type is Y1, the number of magnets magnetized in the second direction of the second type is Y2, and the number of magnets magnetized in the second direction of the third type is Y3, where Y = Y1 + Y2 + Y3. M = X1 + Y1, N = X2 + Y2, |XY| ≤ 1, and X, Y, M, N, X1, X2, X3, Y1, Y2, and Y3 are all positive integers; preferably, M = N.

[0599] In some preferred examples, 0 < a < b ≤ 0.02 mm, such as a = 0.01 mm, b = 0.02 mm, then the tolerance of the first magnet satisfies [-0.02, -0.01], the tolerance of the second magnet satisfies (0.01, 0.02], and the tolerance of the third magnet satisfies (-0.01, 0.01).

[0600] This results in a smaller tolerance range for the first, second, and third magnets. When selecting magnets for matching, the same or nearly the same number of the first and second magnets can be used, allowing positive and negative tolerances to cancel each other out more. This makes the tolerance range of the magnet assembly even smaller and better reduces wave dynamics.

[0601] As shown in Figures 70 and 82, when all magnets in the magnet assembly are magnetized in the first direction or in the second direction, the heights of all magnets in the first direction are essentially the same (i.e., the same regardless of tolerance). Therefore, the height of the first magnet satisfies [Ab, Aa], the height of the second magnet satisfies (A+a, A+b], and the height of the third magnet satisfies (Aa, A+a], where 0 < a < b ≤ 0.04 mm. In this example, the average measured height of all magnets in the first direction in the magnet assembly is A.

[0602] In some embodiments, the magnet assembly 112 further includes a third magnet 1123 and a fourth magnet 1124 stacked with the first magnet 1121 and the second magnet 1122. The tolerance of the first magnet is [-b, -a], the tolerance of the second magnet is (a, b], the tolerance of the third magnet is (-a, -c], and the tolerance of the fourth magnet is (c, a], where a and b are both greater than 0, and 0 ≤ c < a < b ≤ 0.04 mm.

[0603] The first magnet 1121 comprises D1 magnets, and the second magnet comprises D2 magnets, wherein |D1-D2|≤3, preferably |D1-D2|=1 or |D1-D2|=0. The third magnet comprises E1 magnets, and the fourth magnet comprises E2 magnets, wherein |E1-E2|≤3, preferably |E1-E2|=1 or |E1-E2|=0.

[0604] It should be noted that the first magnet 1121, the second magnet 1122, the third magnet, and the fourth magnet do not necessarily need to be stacked alternately or sequentially. They can be arranged randomly, as long as the number meets the above requirements.

[0605] In some examples, the first magnet 1121 includes a first type of magnetized magnet in a first direction and a first type of magnetized magnet in a second direction, and the second magnet includes a second type of magnetized magnet in a first direction and a second type of magnetized magnet in a second direction. The third magnet includes a third type of magnetized magnet in a first direction and a third type of magnetized magnet in a second direction. The fourth magnet includes a fourth type of magnetized magnet in a first direction and a fourth type of magnetized magnet in a second direction.

[0606] Among them, the height of the first type of magnetized magnet in the first direction is greater than or equal to Ab and less than or equal to Aa in the first direction; the height of the first type of magnetized magnet in the second direction is greater than or equal to Bb and less than or equal to Ba in the first direction.

[0607] The height of a magnet magnetized in the first direction of the second type is greater than A+a and less than or equal to A+b in the first direction; the height of a magnet magnetized in the second direction of the second type is greater than B+a and less than or equal to B+b in the first direction. Where A and B are both greater than 0, and A and B can be the same or different.

[0608] For a third type of magnet magnetized in the first direction, the height in the first direction is greater than or equal to Aa and less than Ac; for a third type of magnet magnetized in the second direction, the height in the first direction is greater than or equal to Ba and less than or equal to B+a. Where A and B are both greater than 0, and A and B can be the same or different.

[0609] The fourth type of magnet with a first-direction magnet has a height greater than or equal to A+a and less than A+c in the first direction; the fourth type of magnet with a second-direction magnet has a height greater than or equal to B+c in the first direction and less than or equal to B+a. Where A and B are both greater than 0, and A and B can be the same or different.

[0610] Magnets of the first, second, third, and fourth types that are axially magnetized are grouped into one type of magnet, denoted as "magnetic magnets of the first direction". The average of the measured heights of multiple magnets of the first direction is used to obtain A. Similarly, magnets of the first, second, third, and fourth types that are magnetized in the second direction are grouped into one type of magnet, denoted as "magnetic magnets of the second direction". The average of the measured heights of multiple magnets of the second direction is used to obtain B.

[0611] Taking the first motor as an example, the permanent magnets of the first motor are arranged in a Heilbeck pattern, including permanent magnets magnetized in the first direction and permanent magnets magnetized in the second direction. The average value of the measured height of all the magnets magnetized in the first direction in the first direction is A, and the average value of the measured height of all the magnets magnetized in the second direction in the first direction is B.

[0612] The number of magnets magnetized in the first direction is X, the number of magnets magnetized in the second direction is Y, the number of magnets magnetized in the first direction in the first category is X1, the number of magnets magnetized in the first direction in the second category is X2, the number of magnets magnetized in the first direction in the third category is X3, and the number of magnets magnetized in the first direction in the fourth category is X4, where X = X1 + X2 + X3 + X4. The number of magnets magnetized in the second direction in the first category is Y1, the number of magnets magnetized in the second direction in the second category is Y2, the number of magnets magnetized in the second direction in the third category is Y3, and the number of magnets magnetized in the second direction in the fourth category is Y4, where Y = Y1 + Y2 + Y3 + Y4. M = X1 + Y1, N = X2 + Y2, E1 = X3 + Y3, E2 = X4 + Y4, |XY| ≤ 1, X, Y, M, N, X1, X2, X3, Y1, Y2, Y3, X4, Y4 are all positive integers; preferably, M = N, preferably, E1 = E2.

[0613] In some preferred examples, 0 ≤ a < c < b ≤ 0.02 mm, such as a = 0.01 mm, c = 0, b = 0.02 mm, then the tolerance of the first magnet satisfies [-0.02, -0.01], the tolerance of the second magnet satisfies (0.01, 0.02], the tolerance of the third magnet satisfies (-0.01, 0], and the tolerance of the fourth magnet satisfies (0, 0.01).

[0614] This results in a smaller tolerance range for the first, second, third, and fourth magnets. When matching and selecting them, the first and second magnets can be used in the same or nearly the same number, and the third and fourth magnets can be used in the same or nearly the same number. This allows for greater cancellation of positive and negative tolerances, resulting in a smaller tolerance range for the magnet assembly and better reduction of wave dynamics.

[0615] As shown in Figures 70 and 82, when all magnets in the magnet assembly are magnetized in the first direction or in the second direction, and the heights of all magnets in the first direction are essentially the same (ignoring tolerances), then the height of the first magnet satisfies [Ab, Aa], the height of the second magnet satisfies (A+a, A+b], the height of the third magnet satisfies (Aa, A+c), and the height of the fourth magnet satisfies (A+c, A+a), where 0 ≤ c < a < b ≤ 0.04 mm. Preferably, b ≤ 0.02 mm. In this example, the average measured height of all magnets in the first direction is A.

[0616] In other instances, the multiple magnets of magnet assembly 112 can be divided into more categories according to their tolerances. The classification method can refer to the classification method of first magnet 1121, second magnet 1122, third magnet 1123 and fourth magnet 1124, which will not be elaborated here.

[0617] For those requiring instructions, more classification methods for magnets make it easier to control the tolerances of magnet components, but also lead to more complex selection processes and challenges in assembly efficiency. Therefore, appropriate magnet classification is necessary. For example, in the above embodiments, a magnet component including a first magnet, a second magnet, and a third magnet may be a preferred embodiment. Of course, a magnet component including a first magnet, a second magnet, a third magnet, and a fourth magnet is also a preferred embodiment. Which embodiment of magnet classification is preferred depends on the number of magnets in the magnet component.

[0618] In some embodiments, please refer to FIG83, which is a schematic diagram of another magnetization method of the magnet assembly 112 in the motor shown in FIG5. The third magnet 1123 is disposed between the first magnet 1121 and the second magnet 1122, and the fourth magnet 1124 is disposed on the side of the second magnet 1122 that is opposite to the first magnet 1121.

[0619] That is, the first magnet 1121, the third magnet 1123, the second magnet 1122, and the fourth magnet 1124 are arranged alternately in sequence.

[0620] The magnetization directions of the first magnet 1121 and the second magnet 1122 are both parallel to the first direction, and the magnetization directions of the first magnet 1121 and the second magnet 1122 are opposite to each other. The magnetization directions of the third magnet 1123 and the fourth magnet 1124 are both perpendicular to the first direction, and the magnetization directions of the third magnet 1123 and the fourth magnet 1124 are opposite to each other.

[0621] That is, at this time, one of the first magnet 1121 and the second magnet 1122 is magnetized along the sixth direction, and the other of the first magnet 1121 and the second magnet 1122 is magnetized along the third direction. The sixth direction is opposite to the third direction, and both the sixth direction and the third direction are parallel to the first direction. One of the third magnet 1123 and the fourth magnet 1124 is magnetized along the fourth direction, and the other of the third magnet 1123 and the fourth magnet 1124 is magnetized along the fifth direction. The fourth direction is opposite to the fifth direction, and both the fourth direction and the fifth direction are perpendicular to the first direction.

[0622] In this way, the first magnet 1121, the second magnet 1122, the third magnet 1123, and the fourth magnet 1124 form a pair of magnetic poles 112A. That is, the arrangement of the multiple magnets in the magnet assembly 112 is a Heilbeck arrangement. This arrangement can increase the magnetic field strength, increase the power density of the motor, and thus increase the thrust of the motor.

[0623] In some examples, the magnet assembly 112 includes multiple pairs of magnetic poles 112A arranged along a first direction.

[0624] In other examples, the magnets 1121 and 1122, and a pair of third magnets 1123 and fourth magnets 1124 may be arranged alternately in sequence. This application does not impose any specific limitations on this arrangement.

[0625] In some examples, a pair of magnetic poles 112A includes four magnets: a first magnet 1121, a second magnet 1122, a third magnet 1123, and a fourth magnet 1124. During assembly, the four magnets of a pair of magnetic poles 112A are first glued together in sequence, and then multiple pairs of magnetic poles 112A are glued together in sequence.

[0626] At this point, if the number of magnets in a magnet assembly is not exactly a multiple of 4 (i.e., 1 to 3 magnets cannot form a pair of magnetic poles 112A), the remaining 1 to 3 magnets need to be selected appropriately. For example, if there are 69 layers of magnets, the remaining layer should be selected with the tolerance closest to 0 in the tolerance classification; if there are 70 layers of magnets, the remaining two layers should be selected with tolerances that can cancel each other out; if there are 71 layers of magnets, the remaining three layers should be selected with one layer with the tolerance closest to 0 and two layers with tolerances that can cancel each other out.

[0627] After adopting the above solution, the applicant achieved a tolerance of 0.13mm for the magnet assembly of the second motor, which did not reach the ideal tolerance of (-0.119, 0.119), or even lower. However, the applicant believes that by continuously adjusting the configuration of the magnets based on the above method, the tolerance can be made even smaller, for example, the tolerance of the magnet assembly of the fifth motor is basically 0.119mm.

[0628] The applicant also provided a sixth motor, which the inventor designed based on the analysis of the first motor, by reducing the maximum difference between the first base resistance and the base resistance. Specifically:

[0629] The clearance between the upper bearing and the spindle of the sixth motor was adjusted to 0.08mm. The sixth motor was then measured using the aforementioned method, and it was found that the no-load resistance of the sixth motor was within the range of 42-276N, indicating a significant improvement in performance.

[0630] The inventors further discovered that the friction coefficient μ1 between the bearing and its mating parts satisfies the condition: 0.05 ≤ μ1 ≤ 0.15, making it relatively easy to control the basic resistance value within a reasonable range. For example, the friction coefficient μ1 can be 0.05, 0.06, 0.07, 0.08, 0.09, 0.1, 0.11, 0.12, 0.135, 0.15, etc.

[0631] In this application, μ1 and μ2 refer to the coefficient of friction when there is a relative movement of 1 mm / s. Figure 114 is used as an example for illustration. Figure 114 shows the relationship between the bearing's coefficient of friction and the relative speed of the first and second components. The test condition for the no-load resistance is the resistance value within a uniform motion range of 1 mm / s. Figure 114 is a measured diagram of the improved bearing by the inventors.

[0632] The coefficient of friction between the spindle 121 and the first bearing 115 is μ1. The coefficient of friction between the guide rod 1142 and the second bearing 124 is also denoted as μ1.

[0633] By setting the friction coefficient μ1 to the range of 0.05-0.15, the friction coefficient between the other of the first component 11 and the second component 12 and the bearing can be reduced, thereby reducing the axial friction force between the other of the first component 11 and the second component 12 and the bearing, that is, reducing the first basic resistance value of the first component 11 at the first position, so that the relative movement of the first component 11 and the second component 12 is more stable and smoother.

[0634] Specifically, please refer to Figure 27, which is a graph showing the relationship between the friction coefficient of the bearing and the initial basic resistance f1 experienced by the first component 11 at the first position. As can be seen from Figure 27, when the friction coefficient μ1 exceeds 0.12, the basic resistance is relatively large, and the increase in basic resistance is also rapid with the increase of the friction coefficient. When the friction coefficient is less than 0.05, the initial basic resistance experienced by the first component 11 at the first position is relatively small, which may result in the no-load resistance being less than 10N under the influence of the wave force fb, potentially leading to knocking noises. Therefore, setting the friction coefficient μ1 to the range of 0.05-0.12 allows the initial basic resistance experienced by the first component 11 at the first position to be within a suitable range.

[0635] In some examples, the coefficient of friction μ1 between the bearing and its mating parts satisfies: 0.1 ≤ μ1 ≤ 0.165. For example, the value of the coefficient of friction μ1 can be 0.1, 0.11, 0.12, 0.13, 0.14, 0.15, 0.16, 0.165, etc.

[0636] In some examples, the coefficient of friction μ1 between the bearing and its mating parts satisfies: 0.1 ≤ μ1 ≤ 0.145. For example, the value of the coefficient of friction μ1 can be 0.1, 0.11, 0.12, 0.13, 0.14, 0.145, etc.

[0637] In some examples, the coefficient of friction μ1 between the bearing and its mating parts satisfies: 0.1 ≤ μ1 ≤ 0.15. For example, the value of the coefficient of friction μ1 can be 0.1, 0.11, 0.12, 0.13, 0.14, 0.15, etc. A coefficient of friction μ1 in the range of 0.1-0.15 allows the initial basic resistance value experienced by the first component 11 at the first position to be within a more suitable range, thereby making the further relative movement of the first component 11 and the second component 12 more stable and smoother.

[0638] In some examples, the coefficient of friction μ1 satisfies: 0.12 ≤ μ1 ≤ 0.135. For example, the value of the coefficient of friction μ1 can be 0.12, 0.125, 0.13, 0.135, etc. A coefficient of friction μ1 in the range of 0.12-0.135 allows the initial resistance value experienced by the first component 11 at the first position to be within a more suitable range, thereby making the further relative movement of the first component 11 and the second component 12 more stable and smoother.

[0639] In some examples, the coefficient of friction μ1 satisfies: 0.08 ≤ μ1 ≤ 0.135. For example, the value of the coefficient of friction μ1 can be 0.08, 0.09, 0.1, 0.11, 0.12, 0.135, etc. A coefficient of friction μ1 in the range of 0.08-0.135 allows the initial resistance value experienced by the first component 11 at the first position to be within a more suitable range, thereby making the further relative movement of the first component 11 and the second component 12 more stable and smoother.

[0640] The first bearing 115 includes a base 41 and a first solid lubricant. The first mating surface 411 of the base 41 of the first bearing 115 mates with the spindle 121. The second bearing 124 includes a base 41 and a first fixed lubricant. The first mating surface 411 of the base 41 of the second bearing 124 mates with the guide member 114. At least a portion of the first solid lubricant is exposed above the first mating surface 411, meaning the first solid lubricant is visible and tangible from the first mating surface 411. The mating surface of the fixed lubricant may be flush with, below, or above the first mating surface 411.

[0641] The first mating surface 411 refers to the surface of the base 41 facing the other of the first component 11 and the second component 12, i.e., the inner wall surface of the base 41. For example, the inner wall surface of the base 41 of the first bearing 115 is the first mating surface 411 of the first bearing 115. The inner wall surface of the base 41 of the second bearing 124 is the first mating surface 411 of the second bearing 124.

[0642] The first solid lubricant is a lubricating coating disposed on the first mating surface 411 of the substrate 41. The lubricating coating can contact the spindle or guide to lubricate the spindle or guide and reduce friction.

[0643] The material of the first solid lubricant includes at least one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide. That is, the material of the first solid lubricant can be one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide, or it can be a mixture of at least two of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide.

[0644] The aforementioned material has good lubrication properties, and the use of the aforementioned material in the first solid lubricant can provide good lubrication for the other of the first component 11 and the second component 12 and the bearing.

[0645] When the first solid lubricant is a lubricating coating, the material of the first solid lubricant can be a diamond carbon coating, a polytetrafluoroethylene coating, etc. The thickness of the lubricating coating can be 1μm-10μm. For example, the thickness of the lubricating coating can be 1μm, 3μm, 5μm, 7μm, 9μm, 10μm, etc.

[0646] Lubricating coatings can be applied to the substrate using processes such as electrochemical methods, spraying, vacuum magnetron sputtering, and chemical vapor deposition to ensure the bonding strength with the substrate.

[0647] When the first solid lubricant is embedded in the receiving hole, the material of the first solid lubricant can be high-purity graphite, oil-containing graphite, modified lubricant graphite, etc.

[0648] In some examples, the materials of the first solid lubricant include polytetrafluoroethylene (PTFE) and graphite. The PTFE comprises 80% or more by mass and 95% or less by mass. The graphite comprises 5% or more by mass and 20% or less by mass.

[0649] For example, the mass percentage of polytetrafluoroethylene (PTFE) is 80% and the mass percentage of graphite is 20%. Or, the mass percentage of PTFE is 85% and the mass percentage of graphite is 15%. Or, the mass percentage of PTFE is 90% and the mass percentage of graphite is 10%. Or, the mass percentage of PTFE is 95% and the mass percentage of graphite is 5%, etc.

[0650] The first solid lubricant, made by mixing polytetrafluoroethylene and graphite in the above-mentioned mass percentages, has better lubrication performance and can play a better lubrication role, so as to more effectively reduce the coefficient of friction between the other of the first component 11 and the second component 12 and the bearing.

[0651] In some embodiments, the matrix is ​​a polymer matrix, a copper alloy matrix, a nickel alloy matrix, or a steel matrix. Polymer matrices, copper alloy matrices, nickel alloy matrices, and steel matrices all possess good self-lubricating properties, which can improve the lubrication performance between the other of the first component 11 and the second component 12 and the bearing, and reduce the coefficient of friction between the other of the first component 11 and the second component 12 and the bearing.

[0652] Specifically, when the matrix is ​​a copper alloy matrix, the matrix material can be selected as tin bronze. Steel is an iron-carbon alloy with a carbon content between 0.02% and 2.11% by mass.

[0653] The coefficient of friction μ1 between the guide and the spindle and the base body satisfies: 0.05 ≤ μ1 ≤ 0.3. For example, μ1 can be 0.05, 0.08, 0.1, 0.15, 0.2, 0.25, 0.3, etc. Preferably, the coefficient of friction μ1 satisfies: 0.05 ≤ μ1 ≤ 0.15. For example, μ1 can be 0.05, 0.07, 0.08, 0.1, 0.12, 0.15, etc.

[0654] If the matrix is ​​a polymer matrix, its hardness is 50 to 100 HD. For example, the hardness of the matrix can be 50 HD, 60 HD, 70 HD, 80 HD, 90 HD, 100 HD, etc.

[0655] If the matrix is ​​a copper alloy or nickel alloy, its hardness ranges from 100HV to 400HV. For example, the hardness of the matrix can be 100HV, 200HV, 300HV, 400HV, etc.

[0656] In some embodiments, the first solid lubricant is disposed on the first mating surface, and the thickness h3 of the first solid lubricant satisfies: 1μm≤h3≤10μm. For example, the value of h3 can be 1μm, 2μm, 3μm, 4μm, 5μm, 6μm, 7μm, 8μm, 9μm, 10μm, etc.

[0657] By placing the first solid lubricant on the first mating surface and setting its thickness within the aforementioned range, the first solid lubricant can fully contact the other component of the first component 11 and the other component of the second component 12 when the other component slides relative to the bearing, and has good support, thereby better lubricating the other component of the first component 11 and the other component of the second component 12, so as to reduce the coefficient of friction between the other component of the first component 11 and the second component 12 and the bearing.

[0658] Since the static friction coefficient is not easy to measure, it is generally considered to be the static friction coefficient when the relative moving speed is less than 1 mm / s. The friction coefficient between 1 mm / s and 10 mm / s is the measurement range of μ1 and μ2 in this application.

[0659] In addition to the above-mentioned solutions for improving the friction coefficient μ1 between the bearing and the mating parts, the inventors have also explored other solutions that can theoretically also improve the friction coefficient μ1 between the bearing and the mating parts.

[0660] For example, the bearing includes a base 41 and a first solid lubricant, which is a coating applied to the inner wall surface of the base 41.

[0661] For example, the bearing includes a base 41 and a first solid lubricant, and the bearing also includes grease coated on the inner wall surface of the base. The sixth motor also uses lithium-based grease coated on the inner wall surface of the base.

[0662] For example, the bearing includes a base 41 and a first solid lubricant, the first solid lubricant being a columnar structure embedded in a receiving hole, and the bearing also includes grease, which is coated on the inner wall surface of the base 41.

[0663] By setting the first solid lubricant, when the grinding element moves relative to the bearing, the first solid lubricant can play a lubricating role, thereby reducing the friction between the other of the first component 11 and the second component 12 and the bearing, reducing the first basic resistance f1 of the first component 11 in the first position in the motor 1, and reducing the no-load resistance value of the motor 1. For the motor tested in this application, the grinding element refers to the spindle 121 or the guide 114. For the upper bearing (i.e., the first bearing 115), the grinding element refers to the spindle 121. For the lower bearing (i.e., the second bearing 124), the grinding element refers to the guide 114.

[0664] The inventors further discovered that the friction coefficient μ1 between the bearing and its mating parts satisfies the condition: 0.05 ≤ μ1 ≤ 0.15, making it relatively easy to control the basic resistance value within a reasonable range. For example, the friction coefficient μ1 can be 0.05, 0.06, 0.07, 0.08, 0.09, 0.1, 0.11, 0.12, 0.135, 0.15, etc.

[0665] In this application, μ1 and μ2 refer to the coefficient of friction when there is a relative movement of 1 mm / s. Figure 114 is used as an example for illustration. Figure 114 shows the relationship between the bearing's coefficient of friction and the relative speed of the first and second components. The test condition for the no-load resistance is the resistance value within a uniform motion range of 1 mm / s. Figure 114 is a drawing obtained from actual measurements after the inventors improved the bearing.

[0666] The coefficient of friction between the spindle 121 and the first bearing 115 is μ1. The coefficient of friction between the guide rod 1142 and the second bearing 124 is also denoted as μ1.

[0667] By setting the friction coefficient μ1 to the range of 0.05-0.15, the friction coefficient between the other of the first component 11 and the second component 12 and the bearing can be reduced, thereby reducing the axial friction force between the other of the first component 11 and the second component 12 and the bearing, that is, reducing the first basic resistance value f1 experienced by the first component 11 at the first position, so that the relative movement of the first component 11 and the second component 12 is more stable and smoother.

[0668] Specifically, please refer to Figure 27, which is a graph showing the relationship between the friction coefficient of the bearing and the initial basic resistance f1 experienced by the first component 11 at the first position. As can be seen from Figure 27, when the friction coefficient μ1 exceeds 0.12, the basic resistance is relatively large, and the increase in basic resistance is also rapid with the increase of the friction coefficient. When the friction coefficient is less than 0.05, the initial basic resistance f1 experienced by the first component 11 at the first position will be relatively small, which may result in the no-load resistance being less than 10N under the influence of the wave force value fb, potentially leading to knocking noises. Therefore, setting the friction coefficient μ1 to the range of 0.05-0.12 allows the initial basic resistance f1 experienced by the first component 11 at the first position to be within a suitable range.

[0669] In some examples, the coefficient of friction μ1 satisfies: 0.08 ≤ μ1 ≤ 0.135. For example, the value of the coefficient of friction μ1 can be 0.08, 0.09, 0.1, 0.11, 0.12, 0.135, etc. A coefficient of friction μ1 in the range of 0.08-0.135 allows the initial basic resistance value f1 experienced by the first component 11 at the first position to be within a more suitable range, thereby making the further relative movement of the first component 11 and the second component 12 more stable and smoother.

[0670] The first bearing 115 includes a base 41 and a first solid lubricant. The first mating surface 411 of the base 41 of the first bearing 115 mates with the spindle 121. The second bearing 124 includes a base 41 and a first fixed lubricant. The first mating surface 411 of the base 41 of the second bearing 124 mates with the guide member 114. At least a portion of the first solid lubricant is exposed above the first mating surface 411, meaning the first solid lubricant is visible and tangible from the first mating surface 411. The mating surface of the fixed lubricant may be flush with, below, or above the first mating surface 411.

[0671] The first mating surface 411 refers to the surface of the base 41 facing the other of the first component 11 and the second component 12, i.e., the inner wall surface of the base 41. For example, the inner wall surface of the base 41 of the first bearing 115 is the first mating surface 411 of the first bearing 115. The inner wall surface of the base 41 of the second bearing 124 is the first mating surface 411 of the second bearing 124.

[0672] The first solid lubricant is a lubricating coating disposed on the first mating surface 411 of the substrate 41. The lubricating coating can contact the spindle or guide to lubricate the spindle or guide and reduce friction.

[0673] The material of the first solid lubricant includes at least one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide. That is, the material of the first solid lubricant can be one of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide, or it can be a mixture of at least two of graphite, diamond-like carbon, fluorinated compounds, and molybdenum disulfide.

[0674] The aforementioned material has good lubrication properties, and the use of the aforementioned material in the first solid lubricant can provide good lubrication for the other of the first component 11 and the second component 12 and the bearing.

[0675] When the first solid lubricant is a lubricating coating, the material of the first solid lubricant can be a diamond carbon coating, a polytetrafluoroethylene coating, etc. The thickness of the lubricating coating can be 1μm-10μm. For example, the thickness of the lubricating coating can be 1μm, 3μm, 5μm, 7μm, 9μm, 10μm, etc.

[0676] Lubricating coatings can be applied to the substrate using processes such as electrochemical methods, spraying, vacuum magnetron sputtering, and chemical vapor deposition to ensure the bonding strength with the substrate.

[0677] When the first solid lubricant is embedded in the receiving hole, the material of the first solid lubricant can be high-purity graphite, oil-containing graphite, modified lubricant graphite, etc.

[0678] In some examples, the materials of the first solid lubricant include polytetrafluoroethylene (PTFE) and graphite. The PTFE comprises 80% or more by mass and 95% or less by mass. The graphite comprises 5% or more by mass and 20% or less by mass.

[0679] For example, the mass percentage of polytetrafluoroethylene (PTFE) is 80% and the mass percentage of graphite is 20%. Or, the mass percentage of PTFE is 85% and the mass percentage of graphite is 15%. Or, the mass percentage of PTFE is 90% and the mass percentage of graphite is 10%. Or, the mass percentage of PTFE is 95% and the mass percentage of graphite is 5%, etc.

[0680] The first solid lubricant, made by mixing polytetrafluoroethylene and graphite in the above-mentioned mass percentages, has better lubrication performance and can play a better lubrication role, so as to more effectively reduce the coefficient of friction between the other of the first component 11 and the second component 12 and the bearing.

[0681] In some embodiments, the matrix is ​​a polymer matrix, a copper alloy matrix, a nickel alloy matrix, or a steel matrix. Polymer matrices, copper alloy matrices, nickel alloy matrices, and steel matrices all possess good self-lubricating properties, which can improve the lubrication performance between the other of the first component 11 and the second component 12 and the bearing, and reduce the coefficient of friction between the other of the first component 11 and the second component 12 and the bearing.

[0682] Specifically, when the matrix is ​​a copper alloy matrix, the matrix material can be selected as tin bronze. Steel is an iron-carbon alloy with a carbon content between 0.02% and 2.11% by mass.

[0683] The coefficient of friction μ1 between the guide and the spindle and the base body satisfies: 0.05 ≤ μ1 ≤ 0.3. For example, μ1 can be 0.05, 0.08, 0.1, 0.15, 0.2, 0.25, 0.3, etc. Preferably, the coefficient of friction μ1 satisfies: 0.05 ≤ μ1 ≤ 0.15. For example, μ1 can be 0.05, 0.07, 0.08, 0.1, 0.12, 0.15, etc.

[0684] If the matrix is ​​a polymer matrix, its hardness is 50 to 100 HD. For example, the hardness of the matrix can be 50 HD, 60 HD, 70 HD, 80 HD, 90 HD, 100 HD, etc.

[0685] If the matrix is ​​a copper alloy or nickel alloy, its hardness ranges from 100HV to 400HV. For example, the hardness of the matrix can be 100HV, 200HV, 300HV, 400HV, etc.

[0686] In some embodiments, the first solid lubricant is disposed on the first mating surface, and the thickness h3 of the first solid lubricant satisfies: 1μm≤h3≤10μm. For example, the value of h3 can be 1μm, 2μm, 3μm, 4μm, 5μm, 6μm, 7μm, 8μm, 9μm, 10μm, etc.

[0687] By placing the first solid lubricant on the first mating surface and setting its thickness within the aforementioned range, the first solid lubricant can fully contact the other component of the first component 11 and the other component of the second component 12 when the other component slides relative to the bearing, and has good support, thereby better lubricating the other component of the first component 11 and the other component of the second component 12, so as to reduce the coefficient of friction between the other component of the first component 11 and the second component 12 and the bearing.

[0688] Since the static friction coefficient is not easy to measure, it is generally considered to be the static friction coefficient when the relative moving speed is less than 1 mm / s. The friction coefficient between 1 mm / s and 10 mm / s is the measurement range of μ1 and μ2 in this application.

[0689] In addition to the above-mentioned solutions for improving the friction coefficient μ1 between the bearing and the mating parts, the inventors have also explored other solutions that can theoretically also improve the friction coefficient μ1 between the bearing and the mating parts.

[0690] For example, the bearing includes a base 41 and a first solid lubricant, which is a coating applied to the inner wall surface of the base 41.

[0691] For example, the bearing includes a base 41 and a first solid lubricant, and the bearing also includes grease coated on the inner wall surface of the base. The first motor uses lithium-based grease, which is coated on the inner wall surface of the base.

[0692] For example, the bearing includes a base 41 and a first solid lubricant, the first solid lubricant being a columnar structure embedded in a receiving hole, and the bearing also includes grease, which is coated on the inner wall surface of the base 41.

[0693] By setting the first solid lubricant, when the grinding element moves relative to the bearing, the first solid lubricant can play a lubricating role, thereby reducing the friction between the other of the first component 11 and the second component 12 and the bearing, reducing the first basic resistance f1 of the first component 11 in the first position in the motor 1, and reducing the no-load resistance value of the motor 1. For the motor tested in this application, the grinding element refers to the spindle 121 or the guide 114. For the upper bearing (i.e., the first bearing 115), the grinding element refers to the spindle 121. For the lower bearing (i.e., the second bearing 124), the grinding element refers to the guide 114.

[0694] Meanwhile, considering the impact of coaxiality, the inventors reduced the coaxiality between the magnet and the housing from 0.2 mm to 0.08 mm. The specific reduction in coaxiality between the magnet and the housing is as follows:

[0695] Please refer to Figures 4, 51, 52, and 119 to 120. The magnet assembly 112 includes a plurality of magnets, which are stacked along a first direction. In a second direction, the plurality of magnets are fixed to the housing 111 by a first adhesive layer 112B. The plurality of magnets have a first surface and a second surface that are arranged opposite to each other in the second direction, and the first surface is fixedly connected to the first adhesive layer 112B.

[0696] In some embodiments, the second component 12 includes a winding structure 122, and the magnet component 112 is adapted to cooperate with the winding structure 122 to reciprocate relative to the winding structure 122 in a first direction.

[0697] Specifically, the housing 111 has a cylindrical structure, and multiple magnets are disposed inside the housing 111 and fixed to the inner peripheral wall of the housing 111. The winding structure 122 is located in the area surrounded by the multiple magnets.

[0698] The flatness of the second surface is less than that of the first surface of the multiple magnets, and the first direction and the second direction are perpendicular.

[0699] It should be noted that, as shown in Figure 121, the flatness of the first surface refers to the difference between the minimum distance H1 between the surface of the multiple magnets facing the housing 111 and the housing 111, and the maximum distance H2 between the surface of the multiple magnets facing the housing 111 and the housing 111. For example, if the difference between H2 and H1 is 0.15mm, then the flatness of the first surface is 0.15mm.

[0700] It is understood that the flatness of the second surface refers to the difference between the minimum distance between the surface of the multiple magnets facing away from the housing 111 and the maximum distance between the surface of the multiple magnets facing away from the housing 111 and the housing 111. With the above arrangement, since the flatness of the second surface is less than the flatness of the first surface of the multiple magnets, the difference in the surface area of ​​the multiple magnets forming the first surface is larger, and the difference in the surface area of ​​the multiple magnets forming the second surface is smaller.

[0701] In this way, the thickness of the first adhesive layer 112B between the multiple magnets and the housing 111 is not equal, which can increase the bonding area between the first adhesive layer 112B and the multiple magnets and improve the bonding force.

[0702] At the same time, it can reduce the magnitude of the friction between the second component 12 and the first component 11, thereby reducing the no-load resistance of the motor 1.

[0703] Furthermore, by setting the first adhesive layer 112B, the first adhesive layer 112B can fix the magnet assembly 112 and the housing 111 together, thereby realizing the installation of multiple magnets. Compared with fixing multiple magnets and the housing 111 together by screwing, welding or other methods, it can simplify the fixing process of multiple magnets and the housing 111, thus facilitating the fixing of multiple magnets and the housing 111.

[0704] In addition, by setting up the housing 111, since multiple magnets are fixed to the inner peripheral wall of the housing 111, the housing 111 can protect the multiple magnets, prevent the multiple magnets from being damaged, ensure the normal use of the multiple magnets, and extend the service life of the first component 11.

[0705] Specifically, as shown in Figure 121, along the second direction, the smaller the difference between the surfaces of the multiple magnets forming the first surface, that is, the smaller the flatness of the first surface, the smaller the difference between the surfaces of the multiple magnets facing the housing 111.

[0706] For the second surface, the smaller the flatness of the second surface, the smaller the difference between the surfaces of the first surface composed of multiple magnets, and the smaller the change in the air gap between the multiple magnets and the winding structure 122. This makes the air gap between the multiple magnets and the winding structure 122 more uniform, thereby reducing the magnitude of the wave force D of the resistance f during the relative movement of the first component 11 and the second component 12, so that the resistance between the first component 11 and the second component 12 is too large and affects the performance of the motor 1.

[0707] In some embodiments, the flatness of the second surface is less than or equal to 0.08 mm.

[0708] With the above settings, since the flatness of the second surface is less than or equal to 0.08mm, the surface of the second surface formed by multiple magnets is relatively neat. This can reduce the magnitude of the friction between the first component 11 and the second component 12 during the relative movement of the first component 11 and the second component 12, so that the first component 11 and the second component 12 can move relative to each other more smoothly and reduce the no-load resistance of the motor 1.

[0709] In some examples, the motor 1 can be vertically mounted on the stand, and the first component 11 and the second component 12 can be moved relative to each other by dragging the stand. The magnitude of the frictional force between the first component 11 and the second component 12 can be determined by detecting the magnitude of the force applied by the stand during the relative movement of the first component 11 and the second component 12, thereby determining the flatness of the second surface.

[0710] Based on this, in some embodiments, the flatness of the second surface is less than or equal to 0.06 mm.

[0711] With the above settings, compared to the flatness of the surface of the multiple magnets facing the winding structure 122 being less than or equal to 0.08 mm, when the flatness of the surface of the multiple magnets facing the winding structure 122 is less than or equal to 0.06 mm, the magnitude of the frictional force between the first component 11 and the second component 12 during the relative movement can be further reduced, so that the first component 11 and the second component 12 can move relative to each other more smoothly, and further reduce the no-load resistance of the motor 1.

[0712] In some embodiments, the flatness of the second surface is greater than or equal to 0.02 mm.

[0713] With the above settings, when the flatness of the second surface is greater than or equal to 0.02mm, the friction between the first component 11 and the second component 12 is prevented from being too small, thereby reducing the knocking noise emitted by the motor 1 during operation.

[0714] Meanwhile, when the flatness of the second surface is less than 0.02mm, the machining accuracy of multiple magnets is too high. Therefore, by making the flatness of the surfaces of multiple magnets facing the winding structure 122 greater than or equal to 0.02mm, the machining difficulty of multiple magnets can be reduced, making the machining of multiple magnets more convenient.

[0715] For example, the flatness of the second surface can be 0.02mm, 0.03mm, 0.04mm, 0.05mm, 0.06mm, 0.07mm, 0.08mm, etc.

[0716] Specifically, in some embodiments, the flatness of the first surface is greater than 0.1 mm.

[0717] With the above settings, when the flatness of the first surface is greater than 0.1mm, the processing accuracy of the first surface is low, which facilitates the processing of multiple magnets.

[0718] In some embodiments, the flatness of the first surface is less than or equal to 0.2 mm.

[0719] With the above settings, when the flatness of the first surface is less than or equal to 0.2mm compared to when the flatness of the first surface is greater than 0.2mm, the flatness of the first surface can be avoided to prevent excessive flatness, thereby avoiding excessive no-load resistance of motor 1, reducing wear of motor 1, and extending the service life of motor 1.

[0720] For example, the flatness of the first surface can be 0.1mm, 0.12mm, 0.13mm, 0.15mm, 0.17mm, 0.18mm, 0.19mm, 0.2mm, etc.

[0721] Based on this, in some embodiments, this application also provides a processing method for the first component 11, as shown in Figures 122 and 123. Figure 122 is a schematic diagram of one processing method for the magnetic pole component 11, and Figure 123 shows a schematic diagram of a fixture provided in an embodiment of this application. The processing method includes:

[0722] Step S1: Stack multiple magnets and fit them onto the fixture.

[0723] Step S2: Make the fixture face the second surface.

[0724] Step S3: Drive the fixture to extrude the second surface.

[0725] Step S4: Make the flatness of the second surface less than or equal to 0.08mm.

[0726] In this way, by pressing the second surfaces of multiple magnets simultaneously by the jig 200, the distance between the surfaces of the multiple magnets forming the second surfaces and the jig 200 can be kept consistent, thereby improving the flatness of the second surfaces and reducing the friction between the first component 11 and the second component 12, so as to reduce the no-load resistance of the motor 1.

[0727] Specifically, as shown in Figure 123, the magnet and the fixture 200 (i.e., the tooling for stacking magnets) can be heated as a whole. During the heating and curing process of the second adhesive layer 112A, the fixture 200 expands due to heat, shaping the inner diameter of the magnet. This transfers the magnet's tolerance to the outer diameter, allowing the flatness of the inner diameter to be controlled within 0.08 mm and the flatness of the outer diameter to be greater than 0.1 mm. Thus, the combination of the first adhesive layer 112B and the second adhesive layer 112A not only achieves the heating, curing, and shaping of the magnet but also provides adhesive bonding force between the magnet and the housing 111 while ensuring the flatness of the inner and outer surfaces of the magnet, preventing the magnet from loosening or misaligning.

[0728] Specifically, please refer to Figures 124 to 127. Multiple magnets are arranged in a ring shape, and the second surface of the multiple magnets is the inner circumferential surface of the magnets.

[0729] Step S1: Fit multiple magnets onto the fixture, including:

[0730] Step S11: Place multiple magnets around the periphery of the fixture.

[0731] Step S2: Make the fixture face the second surface, including:

[0732] Step S21: Make the fixture face the inner circumferential surfaces of the plurality of magnets.

[0733] Step S3: Drive the fixture to press the second surface, including:

[0734] Step S31: Drive the fixture to expand in order to compress the second surface.

[0735] With the above setup, as the jig 200 expands, its size will gradually increase. Since the multiple magnets are ring-shaped and fitted around the jig 200, during the expansion process, the jig 200 will first contact the magnet with the smaller inner diameter and expand its inner diameter. Then, the jig 200 will contact the magnet with the larger inner diameter until it squeezes the inner circumferential surfaces of the multiple magnets, making the flatness of the inner circumferential surfaces of the multiple magnets less than or equal to 0.08 mm, thus completing the processing of the multiple magnets.

[0736] As shown in Figure 128, which is a schematic diagram of the third processing method of the first component 11, step S31: driving the fixture to expand includes:

[0737] Step S32: Heat the fixture to make it expand.

[0738] In this way, the size of the jig 200 can be increased more uniformly, thereby ensuring that the shape of the multiple magnets will not change during the process of the jig 200 pressing multiple magnets, so as to ensure the normal function of the multiple magnets.

[0739] In some embodiments, as shown in FIG128, the magnet assembly 112 further includes a second adhesive layer 112A, which is disposed between two adjacent magnets along a first direction, and the second adhesive layer 112A is a thermosetting adhesive.

[0740] With the above configuration, two adjacent magnets can be fixed together with a layer of thermosetting adhesive, which makes it easy to fix multiple magnets together to form a magnet assembly 112.

[0741] Meanwhile, by setting the thermosetting adhesive, during the process of heating the mold 200 to expand it and processing multiple magnets, the mold 200 can also heat the second adhesive layer 112A, so that the second adhesive layer 112A is heated and cured, thereby enabling multiple magnets to be stably connected together and ensuring the structural strength of the first component 11.

[0742] Specifically, as shown in Figure 129, which is a fourth schematic diagram of the processing method for the first component 11, the processing method before heating the fixture further includes:

[0743] Step S0: A second adhesive layer 112A is provided between adjacent magnets. The material of the second adhesive layer 112A is thermosetting adhesive.

[0744] Step S32: The heating fixture also includes:

[0745] Step S33: Heat the fixture and cure the second adhesive layer 112A.

[0746] In this way, by setting the thermosetting adhesive, the second adhesive layer 112A can be heated during the processing of multiple magnets using the jig 200, so that the second adhesive layer 112A can be cured, thereby fixing the multiple magnets.

[0747] In some embodiments, the heating temperature of the fixture is greater than or equal to 100°C and less than or equal to 120°C.

[0748] Furthermore, in some embodiments, the glass transition temperature of the second adhesive layer 112A is greater than 120°C.

[0749] Specifically, the glass transition temperature (Tg) is an important performance indicator of thermosetting adhesives, referring to the temperature at which the plastic transitions from a glassy state to a rubbery state. Below the glass transition temperature, thermosetting adhesives are in a glassy state, with restricted molecular chain movement, exhibiting high hardness and brittleness. Above the glass transition temperature, the plastic gradually transforms into a rubbery state, with increased molecular chain movement, making the material softer and more easily deformable.

[0750] When using thermosetting adhesives, ensure that they operate below their glass transition temperature to guarantee stable and reliable material performance.

[0751] With the above settings, the heating temperature of the jig is 100℃-120℃ during the jig processing of the magnet assembly 112. Setting the glass transition temperature of the second adhesive layer 112A to above 120℃ can prevent the second adhesive layer 112A from failing during the shaping process, thereby ensuring the fixing effect of the second adhesive layer 112A on the two adjacent magnets and ensuring the stability of the overall structure of the first assembly 11.

[0752] For example, the material of the fixture 200 can be ceramic.

[0753] For example, the material of the fixture 200 can be aluminum alloy. The coefficient of thermal expansion of aluminum alloy is fixed and large. This makes it easy to control the degree of expansion of aluminum alloy and can shorten the processing time of multiple magnets and improve the processing efficiency of multiple magnets.

[0754] In some embodiments, the thickness of the second adhesive layer 112A along the first direction is greater than or equal to 0.02 mm and less than or equal to 0.03 mm.

[0755] For example, the thickness of the second adhesive layer 112A along the first direction can be 0.02mm, 0.023mm, 0.026mm, 0.028mm, 0.03mm, etc.

[0756] With the above settings, the thickness of the second adhesive layer 112A along the first direction is greater than or equal to 0.02 mm, which avoids the second adhesive layer 112A being too thin, thereby ensuring the fixing effect of the second adhesive layer 112A on the two adjacent magnets. The thickness of the second adhesive layer 112A along the first direction is less than or equal to 0.03 mm, which avoids the second adhesive layer 112A being too thick, thereby avoiding the first component 11 being too large in the first direction, thus facilitating the spatial arrangement of the first component 11.

[0757] In other embodiments, the plurality of magnets are in a ring shape, the second surface of the plurality of magnets is the outer peripheral surface of the magnets, and the fixture is in a ring shape.

[0758] As shown in Figure 130, Figure 130 is a schematic diagram of the fifth step in the processing method of the magnet assembly 112. Step S1: Multiple magnets are fitted onto the fixture, including:

[0759] Step S12: Place multiple magnets on the inner circumference of the fixture.

[0760] Step S2: Make the fixture face the second surface, including:

[0761] Step S22: Make the fixture face the outer peripheral surfaces of the plurality of magnets.

[0762] Step S3: Drive the fixture to press the second surface, including:

[0763] Step S31: Drive the fixture to contract to compress the second surface.

[0764] With the above setup, as the jig 200 shrinks, its size gradually decreases. Since the multiple magnets are ring-shaped and fitted around the inner circumference of the jig 200, during the expansion of the jig 200, the inner circumference of the jig 200 will first contact the magnet with the larger outer diameter and reduce the outer diameter of that magnet. Subsequently, the jig 200 will contact the magnet with the smaller outer diameter until it compresses the outer circumferential surfaces of the multiple magnets, making the flatness of the outer circumferential surfaces of the multiple magnets less than or equal to 0.08 mm, thus completing the processing of the multiple magnets.

[0765] It should be noted that the components of motor 1 have insufficient strength and rigidity due to the material and structural design, resulting in some parts deforming significantly when the motor 1 is subjected to force during operation. In particular, the deformation of the friction pair (i.e., the first bearing 115 and the spindle 121, and the second bearing 124 and the guide 114) has the greatest impact. The large deformation leads to a sharp increase in the local or overall resistance of the friction pair, thereby increasing the no-load resistance.

[0766] Furthermore, dimensional and shape errors are inevitable during component processing, making it impossible for the system's coaxiality to reach the ideal state of zero. When the coaxiality is not zero, the centerlines of the stator assembly A and the mover assembly B are relatively eccentric. In addition, the radial and axial electromagnetic force fluctuations exacerbate the stress deformation of the bearings and shafts in the friction pair, thereby increasing the no-load resistance.

[0767] The inventors continued their exploration, combining data from the sixth and second motors, and considered further reducing the bilateral clearance between the upper bearing and the spindle to obtain the seventh motor, which has a bilateral clearance of 0.05mm between the upper bearing and the spindle.

[0768] In addition, the inventors thought that the material of the grease could also be improved by adding polytetrafluoroethylene (PTFE) to the grease.

[0769] The seventh motor was tested on the vehicle and found to run smoothly without any jamming or noticeable knocking noises, making it the preferred option.

[0770] Based on the improvements made to the seventh motor, the inventors continued to adjust the bilateral clearance between the upper bearing and the spindle to 0.04mm in order to further reduce the first basic resistance value, improve the bearing life, and then manufactured the eighth motor. After testing, it was found that the performance of the eighth motor was also relatively good.

[0771] The inventors continued to adjust the bilateral clearance between the upper bearing and the spindle, and manufactured the fifth, third, and fourth motors. Data for these three motors are shown in the table. After vehicle testing, all three produced varying degrees of knocking noise. However, this does not mean that a bilateral clearance of 0.03-0.015mm between the upper bearing and the spindle will necessarily produce noise. If the tolerance of the magnet assembly can be controlled even lower, and the bilateral clearance is matched accordingly, noise may not occur. However, if the bilateral clearance between the upper bearing and the spindle is too low, the usable temperature range will be narrower. Therefore, the bilateral clearance between the upper bearing and the spindle should ideally not be less than 0.015mm.

[0772] Research revealed that, theoretically, the smaller the bilateral clearance between the bearing and the spindle, the lower the basic resistance value, and the greater the maximum ripple force value should also be. The third and fourth motors achieved a bilateral clearance of 0.015mm-0.03mm between the bearing and the spindle, resulting in an increased maximum ripple force value. However, this does not necessarily mean the research conclusions are flawed. Each motor is assembled independently, inevitably leading to differences. The tolerances of the magnet components in the third and fourth motors may be slightly larger, or the matching with the iron core may be slightly worse. Even factors such as the measurement environment of the no-load resistance can introduce errors. For example, actual measurements showed that the tolerances of the magnet components in the third and fourth motors reached 0.3mm and 0.4mm, respectively.

[0773] In addition to the improvements described above, the inventors have also explored some specific embodiments. Please refer to Figure 28, which shows a structural schematic diagram of a bearing provided in an embodiment of this application. The bearing 300 can be the first bearing 115 described above, the second bearing 124 described above, or other bearings on the motor 1. This application does not make any specific limitations on these.

[0774] The bearing 300 is provided with a bearing hole 301 for a sliding member to pass through. The sliding member can be a spindle 121 or a guide member 114.

[0775] The bearing 300 is formed such that the coefficient of friction between the inner wall surface 3030 of the bearing hole 301 and the sliding component is less than 0.2.

[0776] Understandably, the coefficient of friction between the bearing 300 and the sliding element can be used to characterize the self-lubricating property of the bearing 300, i.e., without the addition of lubricating oil or grease, it is in a dry friction environment. The coefficient of friction between the inner wall surface 3030 of the bearing 300 and the sliding element in this application is less than 0.2. The bearing 300 has good self-lubricating property, which allows the sliding element to slide smoothly within the inner wall surface 3030 of the bearing 300, reducing the wear of the sliding element on the bearing 300, thereby ensuring the operational stability of the motor 1.

[0777] In some examples, the bearing 300 may include a substrate layer 302 and a first lubricating layer 303. For example, the substrate layer 302 may be the substrate 41 described above, and the first lubricating layer 303 may be the lubricating coating described above. For yet another example, the substrate layer 302 and the first lubricating layer 303 together form the substrate 41 described above.

[0778] A first lubricating layer 303 is disposed on the substrate layer 302, and the first lubricating layer 303 forms the inner wall surface 3030. The material of the first lubricating layer 303 may include any one of polytetrafluoroethylene (PTFE), polyetheretherketone (PEEK), and adamantine carbon (DLC).

[0779] Understandably, polytetrafluoroethylene, polyetheretherketone, and adamantine all have good self-lubricating properties. The self-lubricating properties of these three materials can be used as the first lubricating layer 303 on the base layer 302 of the bearing 300, thereby improving the self-lubricating properties of the bearing 300.

[0780] The motor 1 of this application requires the bearing to withstand temperatures greater than 150°C, and all three materials mentioned above, used as the first lubricating layer 303, meet this requirement. Due to the following temperature resistance rankings: adamantine carbon > polyetheretherketone (PEEK) > polytetrafluoroethylene (PTFE); hardness and wear resistance rankings: adamantine carbon > PEEK > PTFE; and coefficient of friction rankings: PTFE < adamantine carbon < PEEK, adamantine carbon offers the best temperature and wear resistance, along with a certain degree of self-lubrication. It does not deform even at 150°C, ensuring the continuous and stable operation of the motor 1 and making it widely applicable to various types of motors, although it is more expensive. For motors operating at room temperature, where deformation is not a concern and the shaft hardness is relatively low (<700 HV), PEEK can be chosen as the first lubricating layer 303 if wear resistance is a priority, while PTFE can be chosen if lubrication performance is a priority.

[0781] It should be noted that the first lubricating layer 303 of this application is not limited to the three materials mentioned above. Any material with a friction coefficient that meets the above range and has a certain hardness will be used, as will be described below.

[0782] It should also be noted that the connection between the first lubricating layer 303 and the substrate layer 302 can be achieved by thermal coating, electrochemical method, physical vapor deposition, etc. The specific method selected depends on factors such as the performance requirements of the first lubricating layer 303, the material of the substrate layer 302, and the production cost.

[0783] In some embodiments of this application, the coefficient of friction between the inner wall surface 3030 and the sliding member is less than 0.1, so as to further improve the self-lubricating properties of the bearing 300 and ensure the long-term stable operation of the motor 1.

[0784] In a specific implementation, the first lubricating layer 303 may further include a first additive, which may include at least one of molybdenum disulfide, nickel, graphite, graphene, copper, and tungsten disulfide.

[0785] In this way, the first additive can be used to modify polytetrafluoroethylene, polyetheretherketone and adamantine, thereby further improving the self-lubricating properties of bearing 300 and reducing the coefficient of friction between bearing 300 and sliding parts.

[0786] In some examples, the hardness of the inner wall surface 3030 is greater than or equal to 50HD. For example, the first lubricating layer 303 can be made of polytetrafluoroethylene or polyetheretherketone. Polytetrafluoroethylene and polyetheretherketone have good self-lubricating properties as well as high hardness. Using them as the first lubricating layer 303 can ensure that the bearing 300 has good wear resistance and extend the service life of the motor 1.

[0787] In some of these examples, the hardness of the inner wall surface 3030 is greater than or equal to 700 HV.

[0788] In a specific implementation, the first lubricating layer 303 may also include a second additive, which may include at least one of glass fiber and metal nanoparticles.

[0789] In this way, the polytetrafluoroethylene and polyetheretherketone can be modified by the second additive to further improve the hardness of the first lubricating layer 303, so that the first lubricating layer 303 has both good wear resistance and self-lubricating properties.

[0790] In other possible implementations, the first lubricating layer 303 can also be made of hard chrome, with a hardness range of 300HV-1500HV. If higher wear resistance is desired, its hardness should be controlled between 700HV-1500HV; if higher self-lubricating properties are desired, more of the first additive needs to be added to modify the hard chrome, and its hardness should be controlled between 300HV and 700HV.

[0791] In some examples, the hardness of the inner wall surface 3030 is less than or equal to 3000 HV. For example, the first lubricating layer 303 may be made of diamond carbide, with a hardness parameter in the range of 1000 HV to 3000 HV.

[0792] Understandably, when the hardness of diamond carbide exceeds this range, the difference between the hardness of the substrate layer 302 and the hardness of diamond carbide becomes too large, making the substrate layer 302 prone to yielding and causing the diamond carbide to become brittle and flake off in layers. Therefore, the material selection requirements for the substrate layer 302 are high, and it is not easy to choose a suitable substrate layer 302 material. When the hardness of diamond carbide is less than this range, the advantages of using diamond carbide are reduced due to the high cost of the diamond carbide plating process. In this case, other solutions with higher hardness can be used as alternatives.

[0793] It should be noted that the above requirements for hardness are based on the hardness of the material of the first lubricating layer 303 itself, which is usually within the range that can be modified and adjusted. The specific hardness value of the first lubricating layer 303 needs to be comprehensively considered from the material of the sliding part, the material of the base layer 302, the spraying or electroplating process of the first lubricating layer 303, and whether more emphasis is placed on the self-lubricating properties or wear resistance of the bearing 300.

[0794] In some examples, the material of the substrate layer 302 may include any one of steel, copper-based alloys, and aluminum-based alloys. The specific selection of the substrate layer 302 depends on the material of the mating component (mandrel 121 or guide 114) with which it is being rubbed. A suitable substrate material needs to be selected by comprehensively considering the material parameters such as the structure, hardness, tensile strength, and yield strength of both mating components. When the hardness and strength of the mating component material are very high, steel should be selected as the bearing substrate material. As the hardness and strength of the mating component material decrease, copper-based alloys and then aluminum-based alloys can be selected as the bearing substrate materials in sequence to ensure that the differences in strength and hardness between the two mating components are small, thereby avoiding the problem of one component easily yielding and failing.

[0795] It should be noted that although steel has greater hardness and strength than copper-based alloys and has better compressive strength, steel lacks self-lubricating properties, while copper-based alloys have a certain degree of self-lubrication. Considering that if the first lubrication layer 303 is completely worn away by the spindle 121 or guide 114, the spindle 121 or guide 114 will wear down to the base layer 302. The lack of self-lubrication in steel will drastically increase the coefficient of friction, resulting in increased no-load resistance. Therefore, copper-based alloys have higher safety as the base layer 302.

[0796] In some examples, the bearing 300 may further include a second lubricating layer 304, which is disposed on the side of the base layer 302 opposite to the first lubricating layer 303, and forms the outer wall surface 3040 of the bearing 300. The second lubricating layer 304 and the first lubricating layer 303 have the same material composition to ensure the overall performance of the bearing 300.

[0797] In some examples, the thickness of the first lubricating layer 303 and the second lubricating layer 304 is both in the range of 0 < t < 1 mm.

[0798] Understandably, when the thickness of the first lubricating layer 303 and the second lubricating layer 304 is relatively thin, the bonding surface between them and the base layer 302 has good bonding strength and is not easy to fall off; when the thickness of the first lubricating layer 303 and the second lubricating layer 304 is relatively thick, the bonding strength will decrease slightly, but it can provide appropriate allowance for processing processes such as polishing and machining, ensuring the dimensional tolerances and surface roughness requirements of the parts.

[0799] FIG. 29 is a schematic cross-sectional structure diagram of the bearing 300 in FIG. 28, and FIG. 30 is an enlarged structure diagram of FIG. 29 at position E. Referring to FIGS. 28, 29 and 30 in combination, in some embodiments of the present application, the bearing 300 may include an inner wall surface 3030, and the inner wall surface 3030 defines a bearing hole 301 for accommodating a sliding member (such as a mandrel 121 or a guide member 114). Among them, along the axial direction of the bearing hole 301, the inner wall surface 3030 may include an arc surface 3011 whose middle part arches towards the central axis of the bearing hole 301 relative to both ends.

[0800] It should be noted that the above-mentioned "inner" or "outer" refers to two wall surfaces along the radial direction of the bearing 300. The inner wall surface 3030 faces the mandrel 121, and the outer wall surface (i.e., the mounting surface 3052) is away from the mandrel 121.

[0801] In the bearing 300 provided by the embodiments of the present application, the arc surface 3011 whose middle part arches towards the central axis of the bearing hole 301 relative to both ends can contact the mandrel 121. When the mandrel 121 tilts relative to the central axis of the bearing hole 301, the mandrel 121 can rotate along the arc surface 3011 with the high point in the middle of the arc surface 3011 as the fulcrum, so that the mandrel 121 can smoothly and automatically align and return to the correct position in the bearing hole 301, reducing the frictional resistance and wear of the bearing 300, and avoiding jamming of the mandrel 121 in the bearing hole 301 when the mandrel 121 tilts. At the same time, since only one more processing step is required on the inner wall surface 3030 of the bearing 300, and no additional centering mechanisms such as springs, grooves and adjusting bolts are needed, the structure of the bearing 300 is simple and the cost is low.

[0802] Continuing to refer to FIG. 30, in some embodiments of the present application, the above-mentioned arc surface 3011 may include a first arc surface 3011a, which is beneficial to the smooth adjustment of the mandrel 121.

[0803] In some other embodiments of the present application, the arc surface 3011 may further include a functional surface, and the functional surface is a surface formed by an even function. That is to say, the arc surface 3011 can be an arc surface, a functional surface, or a combination of an arc surface and a functional surface, as long as a smooth surface is formed so that the mandrel 121 can smoothly rotate along the smooth surface.

[0804] In some embodiments, the even function is a quadratic function, and the range of the quadratic term coefficient K in the quadratic function is: 0 < K < 1. In this way, it is possible to avoid too large curvature of the arc surface 3011 formed by the function, thereby ensuring the stability of the mandrel 121 during the rotation process on the arc surface 3011.

[0805] Exemplarily, the arc surface 3011 may be a quadratic function y = 0.5x 2A portion of the formed function surface can be either a symmetrical surface within the function surface as arc surface 3011, or only half of the function surface can be cut off and connected tangentially to the circular arc surface to form arc surface 3011.

[0806] Referring again to Figure 29, in some embodiments of this application, the arch height Cc of the first arc surface 3011a along the radial direction of the bearing hole 301 satisfies: R1 2 = (b / 2) 2 +(R1-C C ) 2

[0807] Where R1 is the radius of the first arc surface and b is the axial length of the first arc surface.

[0808] It should be noted that the "arch height" mentioned above refers to the height difference between the highest and lowest points of the arc surface.

[0809] In this way, the appropriate arch height can be determined according to the axial length of different bearings 300 and the radius of the arc surface, which is beneficial to the self-alignment of the mandrel 121.

[0810] It should be noted that the arch height calculated by the above formula is a reference value. In practical applications, values ​​near this reference value are also applicable. For example, if the formula indicates that the arch height should be 2cm, then values ​​such as 1.7cm, 1.8cm, 1.9cm, 2.1cm, and 2.2cm can also be used as values ​​during processing.

[0811] Figure 31 is a schematic diagram of the arc surface structure of the bearing shown in Figure 28. Referring to Figure 31, in some embodiments of this application, the arc surface 3011 may further include a second arc surface 3011b. The second arc surface 3011b and the first arc surface 3011a are arranged along the axial direction of the bearing hole 301, and the radius R1 of the first arc surface 3011a is greater than the radius R2 of the second arc surface 3011b. The first arc surface 3011a and the second arc surface 3011b are tangent at their intersection point. That is to say, the arc surface 3011 of this application may also be composed of multiple arc surfaces with different radii.

[0812] Understandably, if the end of the mandrel 121 that is slidably connected to the housing 111 is taken as the reference point, the farther the mandrel 121 is from the reference point, the greater its tilt relative to the central axis of the bearing hole 301. Therefore, by setting the radius R1 of the first arc surface 3011a to be greater than the radius R2 of the second arc surface 3011b, the arc surfaces 3011 with different radii can adapt to the tilt of the mandrel 121 at different positions. This can reduce the wear of the mandrel 121 on the bearing 300 and promote the self-alignment of the mandrel 121.

[0813] In this way, the bearing 300 and the spindle 121 can maintain smooth contact better during relative movement, so that the housing 111 and the bearing 300 and guide 114 connected to the housing 111 can follow the position of the spindle 121 to adjust and return to the correct position, thereby maintaining the stable operation of the motor 1.

[0814] Figure 32 is a schematic diagram of another arc surface structure of the bearing shown in Figure 28. Referring to Figure 32, in some embodiments of this application, the arc surface 3011 includes a third arc surface 3011c. Along the axial direction of the bearing hole 301, the third arc surface 3011c is connected to the end of the first arc surface 3011a away from the second arc surface 3011b, and the third arc surface 3011c and the first arc surface 3011a are tangent at the intersection point, and the radius of the third arc surface 3011c is smaller than the radius of the first arc surface 3011a.

[0815] In this way, the arc surface 3011 is composed of three segments: a first arc surface 3011a, a second arc surface 3011b, and a third arc surface 3011c. Since the diameter of the first arc surface 3011a is larger than that of the second and third arc surfaces 3011b and 3011c, the curvature of the second and third arc surfaces 3011b and 3011c is greater than that of the first arc surface. At this time, the two ends of the bearing 300 can provide more space to accommodate the eccentricity and tilt of the spindle 121, reducing stress concentration at both ends of the bearing 300, lowering the stress on the bearing 300 and the risk of yield failure. The wear of the bearing 300 will also be improved, thus ensuring the lifespan of the motor 1.

[0816] As shown in Figure 33, the bearing 300 undergoes stress changes before and after modification. In Figure 33, "Modification-upper" refers to modifying the first bearing 115, "Modification-lower" refers to modifying the second bearing 124, and "Modification-upper + lower" means modifying both the first bearing 115 and the second bearing 124.

[0817] Regardless of the change in tensile displacement, the force on the bearing 300 after modification is less than the force before modification, and the force when both ends of the bearing 300 are modified is less than the force when only the upper or lower end is modified. For example, when the tensile displacement is 50 mm, the force on the bearing 300 when both ends are modified is approximately 135 N, the force when only the lower end is modified is approximately 140 N, the force when only the upper end is modified is approximately 148 N, and the force when not modified is 152 N. Therefore, the above simulation data effectively verify that the bearing 300 provided in this application can reduce the force, which is beneficial to the continuous operation of the motor 1.

[0818] Referring again to Figure 30, in some embodiments of this application, the axial length of the bearing hole 301 is taken as the first length, and one end of the bearing hole 301 along the axial direction is taken as the first end. Then, along the axial direction of the bearing hole 301, the distance from the highest point of the arch of the arc surface 3011 to the first end is greater than or equal to 1 / 3 times the first length and less than or equal to 2 / 3 times the first length.

[0819] In this way, with the highest point of the arch of the arc surface 3011 as the fulcrum, the part of the arc surface 3011 above the fulcrum can provide support and guidance for the upper part of the mandrel 121, and the part of the arc surface 3011 below the fulcrum can provide support and guidance for the lower part of the mandrel 121.

[0820] In some embodiments of this application, along the axial direction of the bearing hole 301, the distance from the highest point of the arch of the arc surface 3011 to the first end is greater than or equal to 2 / 5 times the first length and less than or equal to 3 / 5 times the first length.

[0821] In this way, the highest point of the arch can be close to the midpoint of the bearing hole 301 in the axial direction, so that the upper and lower halves of the mandrel 121 can be effectively supported and guided.

[0822] In some embodiments of this application, the two ends of the inner wall surface 3030 are chamfered to avoid wear caused by stress concentration at the two ends of the inner wall surface 3030.

[0823] Referring again to Figures 28 and 30, in some embodiments of this application, the bearing 300 may further include a mounting surface 3052, which is located on the outside of the bearing 300 and is used to connect to the housing 111. At least one end of the mounting surface 3052 is bent toward the side away from the housing 111.

[0824] Understandably, when the mounting surface 3052 on the outer side of the bearing 300 is also set as an arc surface 3011 structure, the mounting surface 3052 can rotate relative to the housing 111 within a certain angle range, causing the spindle 121 on the inner side of the bearing 300 to rotate together, thereby enhancing the self-aligning function of the bearing 300.

[0825] In some embodiments of this application, the mounting surface 3052 is further provided with a first limiting part 3021, and the housing 111 is provided with a second limiting part that abuts against the first limiting part. The specific structure of the first limiting part 3021 and the second limiting part can be a stepped or arc-shaped structure, as long as the two can cooperate with each other to achieve the axial positioning of the bearing 300, which is not limited here.

[0826] Figure 34 is a schematic diagram of the bearing and mandrel provided in this application in the first state, Figure 35 is a schematic diagram of the bearing and mandrel provided in this application in the second state, and Figure 36 is a schematic diagram of the bearing and mandrel provided in this application in another state.

[0827] Referring to Figures 34-36, in some embodiments of this application, the mandrel 121 has a first state and a second state. In the first state, the mandrel 121 is parallel to the axis of the second bearing 35; in the second state, the mandrel 121 intersects the axis of the second bearing 35. The outer circumferential surface of the mandrel 121 is rotatable along the arc surface 3011, allowing the mandrel 121 to switch between the first and second states.

[0828] Understandably, the first state is the aligned state of the spindle 121, and the second state is the tilted state of the spindle 121. In the tilted state, the outer circumferential surface of the spindle 121 is in smooth contact with the arc surface 3011, and it can rotate under the guidance of the arc surface 3011 in order to restore the aligned state.

[0829] In some embodiments, the mandrel 121 has a first end 312 and a second end 312 along its longitudinal direction; the arc surface 3011 includes a first wall surface 3012 and a second wall surface 3013 disposed opposite to each other along a second direction V, the second direction V being perpendicular to the axis of the second bearing 35. The second state includes the mandrel 121 being in a first inclined position and the mandrel 121 being in a second inclined position.

[0830] Understandably, the tilting state can be divided into two tilting states: the mandrel 121 tilting to the left (i.e., the first tilting position) and the mandrel 121 tilting to the right (i.e., the second tilting position). When the mandrel 121 tilts to the left, the first end 312 abuts against the first wall surface 3012, and the second end 312 abuts against the second wall surface 3013. In this way, the outer peripheral surface of the mandrel 121 can rotate clockwise along the arc surface 3011, so that the mandrel 121 rotates from the first tilting position to the first state.

[0831] When the mandrel 121 tilts to the right, the first end 312 abuts against the second wall surface 3013, and the second end 313 abuts against the first wall surface 3012. In this way, the outer peripheral surface of the mandrel 121 can rotate counterclockwise along the arc surface 3011, so that the mandrel 121 rotates from the second tilt position to the first state.

[0832] Figure 37 is a schematic diagram of the overall structure of the bearing provided in some embodiments of this application, Figure 38 is a schematic diagram of the cross-sectional structure of Figure 37 at position BB, and Figure 39 is a schematic diagram of the enlarged structure of Figure 38 at position F. Referring to Figures 37, 38 and 39, in some embodiments of this application, the bearing 300 may include an outer wall surface 3040 and an inner wall surface 3030. The inner wall surface 3030 may include a straight cylindrical section 3511 and a first enlarged section 3512 arranged along the axial direction of the bearing 300. The first enlarged section 3512 gradually extends towards the outer wall surface 3040 from one end near the straight cylindrical section 3511 to the end away from the straight cylindrical section 3511.

[0833] In this way, when the guide member 114 located inside the bearing 300 tilts relative to the bearing 300, the outer peripheral surface of the guide member 114 can move vertically under the guidance of the first enlarged section 3512. Since the outer peripheral surface of the guide member 114 and the first enlarged section 3512 of the bearing 300 are in surface contact, the increased wear of the bearing 300 or the guide member 114 caused by stress concentration between the contact surfaces is avoided. At the same time, the guide member 114 can slide vertically with the help of the extended surface of the first enlarged section 3512, preventing the tilted guide member 114 from getting stuck at the upper or lower end of the inner wall surface 3030, thereby reducing the axial resistance experienced by the guide member 114.

[0834] Figure 40 is a stress simulation analysis cloud diagram of a conventional bearing, and Figure 41 is a stress simulation analysis cloud diagram of a bearing provided in some embodiments of this application. Referring to Figures 40 and 41, it can be seen that when the guide member 114 tilts under the action of radial magnetic pull, the maximum stress on the conventional bearing is 97.25 MPa, while the maximum stress on the bearing 300 of this application is 16.99 MPa.

[0835] Therefore, on the one hand, the bearing 300 provided in this application can effectively reduce the stress applied to the bearing 300 by the guide member 114, thus slowing down the wear of the bearing 300; on the other hand, since forces are mutual, the maximum stress applied to the guide member 114 by the bearing 300 is the same as the maximum stress experienced by the bearing 300, and the axial resistance experienced by the guide member 114 is the axial component of this stress. Therefore, the stress simulation analysis cloud map verifies that the bearing 300 of this application can effectively reduce the axial resistance experienced by the guide member 114.

[0836] Figure 42 is a structural schematic diagram of the bearing and guide rod in the first state of some embodiments of this application. Referring to Figure 42, in the first state, the guide member 114 and the bearing 300 are coaxial, and the contact surface between the two is the unshaped part in the middle of the bearing 300, which ensures a large contact area, small stress and wear.

[0837] Referring again to Figure 42, in some embodiments of this application, from one end near the straight section 3511 to the other end away from the straight section 3511, the first enlarged section 3512 extends along a straight surface and is inclined towards the outer wall surface 3040. In this case, the extending surface of the first enlarged section 3512 is an inclined straight surface. If we assume that the angle between this inclined straight surface and the straight section 3511 is θ, then the movement state of the guide member 114 within the first bearing 33 can be divided into two cases, specifically:

[0838] Figure 43 is a structural schematic diagram of the bearing and guide rod in the second state of some embodiments of this application. Referring to Figures 42 and 43, the inner wall surface 3030 may also include a first transition section 3014 located between the straight section 3511 and the first enlarged section 3512. When the tilt angle of the guide member 114 relative to the bearing 300 is less than 1, the guide member 114 contacts the first transition section 3014.

[0839] If the first transition section 3014 is a rounded corner structure (i.e., an arc surface), then the first transition section 3014 can smoothly guide the guide member 114; if the first transition section 3014 is a chamfered structure (i.e., a conical surface), then when the new motor is first used, as the motor continues to run, the frictional resistance is concentrated in this area, and this area will gradually be worn. After the motor 1 moves a certain number of times, part of this area is worn away to adapt to the movement state of the guide member 114 and form a stable structural state, and there is almost no further wear, so that the axial resistance of the guide member 114 is reduced.

[0840] Furthermore, when the tilt angle of the guide member 114 relative to the bearing 300 is less than 100°, the contact area between the guide member 114 and the inner wall surface 3030 is smaller, which effectively reduces the stick-slip motion resistance generated by the friction pair and the risk of abnormal noise.

[0841] It should be noted that the motor undergoes initial aging after assembly and before leaving the factory, and the initial aging time is relatively short. When the first transition section 3014 is set with a rounded corner structure, the arc surface can smoothly guide the guide component 114, and the stress on the contact surface between the two is small, making the motor less prone to wear during the initial aging stage. This is not conducive to the guide component 114 and the bearing 300 in the motor reaching a stable motion state as soon as possible.

[0842] In order to shorten the initial aging time, in some embodiments, the straight section 3511 and the first enlarged section 3512 are directly connected to form an obtuse angle. The stress concentration when the guide member 114 contacts the obtuse angle allows the guide member 114 to be ground down as soon as possible and form a stable motion state with the bearing 300 during the initial aging stage of the motor.

[0843] Figure 44 is a structural schematic diagram of the bearing and guide rod in a third state according to some embodiments of this application. Referring to Figures 42 and 44, in some embodiments, the inner wall surface 3030 may further include a second enlarged section 3513, which is connected to the end of the straight section 3511 away from the first enlarged section 3512. From the end near the straight section 3511 to the end away from the straight section 3511, the second enlarged section 3513 gradually extends towards the outer wall surface 3040.

[0844] In this way, when the tilt angle of the guide member 114 relative to the bearing 300 is equal to θ1, the lower left side of the guide member 114 can contact the first enlarged section 3512, and the upper right side of the guide member 114 can contact the second enlarged section 3513. As shown in Figure 43, when the guide member 114 moves upward, the force exerted on the guide member 114 by the first enlarged section 3512 is F1, and the force exerted on the guide member 114 by the second enlarged section 3513 is F2. The component of F1 along the axial direction of the bearing 300 is F11, which is opposite to the direction of movement of the guide member 114 and forms the resistance of the guide member 114; the component of F2 along the axial direction of the bearing 300 is F21, which is in the same direction as the direction of movement of the guide member 114 and forms the thrust of the guide member 114. F11 and F21 can partially cancel each other out, thereby reducing the axial resistance of the guide member 114.

[0845] Conversely, when the guide member 114 moves downward, the component of force F11 along the axial direction of the bearing 300, F11, is in the same direction as the movement of the guide member 114, forming the thrust of the guide member 114; the component of force F21 along the axial direction of the bearing 300, F21, is in the opposite direction to the movement of the guide member 114, forming the resistance of the guide member 114. F11 and F21 can also partially cancel each other out, thus reducing the axial resistance of the guide member 114.

[0846] Therefore, the bearing 300 of this application can adapt to the motion contact mode of the guide 114 in the motor, effectively reduce the axial resistance of the bearing 300 to the guide 114, and slow down the wear of the bearing 300, thereby ensuring the operational stability of the motor 1.

[0847] Referring again to Figure 42, in some embodiments of this application, the difference between the diameter of the straight section 3511 and the diameter of the guide member 114 is Δ, the difference between the radius of the end of the first enlarged section 3512 away from the straight section 3511 and the radius of the end of the first enlarged section 3512 near the straight section 3511 is a1, and the axial length of the bearing 300 is h. The first inclination angle θ1 of the first enlarged section 3512 relative to the straight section 3511 satisfies:

[0848] In this way, an appropriate first tilt angle can be determined for the bearing 300 based on the relevant dimensions of the bearing 300 and the guide 114, thereby ensuring that the bearing 300 can effectively reduce the axial resistance applied to the guide 114.

[0849] Similarly, in some embodiments of this application, the difference between the radius of the end of the second enlarged section 3513 furthest from the straight section 3511 and the radius of the end of the second enlarged section 3513 closest to the straight section 3511 is . The second inclination angle θ2 of the second enlarged section 3513 relative to the straight section 3511 satisfies:

[0850] Referring again to Figure 42, in some embodiments of this application, when the first tilt angle is the same as the second tilt angle, the force on the guide member 114 during the upward movement is the same as the force during the downward movement, which is beneficial to the stable operation of the guide member 114 within the bearing 300.

[0851] It should be noted that a1 and a2 can be understood as the shaping amount of bearing 300 during the processing, and also the wear depth of the guide 114 on the end of bearing 300 during the operation of the motor. The specific values ​​can be taken from experimental experience values, or the coaxiality between the outer circumferential surface of guide 114 and the inner circumferential surface of bearing 300, or the perpendicularity between the chassis part 1141 and the guide rod part 1142 in guide 114.

[0852] It should also be noted that the first and second tilt angles calculated by the above formulas are reference values. In practical applications, angle values ​​near these reference values ​​are also applicable. For example, if the calculated first tilt angle is 20°, then values ​​such as 18°, 19°, 21°, and 22° can also be used as values ​​for reshaping.

[0853] Referring again to Figure 38, in some embodiments of this application, the inner wall surface 3030 may further include a second transition section 3015. The two ends of the second transition section 3015 are respectively connected to the straight section 3511 and the second enlarged section 3513. The specific structure of the second transition section 3015 may be a conical surface or a circular arc surface.

[0854] Understandably, similar to the first transition section 3014, if the second transition section 3015 is an arc surface, it can smoothly guide the guide member 114; if the second transition section 3015 is a conical surface, when the new motor is first used, as the motor continues to run, the frictional resistance is concentrated in this area, and this area will gradually wear down. After the motor 1 moves a certain number of times, part of this area is worn away to adapt to the movement state of the guide member 114 and form a stable structural state, and there is almost no further wear, which reduces the axial resistance of the guide member 114.

[0855] In some embodiments of this application, the first enlarged section 3512 or the second enlarged section 3513 may extend along the arc surface and bend toward the outer wall surface 3040 from one end near the straight section 3511 to the other end away from the straight section 3511.

[0856] In this way, the highest point on the arc surface of the first enlarged section 3512 or the second enlarged section 3513 makes smooth contact with the guide member 114, reducing the axial resistance of the guide member 114.

[0857] In some embodiments, the first enlarged section 3512 and the second enlarged section 3513 have the same curvature. Thus, the force on the guide 114 during the upward movement is symmetrical with the force during the downward movement, which is beneficial to the stable operation of the guide 114 within the bearing 300.

[0858] Referring again to Figure 41, in some embodiments of this application, a chamfer is provided between the outer wall surface 3040 and the end face of the bearing 300, so as to avoid damage to the bearing 300 due to stress concentration when the bearing 300 and the spindle 121 collide accidentally during installation.

[0859] In some embodiments of this application, the outer wall surface 3040 of the bearing 300 and the inner wall surface of the mandrel 121 are assembled with an interference fit. In this way, the mandrel 121 can provide stable support for the bearing 300, allowing the guide member 114 inside the bearing 300 to slide stably relative to the bearing 300.

[0860] There are several ways to connect the mandrel 121 to the bearing 300. For example, a limiting groove can be provided on the outer wall surface 3040, and a limiting protrusion can be provided on the mandrel 121, with the limiting groove and the limiting protrusion tightly engaged together. Alternatively, a limiting protrusion can be provided on the outer wall surface 3040, and a limiting groove can be provided on the mandrel 121. The specific shapes of the limiting groove and the limiting protrusion can be arc-shaped, wedge-shaped, or rectangular, etc.

[0861] In some embodiments, referring to FIG172, the other of the first component 11 and the second component 12 includes a body member 51A and a wear-resistant member 51B. The body member 51A has a second mating surface 51C adapted to mate with a bearing 51D. At least a portion of the wear-resistant member 51B is disposed on or exposed on the second mating surface 51C.

[0862] For example, the mandrel includes a main body 51A and a wear-resistant member 51B disposed on the outer peripheral surface of the main body 51A. That is, the main body 51A and the wear-resistant member 51B are jointly configured as a mandrel. In this case, the main body 51A is the mandrel 121, and the second mating surface 51C may be the outer peripheral surface of the mandrel 121. At least a portion of the wear-resistant member 51B is disposed on or exposed on the outer peripheral surface of the mandrel 121.

[0863] As another example, the guide includes a main body 51A and a wear-resistant member 51B disposed on the outer peripheral surface of the main body 51A. That is, the main body 51A and the wear-resistant member 51B are jointly configured as a guide. In this case, the main body 51A is the guide 114, and the second mating surface 51C can be disposed on the outer peripheral surface of the guide 114. At least a portion of the wear-resistant member 51B is disposed on or exposed on the outer peripheral surface of the guide 114.

[0864] By providing a wear-resistant component 51B on the second mating surface 51C of the main body 51A, the hardness of the other of the first component 11 and the second component 12 can be increased, for example, by increasing the hardness of the spindle 121 and / or the guide 114, thereby improving the wear resistance of the other of the first component 11 and the second component 12 to reduce wear between the other of the first component 11 and the second component 12 and the bearing.

[0865] It should be noted that "at least part of the wear-resistant part is exposed on the second mating surface 51C" means that the wear-resistant part can be seen and touched from the second mating surface 51C. The mating surface of the wear-resistant part can be flush with, lower than, or higher than the second mating surface 51C. [...

Claims

1. An electric motor, characterized in that, include: The first component (11) and the second component (12) are movable relative to each other. When the motor is in a de-energized state and the motor is set in a vertical direction, if the second component (12) is controlled to move relative to the first component (11) at a target speed, f is the no-load resistance of the second component (12), and the no-load resistance f satisfies: 6N≤|f|≤299N, where "||" indicates taking the absolute value.

2. The motor according to claim 1, characterized in that, The no-load resistance f satisfies: 17N≤|f|≤277N; Alternatively, the resistance f satisfies: 42N≤|f|≤276N; Alternatively, the resistance f satisfies: 36N≤|f|≤212N; Alternatively, the resistance f satisfies: 21N≤|f|≤193N; Alternatively, the resistance f satisfies: 13N≤|f|≤189N; Alternatively, the resistance f satisfies: 21N≤|f|≤276N.

3. The motor according to claim 1, characterized in that, During the entire reciprocating motion of the second component (12) relative to the first component (11), the unloaded resistance value |f| experienced by the second component (12) varies within any interval between [6N, 299N]; or, the unloaded resistance value |f| experienced by the second component (12) varies within any interval between [13N, 276N]; or, the unloaded resistance value |f| experienced by the second component (12) varies within any interval between [21N, 276N]; or, the unloaded resistance value |f| experienced by the second component (12) varies within any interval between [36N, 276N]; or, the unloaded resistance value |f| experienced by the second component (12) varies within any interval between [36N, 212N]; or, the unloaded resistance value |f| experienced by the second component (12) varies within any interval between [42N, 276N].

4. The motor according to claim 1, characterized in that, The second component (12) is movable relative to the first component (11) between a first position and a second position; The length of the motor when the second component (12) is in the first position is a first length, and the length of the motor when the second component (12) is in the second position is a second length, wherein the first length is less than the second length; During the movement of the second component (12) relative to the first component (11), the basic resistance experienced by the second component (12) at the first position is the first basic resistance f1, which satisfies: 20.4N≤|f1|≤150N.

5. The motor according to claim 1, characterized in that, The second component (12) is movable relative to the first component (11) between a first position and a second position; The length of the motor when the second component (12) is in the first position is a first length, and the length of the motor when the second component (12) is in the second position is a second length, wherein the first length is less than the second length; During the movement of the first component (11) relative to the second component (12), the basic resistance experienced by the second component (12) at the first position is the first basic resistance f1, which satisfies: (0.008*F1+6N)N≤|f1|≤150N; where F1 is the maximum thrust value of the motor.

6. The motor according to claim 5, characterized in that, The first basic resistance f1 satisfies: 24N≤|f1|≤140N; Alternatively, the first basic resistance f1 satisfies: 24N≤|f1|≤130N; Alternatively, the first basic resistance f1 satisfies: 24N≤|f1|≤120N.

7. The motor according to claim 5, characterized in that, During the movement of the second component (12) relative to the first component (11), the basic resistance experienced by the second component (12) at the midpoint between the first position and the second position is the third basic resistance f3, which satisfies: 1≤|f3| / |f1|≤1.

5.

8. The motor according to claim 1, characterized in that, At least one bearing (51D) is provided between the first component (11) and the second component (12). The bearing (51D) is fixed to one of the first component (11) and the second component (12), and the other of the first component (11) and the second component (12) is slidably fitted to the bearing (51D).

9. The motor according to claim 8, characterized in that, When the relative speed between the first component (11) and the second component (12) is less than 100 mm / s, the coefficient of friction μ1 between the other of the first component (11) and the second component (12) and the bearing (51D) satisfies: 0.1 ≤ μ1 ≤ 0.15; or, 0.1 ≤ μ1 ≤ 0.165; or, 0.12 ≤ μ1 ≤ 0.135; or, 0.1 ≤ μ1 ≤ 0.

145.

10. The motor according to claim 8, characterized in that, The bearing (51D) includes a base (41) and a first solid lubricant; The substrate (41) has a first mating surface adapted to mate with the other of the first component (11) and the second component (12); At least a portion of the first solid lubricant is disposed on or exposed on the first mating surface; The other of the first component (11) and the second component (12) includes a main body (51A) and a wear-resistant component (51B); The main body (51A) has a second mating surface (51C), which is adapted to mate with the bearing (51D); At least a portion of the wear-resistant component (51B) is disposed on or exposed on the second mating surface (51C).

11. The motor according to claim 8, characterized in that, The at least one bearing (51D) includes a first bearing (51D)(115) fixed to the first component (11), and the second component (12) includes a mandrel (121) slidably inserted within the first bearing (51D)(115).

12. The motor according to claim 11, characterized in that, The difference X between the inner diameter of the first bearing (51D)(115) and the outer diameter of the mandrel (121) satisfies: 20μm≤X≤80μm.

13. The motor according to claim 11, characterized in that, The first component (11) includes a housing (111), and the housing (111) has a mounting hole (111A) at one end along a first direction. The first bearing (51D) (115) is housed in the mounting hole (111A) and fixed to the housing (111). Wherein, the first direction is the direction of movement of the first component (11) relative to the second component (12).

14. The motor according to claim 11, characterized in that, The first component (11) further includes a guide (114), which is fixed relative to the housing (111); The spindle (121) is provided with a guide hole (121A), and the guide member (114) is housed in the guide hole (121A); when the second component (12) moves relative to the first component (11), the guide member (114) moves in the guide hole (121A); The second component (12) further includes a second bearing (51D)(124), which is disposed in the guide hole (121A), and the guide member (114) is slidably disposed in the second bearing (51D)(124).

15. The motor according to claim 14, characterized in that, The difference Y between the inner diameter of the second bearing (51D)(124) and the outer diameter of the guide (114) satisfies: 20μm≤Y≤80μm.

16. The motor according to claim 13, characterized in that, The second component (12) further includes a winding structure (122) fixed to the mandrel (121) and housed within the housing (111); The winding structure (122) is used to drive the first component (11) to move relative to the winding structure (122); The second component (12) further includes at least one iron core (123), which is fixed to the mandrel (121), and the winding structure (122) is disposed on the at least one iron core (123).

17. The motor according to claim 16, characterized in that, The coaxiality of the outer peripheral surface of the at least one iron core (123) relative to the first axis is less than or equal to 0.1 mm; Wherein, the first axis is the axis defined by the outer peripheral surface of the portion of the mandrel (121) that can be slidably fitted to the first bearing (51D) (115) and the inner wall surface of the second bearing (51D) (124).

18. The motor according to claim 16, characterized in that, The first component (11) further includes a magnet assembly (112), which is disposed on and fixed to the housing (111). The winding structure (122) cooperates with the magnet assembly (112) to drive the first component (11) to move relative to the winding structure (122).

19. The motor according to claim 18, characterized in that, The coaxiality of the inner circumferential surface of the magnet assembly (112) relative to the second axis is less than or equal to 0.1 mm; The second axis is defined by the inner circumferential surface of the first bearing (51D) (115) and the inner circumferential surface of the housing (111) at the end away from the mounting hole (111A).

20. The motor according to claim 18, characterized in that, The magnet assembly (112) includes a plurality of magnets (1125), which are stacked sequentially in a first direction. In a second direction, the plurality of magnets (1125) are fixed to the housing (111) by a first adhesive layer (112B). The plurality of magnets (1125) have a first surface and a second surface that are arranged opposite to each other in the second direction. The first surface is fixedly connected to the first adhesive layer (112B). The flatness of the second surface is less than that of the first surface, and the first direction and the second direction are perpendicular.

21. The motor according to claim 20, characterized in that, The flatness of the second surface is less than or equal to 0.08 mm.

22. The motor according to claim 20, characterized in that, The flatness of the first surface is greater than 0.1 mm.

23. The motor according to claim 18, characterized in that, The magnet assembly (112) includes a first pair of magnetic poles and a second pair of magnetic poles stacked along the first direction; the first pair of magnetic poles has a size in the first direction that is greater than or equal to Q-x2 and less than or equal to Q-x1, and the second pair of magnetic poles has a size in the first direction that is greater than or equal to Q+x1 and less than or equal to Q+x2. Where Q is greater than 0, and 0 ≤ x1 < x2 ≤ 0.04 mm.

24. The motor according to claim 23, characterized in that, x1 and x2 satisfy: 0 ≤ x1 < x2 ≤ 0.02 mm.

25. The motor according to claim 23, characterized in that, The first pair of magnetic poles includes M poles, and the second pair of magnetic poles includes N poles, wherein... |MN|≤3, where || is the absolute value.

26. The motor according to claim 1, characterized in that, The first component (11) is movable relative to the second component (12) between a first position and a second position; The length of the motor when the first component (11) is in the first position is a first length, and the length of the motor when the first component (11) is in the second position is a second length, wherein the first length is less than the second length; During the movement of the first component (11) relative to the second component (12), the resistance f1 experienced by the first component (11) at the first position and the resistance f3 experienced by the first component (11) at the second position satisfy: 10N≤|f3-f1|≤50N; or, During the movement of the second component (12) relative to the first component (11), the resistance f1 experienced by the second component (12) at the first position and the resistance f3 experienced by the second component (12) at the second position satisfy: 10N≤|f3-f1|≤50N.

27. The motor according to claim 26, characterized in that, The housing (111) has a cylindrical structure, and the guide (114) includes a guide rod portion that is at least partially accommodated in the guide hole (121A). The inner diameter of the housing (111) is a first diameter d1, and the outer diameter of the guide rod portion is a second diameter d2. The first diameter d1 and the second diameter d2 satisfy: 0.175×d1<d2<0.4×d1.

28. The motor according to claim 27, characterized in that, The guide member (114) also includes a base portion disposed on the peripheral wall of the guide rod portion, and the base portion is fixed to the housing (111); The height of the chassis portion in the first direction is a first height h1, and the height of the guide rod portion in the first direction is a second height h2. The first height h1 and the second height h2 satisfy: 0.028×h2<h1<0.11×h2.

29. The motor according to claim 13, characterized in that, A sealing element is provided between the inner wall surface of the mounting hole (111A) and the outer peripheral surface of the mandrel (121). The sealing element is fixed to the housing (111), and the mandrel (121) is slidably fitted to the sealing element.

30. The motor according to claim 29, characterized in that, The sealing element includes an annular skeleton (141) and a sealing element body (142) disposed on the annular skeleton (141). The annular skeleton (141) is fixed to the housing (111), and the spindle (121) is slidably fitted to the sealing element body (142). The sealing body (142) includes a first sealing portion (1421) and a second sealing portion (1422); the radial dimension of the first sealing portion (1421) is smaller than the radial dimension of the second sealing portion (1422).

31. The motor according to claim 29, characterized in that, The sealing body (142) further includes a first elastic element (1423) and a second elastic element (1424); the first elastic element (1423) is disposed between the first sealing portion (1421) and the inner wall surface of the mounting hole (111A), and the second elastic element (1424) is disposed between the second sealing portion (1422) and the inner wall surface of the mounting hole (111A). The radial dimension of the first elastic element (1423) is greater than the radial dimension of the second elastic element (1424).

32. The motor according to claim 29, characterized in that, The sealing element includes an annular skeleton (141) and a sealing element body (142) disposed on the annular skeleton (141). The annular skeleton (141) is fixed to the housing (111), and the spindle (121) is slidably fitted to the sealing element body (142). The sealing body (142) includes a first sealing portion (1421); the first sealing portion (1421) applies a radial force to the mandrel (121) over a millimeter unit length in the circumferential direction as a first radial force, the first radial force being greater than or equal to 0.25 N / mm and less than or equal to 0.35 N / mm.

33. The motor according to claim 29, characterized in that, The sealing element includes an annular skeleton (141) and a sealing element body (142) disposed on the annular skeleton (141). The annular skeleton (141) is fixed to the housing (111), and the spindle (121) is slidably fitted to the sealing element body (142). The sealing body (142) includes a first sealing portion (1411) and a second sealing portion (1412); over a millimeter unit length in the circumferential direction of the mandrel (121), the radial force applied by the first sealing portion (1411) to the mandrel (121) is a first radial force, and the radial force applied by the second sealing portion (1412) to the mandrel (121) is a second radial force, wherein the second radial force is less than the first radial force.

34. The motor according to claim 33, characterized in that, The second radial force is greater than or equal to 0.1 N / mm and less than or equal to 0.2 N / mm.

35. The motor according to any one of claims 1-34, characterized in that, The first component (11) is rotatable relative to the second component (12) in a second direction between a first circumferential position and a second circumferential position; Wherein, the second direction is perpendicular to the first direction, and the central angle α between the first circumferential position and the second circumferential position is greater than or equal to 0° and less than or equal to 28°.

36. The motor according to claim 35, characterized in that, The central angle α is greater than or equal to 4° and less than or equal to 24°, or the central angle α is greater than or equal to 4° and less than or equal to 26.5°.

37. A suspension assembly, characterized in that, The device includes a motor, a tower top assembly (2), and a spring (3) as described in any one of claims 1-36, wherein the tower top assembly (2) is disposed on one of a first assembly (11) and a second assembly (12) of the motor, and the tower top assembly (2) is adapted to connect to a vehicle body (10), and the spring (3) is disposed between the tower top assembly (2) and the other of the first assembly (11) and the second assembly (12), and the other of the first assembly (11) and the second assembly (12) is adapted to connect to a wheel (20).

38. A vehicle, characterized in that, It includes the motor as described in any one of claims 1-36, or the suspension assembly as described in claim 37.

Images