Axial magnetic flux motor and electric vehicle comprising same

Abstract

The present invention relates to an axial flux motor and an electric vehicle comprising same, more particularly, to an electric vehicle technology that improves stability and cornering when in motion by integrating a planetary gear in the center of an axial flux motor to result in driving that is highly efficient, and by using the gyroscope effect gained due to the placement of the motor parallel to the ground on which the electric vehicle travels. The electric vehicle according to the present invention is provided with axial magnetic flux motors independently installed on respective wheels of the electric vehicle and a control unit of the electric vehicle can set the rotational direction of each motor.

Description

Axial flux motor and electric vehicle including the same

[0001] The present invention relates to an axial flux motor and an electric vehicle including the same, and more specifically, to an electric vehicle driving technology that realizes high-efficiency driving with high density by integrating a planetary gear at the center inside the axial flux motor, and improves driving stability and cornering performance by utilizing the gyroscope effect by arranging the motor parallel to the ground on which the electric vehicle is driven.

[0002] Recently, active technological development is underway for axial flux motors as next-generation motors responsible for powering E-mobility, such as electric vehicles.

[0003] The driving principle of conventionally used radial motors is a method in which radial flux is generated in the stator to drive the rotor. Radial flux is generated perpendicular to the shaft, which is the central axis of the rotor, and rotates by reacting with the permanent magnets in the rotor.

[0004] However, unlike radial flux motors, axial flux motors operate on the principle that the rotor responds by generating magnetic flux in a direction parallel to the rotor shaft, rather than perpendicular to it. In an axial flux motor, the magnetic flux formed by the stator coils is generated parallel to the shaft, creating an electromagnetic force on the parallel-arranged rotor (permanent magnet), causing the rotor to rotate.

[0005] As such, axial flux motors have a structure in which the rotor (permanent magnet) is positioned axially alongside the stator; because the distance from the axis of rotation to the rotor is long, they can generate high output torque. Furthermore, since the main components are configured axially, miniaturization is possible, resulting in a high power density relative to size.

[0006] However, the conventional method of simply combining an axial flux motor and a reduction gear in electric vehicles has the problem that it fails to resolve various limitations, such as the reduction of underbody space, the raising of the vehicle's center of gravity, and improper torque distribution.

[0007] The powertrains of electric vehicles, which follow the platforms of internal combustion engine cars, place a single motor near the engine compartment and drive multiple wheels using a differential; consequently, it is difficult to suppress roll and pitch during high-speed driving, reduce the turning radius during low-speed driving, minimize unsprung mass, and enable independent driving of all four wheels.

[0008] To solve these problems, adopting an in-wheel motor system for each tire facilitates independent four-wheel drive; however, since heavy motors and reduction gears are placed inside the wheels, the unsprung mass increases, leading to compromises in road-following performance, motor durability, and thermal management. Furthermore, it results in reduced productivity and increased manufacturing costs.

[0009] Furthermore, with the method of combining a separate reduction gear with an axial flux motor, it is difficult to utilize the thin structure and central cavity characteristic of disc-type axial motors, making it difficult to apply high-efficiency power transmission and gyroscope effects to driving stability.

[0010] To simultaneously solve these problems, it is necessary to develop technology for an electric vehicle motor that effectively incorporates a planetary reduction gear while maintaining the thin disc-shaped structure of the axial motor, and for a new concept electric vehicle drive system that combines the motor with wheel-specific gyro reaction control.

[0011] The technical problem that the present invention aims to solve is to enhance the driving stability and ride stability of an electric vehicle by maximizing the gyroscope effect through the provision of a horizontal axial motor with a planetary gear integrated at the center of the motor's interior, and by installing the motor for each wheel to control the motor's rotation direction differently in clockwise or counterclockwise directions. At the same time, the invention provides an electric vehicle capable of simultaneously ensuring stability and maneuverability in various driving situations by minimizing the increase in unsprung mass and lowering the center of gravity by placing a thin motor and related drive module at the very bottom of the vehicle.

[0012] The technical problems of the present invention are not limited to those mentioned above, and other unmentioned technical problems will be clearly understood by those skilled in the art from the description below.

[0013] The axial flux motor of the present invention for solving the above technical problem may include a motor housing, a motor shaft rotatable at the center of the motor housing, a disc-shaped fixed substrate coupled to the motor housing and having a stator coil installed thereon, a rotor disc coupled to the motor shaft and having a permanent magnet or electromagnet installed thereon that generates an electromagnetic force for the rotation of the motor shaft through electromagnetic interaction with the stator coil, and a planetary reduction gear installed in a cavity including the rotation axis of the motor shaft to reduce the rotation of the motor shaft.

[0014] In some embodiments of the present invention, the fixed substrate and the rotor disc are arranged side by side with a gap of air and shared in the shape of a disc around the rotation axis of the motor, and the stator coil and the permanent magnet or the electromagnet may each face each other.

[0015] In some embodiments of the present invention, the fixed substrate may have stator coils formed on both sides and two rotor discs facing each stator coil.

[0016] In some embodiments of the present invention, the motor shaft has a cylindrical shape with one side open, a central column is formed on the rotation axis so that the central column is coupled to the planetary reduction gear, and the outer surface of the side can be coupled to the rotor disc.

[0017] In some embodiments of the present invention, the planetary reduction gear may include a sun gear coupled to the central column, a ring gear that outputs a reduced rotation, and a planetary gear connecting the sun gear and the ring gear.

[0018] In some embodiments of the present invention, a motor bearing may be included between the motor housing and the motor shaft.

[0019] The electric vehicle of the present invention for solving the above technical problem may include the axial flux motor.

[0020] In some embodiments of the present invention, the axial flux motor may be installed on the vehicle body parallel to the ground on which the electric vehicle travels.

[0021] In some embodiments of the present invention, the axial flux motors are installed independently for each wheel of the electric vehicle, so that the rotational direction can be set for each.

[0022] In some embodiments of the present invention, the axial flux motor can drive two wheels positioned on the left and right sides of the electric vehicle through a differential gear.

[0023] In some embodiments of the present invention, the first gear and the second gear change the rotation axis at an angle different from the rotation axis and direction of the axial flux motor, and a shaft transmits the output power.

[0024] In some embodiments of the present invention, the first gear and the second gear may be formed on the upper part of the axial flux motor.

[0025] In some embodiments of the present invention, the size or mass of the rotor disc and the stationary substrate may differ so that the axial flux motor has a different moment of inertia for each wheel of the electric vehicle.

[0026] In some embodiments of the present invention, the moment of inertia of the first motor or the second motor driving the front wheel of the electric vehicle and the moment of inertia of the third motor or the fourth motor driving the rear wheel may be different.

[0027] In some embodiments of the present invention, the axial flux motor may be formed in the lower frame of an electric vehicle with a low-profile structure having a low height between the bottom surface and the ground.

[0028] In some embodiments of the present invention, the electric vehicle may include an inverter that drives an axial flux motor and a control unit that controls the inverter.

[0029] In some embodiments of the present invention, the electric vehicle comprises a first motor driving a left front wheel, a second motor driving a right front wheel, a third motor driving a left rear wheel, and a fourth motor driving a right rear wheel, and the control unit rotates the first motor and the fourth motor in a first direction and rotates the second motor and the third motor in a second direction, and the first direction and the second direction may be opposite to each other.

[0030] In some embodiments of the present invention, the electric vehicle is equipped with a first motor that drives a left front wheel and a right front wheel, a third motor that drives a left rear wheel, and a fourth motor that drives a right rear wheel, and the control unit can rotate the third motor and the fourth motor in opposite directions.

[0031] In some embodiments of the present invention, the electric vehicle is equipped with a first motor that drives the left front wheel and the right front wheel and a third motor that drives the left rear wheel and the right rear wheel, and the control unit can rotate the first motor and the third motor in opposite directions.

[0032] In some embodiments of the present invention, the control unit can set the rotational direction of the axial motor to suit the driving path.

[0033] In some embodiments of the present invention, the electric vehicle includes a wireless communication unit, and the control unit can receive information on a driving path from the wireless communication unit and set the rotational direction of the axial motor.

[0034] The electric bike of the present invention for solving the above technical problem may include the axial magnetic flux motor.

[0035] In some embodiments of the present invention, the axial flux motor may be installed parallel to the ground on which the electric bike travels.

[0036] In some embodiments of the present invention, a gear portion that transmits power to a wheel may be formed on the upper part of the axial flux motor.

[0037] In some embodiments of the present invention, the axial flux motor may be installed at a position lower than the battery module.

[0038] As described above, the axial flux motor according to the present invention and the electric vehicle including it are configured such that by placing the axial flux motor, which incorporates a planetary reduction gear in a disc structure, as a module near the vehicle's lower frame rather than inside the wheel hub, the excessive increase in unsprung mass commonly associated with in-wheel motor systems is resolved, thereby improving road surface tracking, ride comfort, and steering stability, and offering advantages in terms of durability and thermal management.

[0039] The volume of the drive system can be reduced by implementing an axial flux motor in an ultra-thin disc structure. By positioning the motor close to the ground, mass is concentrated on the vehicle floor, thereby lowering the center of gravity and improving efficiency in driving stability, interior space utilization, and battery mounting structure.

[0040] By driving motors independently for each wheel and setting the rotation direction of the motor for each wheel to clockwise (CW) or counterclockwise (CCW) to generate gyro torque, shaking caused by roll, pitch, and yaw of the vehicle body can be reduced.

[0041] By integrating the planetary reduction gear into the axial flux motor, a separate differential can be eliminated or reduced, and the length of the shaft for power transmission can be shortened.

[0042] Since the motor, which incorporates wheels and a reduction gear, is formed as an integrated module and mounted on the vehicle body, it can be easily expanded and applied to various vehicle models, and also improves the productivity of the manufacturing process and the convenience of maintenance during vehicle maintenance after sale.

[0043] In addition, productivity and maintenance efficiency can be increased by sharing thermal management (cooling and lubrication lines) with an under-battery platform such as Cell-to-Body (CTC).

[0044] As such, the present invention can realize a next-generation electric vehicle powertrain that provides improved space efficiency, driving stability, comfortable ride quality, and easy maintenance by overcoming the limitations of conventional radial motor-based electric vehicles through the combination of an ultra-thin axial flux motor with an integrated planetary reduction gear and gyro rotational arrangement control.

[0045] FIG. 1 is a drawing showing an axial magnetic flux motor according to an embodiment of the present invention.

[0046] FIG. 2 is a perspective view of a rotor disc and a fixed substrate according to FIG. 1.

[0047] Fig. 3 is a perspective view of a planetary reduction gear according to Fig. 1.

[0048] FIG. 4 is a diagram showing the arrangement of an axial flux motor according to an embodiment of the present invention.

[0049] FIG. 5 is a diagram showing the arrangement of an axial flux motor according to another embodiment of the present invention.

[0050] Figure 6 is an enlarged view of part 'A' of Figure 5 showing the differential gear.

[0051] FIG. 7 is a diagram showing the arrangement of an axial flux motor of an electric vehicle according to a first embodiment of the present invention.

[0052] Figure 8 is a plan view according to Figure 7.

[0053] FIG. 9 is a diagram showing the arrangement of an axial magnetic flux motor of an electric vehicle according to a second embodiment of the present invention.

[0054] Figure 10 is a plan view according to Figure 9.

[0055] FIG. 11 is a diagram showing the arrangement of an axial flux motor of an electric vehicle according to a third embodiment of the present invention.

[0056] Fig. 12 is a plan view according to Fig. 11.

[0057] FIG. 13 is a diagram showing the arrangement of an axial flux motor of an electric vehicle according to a fourth embodiment of the present invention.

[0058] Fig. 14 is a plan view according to Fig. 13.

[0059] FIG. 15 is a diagram showing the arrangement of axial magnetic flux motors of an electric bike according to an embodiment of the present invention.

[0060] FIG. 16 is a table showing the moment of inertia according to the wheel rotation speed of an electric vehicle according to an embodiment of the present invention.

[0061] FIG. 17 is a table showing the cost function of an electric vehicle according to the first embodiment of the present invention.

[0062] FIG. 18 is a system block diagram of an electric vehicle according to a first embodiment of the present invention.

[0063] The advantages and features of the present invention and the methods for achieving them will become clear by referring to the embodiments described below in detail together with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below but may be implemented in various different forms. These embodiments are provided merely to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the invention, and the present invention is defined only by the scope of the claims. Throughout the specification, the same reference numerals refer to the same components.

[0064] "And / or" includes each of the mentioned items and all combinations of one or more.

[0065] The terms used herein are for describing embodiments and are not intended to limit the invention. In this specification, the singular form includes the plural form unless specifically stated otherwise in the text. As used herein, "comprising" and / or "comprising" does not exclude the presence or addition of one or more other components, steps, actions, and / or elements to the mentioned components, steps, actions, and / or elements.

[0066] Furthermore, throughout the specification, when a part is described as being "connected" to another part, this includes not only cases where they are "directly connected," but also cases where they are "indirectly" or "electrically connected" with other members or elements in between.

[0067] Additionally, throughout the specification, the description that each layer (film), region, pattern, or structure is formed "on" or "under" the substrate, each layer (film), region, pad, or pattern includes both direct formation and formation through another layer. The criteria for "on" or "under" each layer are described based on the drawings.

[0068] Furthermore, expressions such as 'first, second,' etc., are used solely to distinguish multiple compositions and do not limit the order or other characteristics between the compositions.

[0069] Furthermore, the flowcharts illustrated in the drawings are merely illustrative steps to obtain the most desirable results in carrying out the present invention, and it is obvious that other steps may be added or some steps may be deleted.

[0070] Unless otherwise defined, all terms used in this specification (including technical and scientific terms) may be used in a meaning commonly understood by those skilled in the art to which the present invention pertains. Additionally, terms defined in commonly used dictionaries are not to be interpreted ideally or excessively unless explicitly and specifically defined otherwise.

[0071] An axial flux motor according to the present invention and an electric vehicle including the same will be described with reference to the drawings.

[0072] FIG. 1 is a drawing showing an axial flux motor according to an embodiment of the present invention, and FIG. 2 is a perspective view of a rotor disc and a fixed substrate according to FIG. 1.

[0073] FIG. 3 is a perspective view of a planetary reduction gear according to FIG. 1, where (a) is a cross-sectional view connected to a motor shaft and (b) is a perspective view with the motor shaft excluded.

[0074] Referring to FIGS. 1 to 3, an axial flux motor (10) according to the present invention may include a motor housing (101), a motor shaft (200) rotatable at the center of the motor housing (101), a disc-shaped fixed substrate (103) coupled to the motor housing (101) and having a stator coil (130) installed thereon, a rotor disc (203, 204) coupled to the motor shaft (200) and having a permanent magnet (240) or an electromagnet installed thereon that generates an electromagnetic force for the rotation of the motor shaft (200) through electromagnetic interaction with the stator coil (130), and a planetary reduction gear (260) installed in a cavity including the rotation axis of the motor shaft (200) to reduce the rotation of the motor shaft (200).

[0075] A power input terminal (not shown) for supplying current for motor driving to the stator coil (130) may be formed in the motor housing (101).

[0076] The fixed substrate (103) and the rotor discs (203, 204) are arranged side by side with a gap of air, in the shape of discs that share the center of the motor's rotation axis, and the stator coil (130) and the permanent magnet (240) or the electromagnet may be formed facing each other.

[0077] The fixed substrate (103) may be formed as a multilayer substrate and may include a coil formed in a pattern of copper foil.

[0078] The fixed substrate (103) can have its outer periphery fixed to the motor housing (101).

[0079] The rotor disc (203, 204) has an inner circumference fixed to the rotor support (207), and the rotor support (207) is fixed to the motor shaft (200), so the motor shaft (200) can be rotated.

[0080] At this time, a fixed substrate (103) is placed in the center, and a first rotor disc (203) is placed on one side of the fixed substrate (103) at a distance of an air gap, and a second rotor disc (204) is placed on the other side at a distance of an air gap, so that the magnetic flux formed in the fixed substrate (103) can be transmitted to the two rotor discs (203, 204).

[0081] When the rotor disc (203, 204) rotates due to the force of the electromagnetic force induced in the permanent magnet (240) in response to the magnetic flux formed by the stator coil (130) of the fixed substrate (103), the motor shaft (200) rotates and the motor can be driven.

[0082] Referring to FIG. 1 and FIG. 2, the fixed substrate (103) according to an embodiment of the present invention may be formed in a multilayer structure of two or more layers to increase the length and strength of the stator coil (130) formed as a copper foil pattern on the substrate. The stator coil (130) may be formed on both the upper and lower surfaces of the fixed substrate (103) to radiate magnetic flux in both directions.

[0083] Through an input terminal installed in the motor housing (101), a phase control current can be input to the fixed substrate (103) and supplied to the stator coil (130). The phase control current can be supplied from an inverter (911 to 914) to be described later.

[0084] The stator coil (130) can generate an electromagnetic force on the permanent magnet (240) installed oppositely by forming an axial magnetic flux with a plurality of input phase control currents.

[0085] The stator coil (130) of the fixed substrate (103) can be formed in a pattern that encloses a predetermined area. The predetermined area of ​​the fixed substrate (103) acts as the stator core of the stator coil (130), thereby generating magnetic flux in the vertical direction of the fixed substrate (103), that is, in a direction parallel to the motor rotation axis.

[0086] The magnetic flux generated in the stator coil (130) can induce an electromagnetic force in a permanent magnet (240) installed opposite a certain area inside the stator coil (130).

[0087] The rotor disc (203, 204) according to the embodiment can be formed of a metal material that can minimize power loss by reducing hysteresis loss and eddy current loss.

[0088] For example, it can be formed from silicon steel (electrical steel) or amorphous metal. Silicon steel is the most commonly used material as an alloy of iron (Fe) and silicon (Si), and amorphous metal has an amorphous structure, so hysteresis loss and eddy current loss are very low, which can satisfy high efficiency.

[0089] A cavity is formed penetrating the rotor discs (203, 204), and a permanent magnet (240) can be inserted and fixed into the cavity.

[0090] In an embodiment of the present invention, the permanent magnet (240) can be replaced with an electromagnet.

[0091] In this case, a metal piece may be formed at the permanent magnet location of the rotor disc (203, 204), and a magnetizing coil surrounding the metal piece may be formed. The magnetizing coil may magnetize the metal piece with power transmitted from the wireless power transmitting unit of the fixed substrate (103) to the wireless power receiving unit of the rotor disc (203, 204).

[0092] The above wireless power transmitter includes a transmitting coil, and the wireless power receiver may include a receiving coil facing the transmitting coil.

[0093] That is, a metal piece formed of a ferromagnetic material is installed on the rotor disc (203, 204), and the metal piece is converted into an electromagnet to replace the permanent magnet.

[0094] In this way, the use of rare earth metals can be eliminated by replacing the permanent magnet (240) used in the rotor with an electromagnet.

[0095] Referring to FIG. 1 and FIG. 3, the motor (10) according to the embodiment may incorporate a planetary reduction gear (260). The planetary reduction gear (260) is installed in a cavity containing the center, i.e., the rotation axis, inside the motor shaft (200) and integrated with the motor (10), thereby reducing the volume of the drive system of the electric vehicle and improving power transmission efficiency.

[0096] The planetary reduction gear (260) is structured such that multiple planetary gears (263) rotate around a sun gear (261) and mesh with a ring gear (265) formed on the outside of the planetary gears (263), thereby providing high torque transmission and reduction ratio while minimizing size, which can reduce power loss and increase efficiency.

[0097] The motor shaft (200) has the shape of a cylinder with one side open, and a central column (201) may be formed on the rotation axis on which the motor shaft (200) rotates. The central column (201) may be coupled with the sun gear (261) of the planetary reduction gear (260), and the outer surface of the motor shaft (200) may be coupled with the rotor discs (203, 204). The rotational force of the rotor discs (203, 204) may be output to the ring gear (265) by passing through the motor shaft (200), the sun gear (261), and the planetary gear (263) in sequence.

[0098] In this way, the planetary reduction gear (260) may include a sun gear (261) coupled to a central column (201) formed on the rotation axis of the motor shaft (200), a ring gear (265) that outputs reduced rotation, and a planetary gear (263) connecting the sun gear (261) and the ring gear (265). At this time, it may further include a planetary gear carrier (264), which is a structure that supports the planetary gears (263) and enables them to rotate.

[0099] In this way, the output torque of the motor can be increased by forming the planetary reduction gear (260) on the inner side of a concentric circle that shares the center of the fixed substrate (103) and the rotor discs (203, 204). The force that rotates an object is expressed as the product of the applied force (F) and the distance (L) from the point where the force (F) is applied to the axis of rotation, i.e., Torque = F * L. This is because the rotational drive of the motor is achieved by the electromagnetic force generated from the permanent magnet (240), so the driving torque of the motor increases as the distance from the motor shaft (200) to the permanent magnet (240) increases.

[0100] In addition, since the planetary reduction gear (260) is formed in a concentric structure with the rotation axis of the motor (10), the efficiency of the electric vehicle drive unit can be increased by minimizing the power transmission path of the motor (10).

[0101] By incorporating a planetary reduction gear (260) and simultaneously forming an ultra-thin structure with a stacked disc shape, the volume of the motor (10) can be reduced, and thus the size of the electric vehicle drive unit can be reduced.

[0102] Referring to FIG. 1, a motor bearing (250) may be installed between the motor housing (101) and the motor shaft (200) to ensure smooth rotation of the motor shaft (200).

[0103] Although the embodiment describes a case where there is one fixed substrate (103) and two rotor discs (203, 204) formed on both sides of the fixed substrate (103), the fixed substrate (103) may be formed in multiple numbers. Accordingly, the rotor discs (203, 204) formed on both sides of the fixed substrate (103) may also be formed in corresponding numbers, such as four, which is two times two. In this way, the motor drive unit is formed in multiple numbers, thereby doubling the output torque of the motor.

[0104] The above axial flux motor (10) can be transmitted to the wheels (600) of an electric vehicle through a drive unit that changes the direction of rotation and transmits power.

[0105] The above drive unit may include a first gear (410) and a second gear (420) that change the rotation axis at an angle different from the rotation axis and direction of the axial magnetic flux motor (10), and a shaft (430) that transmits the output power.

[0106] The first gear (410) and the second gear (420) are formed as bevel gears or hypoid gears and can transmit the rotation axis at a right angle or another angle.

[0107] To ensure smooth rotation of the shaft (430), a shaft bearing (433) may be installed between the motor housing (101) and the shaft (430).

[0108] The wheel (600) is connected to and supported by the suspension arm (310) and lower arm (320) and can receive rotational power through the CV joint (440).

[0109] The CV joint (440) connects the shaft (430) and the wheel axle (610) and can transmit power. The CV joint (Constant Velocity Joint, 440) is a component used in the drive shaft of a vehicle and can transmit power by connecting the drive shaft and the wheel. Because the rotation axis of the wheel is not constant, power can be transmitted smoothly and at a constant speed at various angles.

[0110] To ensure smooth rotation of the wheel axle (610), a wheel bearing (620) may be installed between the wheel axle (610) and the bearing body (330).

[0111] In an embodiment of the present invention, the motor (10) and the associated drive unit are installed on the vehicle body, so the mass of the wheel (600) can be reduced. By reducing the mass of the wheel (600) in this way, the unsprung mass can be reduced.

[0112] In addition, various problems that occur when a motor (10) is installed inside a wheel (600), such as heat generation of the motor (10), increased difficulty of the manufacturing process due to the complexity of the structure, and increased manufacturing costs, can be resolved.

[0113] In particular, a drive unit including a first gear (410) and a second gear (420) is formed on the upper part of the axial magnetic flux motor (10) so that the height of the installation position of the motor (10), that is, the distance from the motor (10) to the ground, is further reduced, thereby lowering the center of gravity.

[0114] FIG. 4 is a diagram showing the arrangement of an axial flux motor according to an embodiment of the present invention.

[0115] Referring to FIG. 4, it shows that the first motor (11) transmits power to the left front wheel (601) and the second motor (12) transmits power to the right front wheel (602). In this way, a motor (10) can be installed independently on each wheel.

[0116] At this time, the rotation directions of the independently installed first motor (11) and second motor (12) can be set differently. Even if the rotation directions are set differently, the direction of power transmission for moving the electric vehicle forward or backward can be maintained by operating the idler gear (not shown).

[0117] In this way, by setting the rotation directions of the first motor (11) and the second motor (12) differently, the gyro effect can be maximized to enhance the driving stability of the electric vehicle. The effect of enhancing driving stability through the gyro effect will be explained in detail in the first embodiment to be described later.

[0118] FIG. 5 is a diagram showing the arrangement of an axial flux motor according to another embodiment of the present invention, and FIG. 6 is an enlarged view of part 'A' of FIG. 5 showing a differential gear.

[0119] Referring to FIGS. 5 and FIGS. 6, it shows that the first motor (11) transmits power to both the left front wheel (601) and the right front wheel (602). That is, one motor can drive two wheels positioned on the left and right sides of the electric vehicle.

[0120] A differential gear (270) may be included to drive the two wheels arranged on the left and right sides in this manner. The differential gear (270) is located on the drive shaft of the vehicle so that the wheels can rotate at different speeds and operates to allow the wheels of the vehicle to rotate at different speeds when turning corners. Since the outer wheel must travel further than the inner wheel when the vehicle turns, it is made to rotate faster to increase driving stability and prevent damage to the drive shaft.

[0121] FIG. 18 is a system block diagram of an electric vehicle according to a first embodiment of the present invention.

[0122] Referring to FIG. 18, an electric vehicle according to the first embodiment may include inverters (911 to 914) that drive first to fourth motors (10 to 14) and a control unit (ECU, 900) that controls the inverters (911 to 914).

[0123] The control unit (900) may include a microcontroller and a memory, and may perform a control operation according to an embodiment of the present invention by a microcontroller that executes a program stored in the memory.

[0124] The control unit (900) can control the first inverter (911), the second inverter (912), the third inverter (913), and the fourth inverter (914), respectively. The first inverter (911) can drive the first motor (11), the second inverter (912) can drive the second motor (12), the third inverter (913) can drive the third motor (13), and the fourth inverter (914) can drive the fourth motor (14). The first motor (11) can drive the left front wheel (601), the second motor (12) can drive the right front wheel (602), the third motor (13) can drive the left rear wheel (603), and the fourth motor (14) can drive the right rear wheel (604).

[0125] In this way, the control unit (900) can independently control the rotation direction for each wheel of the electric vehicle.

[0126] FIG. 7 is a diagram showing the arrangement of an axial flux motor of an electric vehicle according to a first embodiment of the present invention, and FIG. 8 is a plan view according to FIG. 7.

[0127] Referring to FIGS. 7 and FIGS. 8, an electric vehicle according to the first embodiment of the present invention is equipped with a first motor (11) that drives the left front wheel (601), a second motor (12) that drives the right front wheel (602), a third motor (13) that drives the left rear wheel (603), and a fourth motor (14) that drives the right rear wheel (604), and the first inverter (911) to the fourth inverter (914) can drive the first motor (11) to the fourth motor (14) to rotate in a clockwise (CW) or counterclockwise (CCW) direction, respectively.

[0128] The control unit (ECU, 900) can control the first inverter (911) to the fourth inverter (914) so ​​that the speed and direction of the motors (11 to 14) are changed.

[0129] At the same time, the control unit (ECU, 900) can communicate with the wireless communication unit (930) to receive environmental information of the road to be driven on.

[0130] The above control unit (900) can set the rotation direction of the axial motor differently to suit the driving path. It can set the rotation direction suitable for the driving path by checking in advance whether the driving path is a high-speed road capable of high-speed driving or a mountain road with many turns.

[0131] For example, in sections with many turns, the rotation direction of the motor driving the front wheels and the motor driving the rear wheels can be set opposite to suppress body yaw, and in sections with many high-speed driving sections, the rotation direction of all motors can be aligned to prioritize driving efficiency.

[0132] In addition, the control unit (900) can receive changes in the road environment to be driven in real time from the wireless communication unit (930) and reflect them in setting the rotation direction of the motor.

[0133] An electric vehicle according to the first embodiment is equipped with a first motor (11), a second motor (12) that drives the right front wheel (602), a third motor (13) that drives the left rear wheel (603), and a fourth motor (14) that drives the right rear wheel (604). The control unit (900) rotates the first motor (11) and the fourth motor (14) in a first direction and rotates the second motor (12) and the third motor (13) in a second direction, and the first direction and the second direction may be opposite to each other. In the embodiment, the first direction may be counterclockwise (CCW) and the second direction may be clockwise (CW).

[0134] In this way, by rotating the motors (11 to 14) in a clockwise (CW) or counterclockwise (CCW) direction, the gyroscope effect is maximized to generate gyro torque, thereby reducing shaking such as roll, pitch, and yaw during vehicle operation.

[0135] The moment of inertia of the motor (10) according to the embodiment is calculated as follows.

[0136] The gyroscope effect (angular momentum L) is calculated and the shaking suppression effect is verified by taking as an example the case where the motor (10) is formed with a pair (2) of rotor discs (203, 204) having a diameter of 42 cm and a thickness of 0.67 cm and is driven at 10,000 rpm (rotational speed).

[0137] Assuming that one rotor disc according to the embodiment has a diameter of 42 cm, a radius of 21 cm, a thickness t = 0.67 cm, and is made of homogeneous steel (density: 7,850 kg / m³), the volume of the rotor disc is approximately 0.000928 m³ and the mass of the rotor disc is approximately 7.28 kg.

[0138] In this case, the rotor disc has actual holes or slots but is filled with permanent magnets, so it is assumed to be a disc model simply filled with steel.

[0139] When the axis of rotation is perpendicular to the plane of the disc, the moment of inertia Id of a single rotor disc is calculated as Id = 1 / 2 * m * R 2 Therefore, Id is 0.1606 kg · m 2 am.

[0140] Since one motor consists of two rotor discs, the motor's moment of inertia is,

[0141] Im = 2 * Id = 2 * 0.1606 = 0.3212 kg m 2 am.

[0142] Since four motors are provided in the first embodiment, the total moment of inertia is,

[0143] Itotal = 4 * 2 * Id = 4 * 2 * 0.1606 = 1.285 kg m 2 It becomes.

[0144] When the rotational speed reaches 10,000 rpm, if the angular momentum L is calculated,

[0145] L = Itotal × w = 1,345.2 kg m 2 / s is.

[0146] At this time, since angular velocity (w) = 2 * π * (revolutions / second), w = 2 * π * 166.7 = 1047.2 (radians / second).

[0147] Angular momentum L is kg · m 2 It is expressed in units of / s or N ms, and unlike general torque (N m), it includes the dimension of time (Sec).

[0148] Therefore, L ≈ 1,345 kg · m 2 The value / s means that a very large gyro reaction torque is generated when attempting to change the axial direction.

[0149] This demonstrates that it acts as a powerful stabilization factor by generating hundreds of Nm of gyro torque for each wheel, suppressing the oscillation of electric vehicles.

[0150] (For example, if a rotational change of 1 rad / s is applied in the axial direction, a gyro torque of τ ≈ L · 1 = 1, 345 N m can be generated.)

[0151] By utilizing such gyro torque, roll is reduced during driving, and maneuverability is enhanced by shrinking the turning radius. Additionally, when responding to uneven surfaces (road shocks), the motor and drive unit can be placed within the vehicle frame without increasing unsprung mass, thereby improving ride comfort.

[0152] Approximately 1,345 kg · m 2 By using angular momentum of / s (= approximately 1,345 N·m·s) for wheel-by-wheel control, stability during driving is significantly improved. In particular, the perceived effect can be maximized in Level 4 to 5 autonomous vehicles where the driver can perform other tasks without operating the vehicle.

[0153] The axial flux motor (10) according to the present invention may have different sizes or masses of rotor discs and fixed substrates so that they have different moments of inertia for each wheel.

[0154] For example, the moment of inertia of the first motor (11) and the second motor (12) driving the front wheels may be small and the moment of inertia of the third motor (13) and the fourth motor (14) driving the rear wheels may be large, in accordance with design conditions such as the driving purpose of the electric vehicle or the mass distribution of the vehicle body. In this case, the size or mass of the rotor disc and the fixed plate of the third motor (13) and the fourth motor (14) may be larger than the size or mass of the rotor disc and the fixed plate of the first motor (11) and the second motor (12).

[0155] FIG. 16 is a table showing the moment of inertia according to the wheel rotation speed of an electric vehicle according to an embodiment of the present invention. The wheel rotation speed is in rpm, the angular velocity (w) is in rad / s, and the moment of inertia (L) is in kg·m 2 It is represented as / s.

[0156] Referring to FIG. 16, the gyroscopic effect (L) in the low speed range (1,000–5,000 rpm) is 100–700 kg·m 2 It operates within the / s range, so while the effect of suppressing roll pitch is relatively small, it can provide significant assistance in reducing the minimum turning radius or correcting oscillation at low speeds.

[0157] In the medium speed range (5,000 to 10,000 rpm), the gyro effect (L) acts at a level of several hundred Nm to 1,000 Nm, which can play a role in reliably stabilizing the vehicle roll pitch.

[0158] The gyroscopic effect (L) in the high-speed range (10,000–15,000 rpm) is 1,345–2,019 kg·m 2 It operates within the / s range, significantly amplifying the gyroscope effect, which can be of great help for high-speed lane changes, emergency avoidance, etc.

[0159] FIG. 17 is a table showing the cost function of an electric vehicle according to the first embodiment of the present invention.

[0160] Referring to Fig. 17, the four motor rotation directions are indicated by signs + and - and arranged in 16 different cases. The example shows a cost function calculated by simulating roll, pitch, and vertical vibration, where a smaller cost function value indicates better ride comfort and stability.

[0161] In the example, the cost function for each combination was calculated by applying the weighted sum method as shown in (Equation 1) below.

[0162] Cost = W R · |R| + Wp · |P| + W H · |H| ----- (Equation 1)

[0163] Here, R represents the vehicle's roll magnitude, P represents the pitch magnitude, H represents the heave magnitude, and W R , W P , W H is each weight (positive real number). (Equation 1) is just one example, and the cost function can also be defined using other formulas, such as the sum of squares (RMS) or the time integral form.

[0164] In Fig. 17, it can be seen that combination 7 (LF = +, RF = -, LR = -, RR = +), which has the smallest value, provides the best ride comfort and stability.

[0165] This is because the cost function value calculated by (Equation 1) is minimized in the 7th combination, and the vehicle's roll and pitch are significantly suppressed, which consequently improves ride comfort and driving stability.

[0166] As a result of these simulations, it was confirmed that when a pair of diagonally positioned motors are arranged in the (+) and (-) directions, they provide the largest average 'reaction,' or stabilization effect.

[0167] In particular, since motors rotating in opposite directions increase gyroscope reaction and reduce roll and pitch vibrations, it can be observed that the Cost value in (Equation 1) tends to decrease.

[0168] Accordingly, the control unit (900) of the electric vehicle according to the first embodiment rotates the first motor (11) and the fourth motor (14) in a first direction and rotates the second motor (12) and the third motor (13) in a second direction, and the first direction and the second direction may be opposite to each other. At this time, the first direction may be the + direction, i.e., counterclockwise (CCW), and the second direction may be the - direction, i.e., clockwise (CW).

[0169] With the arrangement of the motor (10) in this manner, the gyro drag generates a reaction torque of several hundred Nm, thereby suppressing vehicle body shaking and significantly improving driving safety and ride comfort. In addition, the result of the cost function (Equation 1) presented in FIG. 17 is also minimized at the optimal combination due to the influence of this gyro reaction torque, which indicates that the motor rotation direction control of the present invention contributes significantly to improving ride comfort.

[0170] As described above, it can be confirmed that the mirror-shaped axial motor arrangement (pairs of diagonally positioned motors arranged in opposite directions) and the integration of the planetary reduction gear according to the embodiment go beyond simple drivetrain innovation and can improve overall vehicle dynamics (roll pitch stability, minimum turning radius, emergency avoidance capability, etc.).

[0171] Referring to FIGS. 7 and FIGS. 8, the axial magnetic flux motor (10) of an electric vehicle according to the first embodiment of the present invention is installed on the vehicle body parallel to the ground on which the electric vehicle is traveling, thereby expanding the interior space of the electric vehicle.

[0172] In particular, the axial flux motor (10) according to the embodiment can be formed on a lower frame of a low-profile structure with a low height between the bottom surface of the electric vehicle and the ground.

[0173] There is a growing market demand for low-floor electric vehicles that minimize the height difference between the floor of the electric vehicle and the ground when passengers board and alight. The axial flux motor (10) according to the embodiment can be an optimal solution for enhancing the space utility of the low-floor electric vehicle.

[0174] Conventional low-floor electric vehicles have the disadvantage that the internal structure of the actual electric vehicle is complex due to the protrusion of the engine room formed in the lower frame and another step is formed inside the vehicle body, but the motor (10) according to the embodiment of the present invention can provide space to overcome these disadvantages.

[0175] It is a disc structure comprising a fixed substrate (103) and a rotor disc (203, 204) facing the fixed substrate (103), and integrating a planetary reduction gear at the center of the rotor disc, and is installed parallel to the floor surface on the lower frame of the body of an electric vehicle, thereby enabling a low-profile structure with a low height between the floor surface and the ground.

[0176] Therefore, by improving accessibility to the floor height when passengers board, it is possible to form an electric vehicle designed to reduce the number of steps and have only a single low step difference.

[0177] FIG. 9 is a diagram showing the arrangement of an axial flux motor of an electric vehicle according to a second embodiment of the present invention, and FIG. 10 is a plan view according to FIG. 9.

[0178] Referring to FIGS. 7 and FIGS. 8, an electric vehicle according to the second embodiment of the present invention is equipped with a first motor (11) that drives a left front wheel (601) and a right front wheel (602), a third motor (13) that drives a left rear wheel (603), and a fourth motor (14) that drives a right rear wheel (604), and a control unit (ECU, 900) can drive each motor (11, 12, 13) to rotate in a clockwise (CW) or counterclockwise (CCW) direction.

[0179] The above control unit (900) can set the rotation direction of the axial motor differently to suit the driving path, and can receive changes in the road environment to be driven in real time from the wireless communication unit (930) and reflect them in setting the rotation direction of the motor.

[0180] In this way, by causing the motors (11 to 14) to rotate clockwise (CW) or counterclockwise (CCW), the gyroscope effect is maximized to actively generate gyro torque, thereby reducing shaking such as roll, pitch, and yaw during vehicle operation.

[0181] The effect of the moment of inertia of the motor (10) in the second embodiment is the same as that described in the first embodiment except that the number of motors has been changed, so a detailed description is omitted.

[0182] The axial flux motor (10) of the second embodiment may have different sizes or masses of rotor discs and fixed substrates so that they have different moments of inertia for each wheel.

[0183] For example, the moment of inertia of the first motor (11) driving the front wheel can be set to be small, and the moment of inertia of the third motor (13) and the fourth motor (14) driving the rear wheel can be set to be large. In this case, the size or mass of the rotor disc and the fixed plate of the third motor (13) and the fourth motor (14) can be larger than the size or mass of the rotor disc and the fixed plate of the first motor (11).

[0184] Simulation results confirmed that when a pair of motors positioned facing each other are arranged in the (+) and (-) directions, they provide the largest average 'reaction,' or stabilization effect.

[0185] Accordingly, the control unit (900) of the electric vehicle according to the second embodiment rotates the third motor (13) in a first direction and rotates the fourth motor (14) in a second direction, and the first direction and the second direction may be opposite to each other. At this time, the first direction may be clockwise (CW) and the second direction may be counterclockwise (CCW).

[0186] With this motor arrangement, reaction torque is generated to suppress body sway, which can significantly improve driving safety and ride comfort.

[0187] FIG. 11 is a diagram showing the arrangement of an axial flux motor of an electric vehicle according to a third embodiment of the present invention, and FIG. 12 is a plan view according to FIG. 11.

[0188] Referring to FIG. 11 and FIG. 12, an electric vehicle according to the third embodiment of the present invention is equipped with a first motor (11) that drives a left front wheel (601) and a right front wheel (602), and a third motor (13) that drives a left rear wheel (603) and a right rear wheel (604), and a control unit (ECU, 900) can drive each motor (11, 13) to rotate clockwise (CW) or counterclockwise (CCW).

[0189] The above control unit (900) can set the rotation direction of the axial motor differently to suit the driving path, and can receive changes in the road environment to be driven in real time from the wireless communication unit (930) and reflect them in setting the rotation direction of the motor.

[0190] In this way, by causing the motor (11, 13) to rotate clockwise (CW) or counterclockwise (CCW), the gyroscope effect is maximized to actively generate gyro torque, thereby reducing shaking such as roll, pitch, and yaw during vehicle operation.

[0191] The effect of the moment of inertia of the motor (10) in the third embodiment is the same as that described in the first embodiment except that the number of motors has been changed, so a detailed description is omitted.

[0192] In the axial flux motor (10) according to the third embodiment, the size or mass of the rotor disc and the fixed substrate may differ so as to have different moments of inertia for each wheel.

[0193] For example, the moment of inertia of the first motor (11) driving the front wheel can be set to be small, and the moment of inertia of the third motor (13) driving the rear wheel can be set to be large. In this case, the size or mass of the rotor disc and fixed substrate of the third motor (13) can be larger than the size or mass of the rotor disc and fixed substrate of the first motor (11).

[0194] Simulation results confirmed that when a pair of motors positioned facing each other are arranged in the (+) and (-) directions, they provide the largest average 'reaction,' or stabilization effect.

[0195] Accordingly, the control unit (900) of the electric vehicle according to the third embodiment rotates the first motor (11) in a first direction and rotates the third motor (13) in a second direction, and the first direction and the second direction may be opposite to each other. At this time, the first direction may be clockwise (CW) and the second direction may be counterclockwise (CCW).

[0196] With this motor arrangement, reaction torque is generated to suppress body sway, which can significantly improve driving safety and ride comfort.

[0197] FIG. 13 is a diagram showing the arrangement of an axial flux motor of an electric vehicle according to a fourth embodiment of the present invention, and FIG. 14 is a plan view according to FIG. 13.

[0198] Referring to FIG. 13 and FIG. 14, an electric vehicle according to the fourth embodiment of the present invention is equipped with a first motor (11) that drives a left rear wheel (603) and a right rear wheel (604), and a control unit (ECU, 900) can drive the first motor (11) to rotate clockwise (CW) or counterclockwise (CCW).

[0199] In this way, by causing the first motor (11) to rotate clockwise (CW) or counterclockwise (CCW), gyro torque utilizing the gyroscope effect is generated, thereby reducing shaking such as roll, pitch, and yaw during vehicle operation.

[0200] The effect of the moment of inertia of the motor (10) in the fourth embodiment is the same as that described in the first embodiment except that the number of motors has been changed, so a detailed description is omitted.

[0201] FIG. 15 is a diagram showing the arrangement of axial magnetic flux motors of an electric bike according to an embodiment of the present invention.

[0202] An axial flux motor (10) according to the present invention may include a motor housing (101), a motor shaft (200) rotatable at the center of the motor housing (101), a disc-shaped fixed substrate (103) coupled to the motor housing (101) and having a stator coil (130) installed thereon, a rotor disc (203, 204) coupled to the motor shaft (200) and having a permanent magnet (240) installed thereon to generate an electromagnetic force for the rotation of the motor shaft (200) through electromagnetic interaction with the stator coil (130), and a planetary reduction gear (260) installed in a cavity including the rotation axis of the motor shaft (200) to reduce the rotation of the motor shaft (200).

[0203] Referring to FIG. 15, an electric bike according to an embodiment of the present invention includes the axial flux motor (10), and the axial flux motor (10) can be installed parallel to the ground on which it travels.

[0204] In the electric bike according to the embodiment, a first motor (11) that drives the rear wheel (608) through a shaft (430) is provided as an axial magnetic flux motor (10).

[0205] At this time, a gear section and a drive section that transmit power to the wheel are formed on the upper part of the first motor (11), so that the center of gravity of the electric bike can be lowered.

[0206] An electric bike according to an embodiment of the present invention can improve driving stability by lowering the center of gravity.

[0207] In addition, the first motor (11) is installed at a lower position than the battery module (700), so that the volume in which the battery module (700) of the electric bike is installed can be expanded.

[0208] Since the volume of the battery module (700) increases, the power supply of the battery module (700) increases, making it possible to travel a longer distance than a conventional electric bike.

[0209] As such, an electric bike equipped with an axial magnetic flux motor (10) according to the present invention has improved handling due to a low unsprung mass, and can achieve driving stability through the gyro effect by rotating the rotor disc inside the motor in a direction parallel to the ground, thereby mitigating the risk of rollover and slipping characteristic of two-wheeled vehicles.

[0210] A low center of gravity design can be achieved by maintaining a rear-wheel drive similar to that of a conventional electric bike, while placing an axial flux motor (10) in the form of an ultra-thin module at the bottom center of the body.

[0211] The effect of the moment of inertia of the motor (10) of the electric bike is as described above in the first embodiment of the electric vehicle, so a detailed explanation is omitted.

[0212] Although the present invention has been described above, those skilled in the art will recognize that the invention may be implemented in other forms while maintaining the technical concept and essential features of the invention.

[0213] The scope of the rights of the present invention shall be determined primarily by the patent claims; however, configurations directly derived from the descriptions in the patent claims, as well as all modifications or variations derived from configurations equivalent thereto, shall be interpreted as being included within the scope of the rights of the present invention.

Claims

1. Motor housing; A motor shaft rotatable at the center of the motor housing; A disc-shaped fixed substrate coupled to the above motor housing and having a stator coil installed thereon; A rotor disc coupled to the motor shaft and equipped with a permanent magnet or electromagnet that generates an electromagnetic force for the rotation of the motor shaft through electromagnetic interaction with the stator coil; and An axial magnetic flux motor comprising a planetary reduction gear installed in a cavity including the rotation axis of the motor shaft to reduce the rotation of the motor shaft.

2. In Paragraph 1, The above fixed substrate and rotor disc are arranged side by side with a gap of an air gap, sharing a disc shape centered on the rotation axis of the motor, and the stator coil and the permanent magnet or the electromagnet are each opposite each other in an axial magnetic flux motor.

3. In Paragraph 1, An axial flux motor having stator coils formed on both sides of the fixed substrate and two rotor discs facing each stator coil.

4. In Paragraph 1, The above motor shaft is in the shape of a cylinder with one side open, and an axial flux motor in which a central column is formed on the rotation axis, the central column is coupled to the planetary reduction gear, and the outer surface of the side is coupled to the rotor disc.

5. In Paragraph 4, The above planetary reduction gear is an axial flux motor comprising a sun gear coupled to the central column, a ring gear that outputs reduced rotation, and a planetary gear connecting the sun gear and the ring gear.

6. In Paragraph 1, An axial magnetic flux motor including a motor bearing between the motor housing and the motor shaft.

7. An electric vehicle comprising an axial flux motor according to claims 1 to 6.

8. In Paragraph 7, The above-described axial flux motor is an electric vehicle installed on the vehicle body parallel to the ground on which the electric vehicle travels.

9. In Paragraph 8, The above-mentioned axial flux motor is installed independently for each wheel of the electric vehicle, so that the rotation direction can be set for each.

10. In Paragraph 8, The above-described axial flux motor drives two wheels positioned on the left and right sides of the electric vehicle through a differential gear.

11. In Paragraph 8, An electric vehicle comprising a first gear and a second gear that change the rotation axis at an angle different from the rotation axis and direction of the above-mentioned axial flux motor, and a shaft that transmits output power.

12. In Paragraph 11, The above first gear and the above second gear are formed on the upper part of the axial flux motor of the electric vehicle.

13. In Paragraph 8, The above axial flux motor is an electric vehicle having different sizes or masses of rotor discs and fixed substrates so as to have different moments of inertia for each wheel of the electric vehicle.

14. In Paragraph 13, The moment of inertia of the first motor or second motor driving the front wheel of the above electric vehicle and the moment of inertia of the third motor or fourth motor driving the rear wheel are different electric vehicles.

15. In Paragraph 8, The above-described axial flux motor is formed in the lower frame of an electric vehicle with a low-profile structure having a low height between the bottom surface and the ground.

16. In Paragraph 7, The above electric vehicle is an electric vehicle comprising an inverter that drives an axial flux motor and a control unit that controls the inverter.

17. In Paragraph 16, The electric vehicle described above is equipped with a first motor driving the left front wheel, a second motor driving the right front wheel, a third motor driving the left rear wheel, and a fourth motor driving the right rear wheel, and the control unit rotates the first motor and the fourth motor in a first direction and rotates the second motor and the third motor in a second direction, wherein the first direction and the second direction are opposite to each other.

18. In Paragraph 16, The electric vehicle described above is equipped with a first motor that drives the left front wheel and the right front wheel, a third motor that drives the left rear wheel, and a fourth motor that drives the right rear wheel, and the control unit rotates the third motor and the fourth motor in opposite directions.

19. In Paragraph 16, The electric vehicle described above is equipped with a first motor that drives the left front wheel and the right front wheel, and a third motor that drives the left rear wheel and the right rear wheel, and the control unit rotates the first motor and the third motor in opposite directions.

20. In Paragraph 16, The above control unit sets the rotation direction of the axial motor to suit the driving path of an electric vehicle.

21. In Paragraph 20, The electric vehicle described above includes a wireless communication unit, and the control unit receives information on the driving path from the wireless communication unit and sets the rotation direction of the axial motor.

22. An electric bike comprising an axial flux motor according to claims 1 to 6.

23. In Paragraph 22, The above-described axial flux motor is an electric bike installed parallel to the ground on which the electric bike travels.

24. In Paragraph 23, An electric bike having a gear section formed on the upper part of the above-mentioned axial flux motor to transmit power to the wheel.

25. In Paragraph 22, The above-mentioned axial flux motor is an electric bike installed at a position lower than the battery module.

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