Electric vehicle
阅读说明:本技术 电动车辆 (Electric vehicle ) 是由 W·迈尔 J·格罗特 于 2019-03-12 设计创作,主要内容包括:本发明涉及一种具有电动机(18)的电动车辆(10),所述电动机具有:(a)第一电动机模块(38.1),所述第一电动机模块具有第一转子(42.1),所述第一转子具有第一转子轴(40.1),并且所述第一电动机模块的转子轴(40.1)具有第一轴耦合结构(46a);和(b)至少一个第二电动机模块(38.2),所述第二电动机模块具有第二转子(42.2),所述第二转子具有第二转子轴(40.2),并且所述第二电动机模块的第二转子轴(40.2)具有第二轴耦合结构(46b);和(c)旋转支承部(68),所述第一转子轴(40.1)借助所述旋转支承部支承,(d)其中,所述第一转子轴(40.1)和所述第二转子轴(40.1)借助这些轴耦合结构(46)形状锁合地彼此耦合。根据本发明设置,所述轴耦合结构(46)至少部分地被所述旋转支承部(68)包围。(The invention relates to an electric vehicle (10) having an electric motor (18) which has: (a) a first motor module (38.1) having a first rotor (42.1) with a first rotor shaft (40.1), and the rotor shaft (40.1) of the first motor module having a first shaft coupling structure (46 a); and (b) at least one second motor module (38.2) having a second rotor (42.2) with a second rotor shaft (40.2), and the second rotor shaft (40.2) of the second motor module having a second shaft coupling structure (46 b); and (c) a rotary bearing (68) by means of which the first rotor shaft (40.1) is supported, and (d) wherein the first rotor shaft (40.1) and the second rotor shaft (40.1) are coupled to one another in a form-fitting manner by means of the shaft coupling structures (46). According to the invention, the shaft coupling (46) is at least partially surrounded by the rotary bearing (68).)
1. An electric vehicle (10) having an electric motor (18) comprising:
(a) a first motor module (38.1),
-the first motor module has a first rotor (42.1) with a first rotor shaft (40.1), and
-the rotor shaft (40.1) of the first motor module has a first shaft coupling structure (46 a); and
(b) at least one second electric motor module (38.2),
-the second motor module has a second rotor (42.2) with a second rotor shaft (40.2), and
-the second rotor shaft (40.2) of the second motor module has a second shaft coupling structure (46 b); and
(c) a rotation bearing (68) by means of which the first rotor shaft (40.1) is supported,
(d) wherein the first rotor shaft (40.1) and the second rotor shaft (40.2) are coupled to each other in a form-locking manner by means of the shaft coupling structures (46),
it is characterized in that the preparation method is characterized in that,
(e) the shaft coupling structures (46) are at least partially surrounded by the rotary bearing (68).
2. The electric vehicle (10) of claim 1,
(a) each rotor of each motor module is supported by two rotary bearings, so that the motor modules can be operated independently of one another, and
(b) at least two electric motor modules (38.1, 38.2) are identical in construction.
3. Electric vehicle (10) according to any of the preceding claims, characterized in that at least two motor modules (38.1, 38.2) are permanent magnet excited synchronous motors.
4. Electric vehicle (10) according to any of the preceding claims,
-the rotary bearing (68) has a first rotary bearing (62a.1) with a first set of rolling bodies (64) arranged annularly, and
-the rotary bearing (68) has a second rotary bearing (62a.2) with a second set of rolling bodies (66) arranged annularly and offset from the first set of rolling bodies, and
-the shaft coupling structure (46) is at least partially surrounded by the first and second rotational bearings (62a.1, 62 a.2).
5. Electric vehicle (10) according to any of the preceding claims,
(a) the first shaft coupling structure (46a) has a projection (58) extending in an axial direction,
(b) the second shaft coupling structure (46b) has a retraction portion extending in the axial direction, such that the first shaft coupling structure (46a) and the second shaft coupling structure (46b) are along a contact surface (K) in the axial directioni) Are abutted against each other, and
(c) the contact surface (K)i) Forms an angle of at most 5 DEG with an angle measurement plane (E) containing the rotational axis (D) of the rotor (42).
6. Electric vehicle (10) according to any of the preceding claims,
(a) the electric motor (18) has a rotary encoder (76) with a rotary encoder coupling structure (80) having a projection (58) extending in an axial direction, and
(b) the rotary encoder (76) is connected in a form-fitting manner to a shaft coupling (46) of a motor module (38).
7. Electric vehicle (10) according to any of the preceding claims,
(a) the electric motor (18) has a brake (78) with a brake coupling structure (82) having a projection (58) extending in an axial direction, and
(b) the brake (78) is connected in a form-fitting manner to a shaft coupling (46) of a motor module (38) or to a shaft coupling of the rotary encoder (76).
8. Electric vehicle (10) according to any of the preceding claims,
the first rotor shaft (40.1) and the second rotor shaft (40.2) have cooling channels (84).
9. The electric vehicle (10) of claim 1,
the electric motor (18) is formed by a first motor module (38.1) and a second motor module (38.2),
(a) the first motor module has:
-a first rotor (42.1) having a first rotor shaft (40.1); and
-a rotary bearing (68) by means of which the first rotor shaft (40.1) is supported, and
-the first rotor shaft (40.1) of the first motor module has a first shaft coupling structure (46a),
(b) the second motor module having a second rotor (42.2) with a second rotor shaft (40.2) having a second shaft coupling structure (46b),
(c) wherein the first rotor shaft (40.1) and the second rotor shaft (40.2) are coupled to each other in a form-locking manner by means of the shaft coupling structure (46),
(d) wherein the shaft coupling structure (46) is at least partially surrounded by the rotation bearing (68) and
(e) the cooling channel extends through the first rotor (42.1) and the second rotor (42.2).
10. The electric vehicle (10) of claim 1,
(a) the rotor shaft (40) has:
-a central cooling channel extending in an axial direction;
-an input branch channel (110) extending radially outwards and connected with the central cooling channel; and
-a discharge branch channel (115) extending outwards and connected with the central cooling channel,
(b) the stator (116) has:
-a cooling fluid input (120) for inputting a cooling fluid (86), in particular a cooling liquid, to the input branch channel (110); and
-a cooling fluid discharge (118) for leading out cooling fluid (86) from the discharge branch channel (115).
11. Electric vehicle (10) according to claim 1 or 10, characterized in that the cooling fluid input (88) has:
-a first shaft seal (122) and a second shaft seal (124) forming a collar shaped passage (129); and
-an input line configured for inputting a cooling fluid (86) to the annular channel.
12. Electric vehicle (10) according to any of claims 1 to 11, characterized in that said first rotor (42.1) has:
(a) a magnet carrier (54);
(b) a plurality of permanent magnets (56) secured to the magnet carrier (54); and
(c) a bypass channel (94) extending in an axial direction through the magnet carrier (54) and connected with the central cooling channel.
13. The electric vehicle (10) according to any one of claims 1-12,
(a) the permanent magnet (56) is arranged radially outside the stator electromagnet (134), and
(b) the rotor shaft (40) has:
-a first sleeve section (104) extending in a first axial direction; and
-a second sleeve section (106) extending in a direction opposite to the first axial direction,
-wherein the sleeve sections (104, 106) are symmetrical to each other, and
(c) the sleeve sections (104, 106) contain cooling channels (84).
14. The electric vehicle (10) according to any one of claims 1-13,
(a) the sleeve sections (104, 106) are configured on the tubular component (102),
(b) the tubular member (102) is secured to a web (108),
(c) the web (108) has at least one radially outwardly extending connecting channel connecting the central cooling channel with the outer channels in the tubular member.
15. Electric vehicle (10) according to any of claims 1 to 14, characterized in that the stator (116) has a cooling nozzle (130) arranged for cooling the stator electromagnet (134).
16. The electric vehicle (10) according to any one of claims 1-15,
(a) the electric motor (18) is formed by a first motor module (38.1) and at least one second motor module (38.2),
(i) the first motor module has a first rotor (42.1) with a first rotor shaft (40.1) having a first shaft coupling (46a),
(ii) the second motor module having a second rotor (42.2) with a second rotor shaft (40.2), the second motor module having a second shaft coupling structure (46b) and a second cooling channel (84.2),
(b) the first rotor (42.1) and the second rotor (42.2) are coupled to one another in a form-locking manner by means of the shaft coupling (46), and
(c) the cooling channels (84.1, 48.2) are connected to one another.
17. The electric vehicle (10) of claim 16,
(a) the first motor module (38.1) has a first module housing (44.1) with a first housing coupling structure (70a.1),
(b) the second motor module (38.2) having a second module housing (44.2) with a second housing coupling structure (70b.2),
(c) the motor modules (38) are connected to one another in a form-fitting manner by means of their housing coupling structures (44), and
(d) the housing coupling structures (70) radially surround the first rotary bearing (62 a.1).
18. The electric vehicle (10) of claim 17,
(a) the first housing coupling structure (70) is at least partially formed by a first conical housing ring,
(b) the second housing coupling structure (70.2) is formed at least partially by a second conical housing ring, and
(c) the conical housing rings are connected by means of a coupling clip (72) which has an at least partially conical inner surface.
Technical Field
The invention relates to an electric vehicle having an electric motor in the form of a permanently excited synchronous motor, comprising: (a) a first motor module having a first rotor with a first rotor shaft, and the rotor shaft of the first motor module having a first shaft coupling structure; and (b) at least one second motor module having a second rotor with a second rotor shaft, and the second rotor shaft of the second motor module having a second shaft coupling structure; and (c) a rotary bearing by means of which the first rotor shaft is supported, wherein (d) the first rotor shaft and the second rotor shaft are coupled to one another in a form-fitting manner by means of these coupling structures. The invention also relates to an electric motor having the above-mentioned properties, which is designed in particular, but not necessarily, for an electric vehicle.
Furthermore, the present invention relates to an electric vehicle having an electric motor, the electric motor having: (a) a stator having a stator electromagnet; and (b) a rotor having permanent magnets.
In its most general form, the present invention relates to an electric vehicle having an electric motor, which may, but need not, be a permanent magnet excited synchronous motor, which may in particular be an asynchronous motor. In this case, the rotor may have permanent magnets, but this is not essential.
Background
Electric vehicles, in particular passenger vehicles, are increasingly used for people and goods transport. Mass production of electric vehicles has proven to be laborious when different engine powers are to be provided in a vehicle model.
Disclosure of Invention
The invention is based on the object of avoiding the disadvantages of the prior art.
The invention solves the problem by means of an electric vehicle of this type or an electric motor of this type, wherein the coupling structure is at least partially surrounded by the rotary bearing.
The advantage of the invention is that the electric motor can be constructed very compactly in this way. Thus, according to a preferred embodiment, the connection by means of the coupling structure on the housing and the rotor shaft does not lead to an additional axial extension of the structural length.
Furthermore, it is advantageous that such a coupling structure is generally relatively simple to manufacture. Thus, the motor can be made up of two, three, four, five or more motor modules. As in any modular form of construction, the modularity of the individual components generally results in more efficient manufacturing.
Preferably, the number of motor modules is less than twenty.
According to a preferred embodiment, each rotor of each motor module is supported by two rotary bearings, so that the motor modules can be operated independently of one another. In other words, the rotor of each motor module is also supported by means of the rotary bearing when the motor modules are not connected to each other.
Preferably, the rotary bearing is a rolling bearing.
Preferably, at least two of the motor modules are permanently excited synchronous motors. Advantageously, all motor modules are permanently excited synchronous motors.
Preferably, the at least two motor modules are rated at between 25 and 75 kilowatts.
Preferably, the shaft coupling structure is arranged at the same axial height as the rotation bearing.
The rotor shafts of the motor modules (in the assembled state) extend collinearly.
According to a preferred embodiment, the rotary bearing has a first rotary bearing with a first set of rolling bodies arranged in a ring and a second rotary bearing with a second set of rolling bodies arranged in a ring and offset from the first set of rolling bodies. In this case, the shaft coupling is preferably at least partially, particularly preferably completely, surrounded by the first and second rotary bearings. The first and/or second rotary bearing is for example a rolling bearing, in particular a ball bearing.
The advantage of this embodiment is that the coupling structure of each individual motor module is supported on both sides of at least one rolling bearing. In order to join the two motor modules together, only the two coupling structures of the respective motor module have to be connected to one another in a form-fitting manner.
Advantageously, in this arrangement, the outermost rotary bearings of the motor modules in each case adjoin one another. In this way a particularly compact electric motor is obtained. Due to the modularity possibility of the electric motor, the electric motor is well suited for use in vehicles, in particular passenger vehicles. However, the motor can also be applied in other vehicles and in other fields.
Preferably, the first shaft coupling has a coupling structure, in particular a projection, which extends in the axial direction. Preferably, the first shaft coupling structure thus has a projection extending in the axial direction. The second shaft coupling structure preferably has a retraction which likewise extends in the axial direction, so that the first shaft coupling structure and the second shaft coupling structure bear against one another in the axial direction along the contact surface. Advantageously, the contact surface forms an angle of at most 5 ° with an angle measurement plane containing the rotational axis of the rotor. In this way, axial forces which would otherwise occur when a torque is applied to the connection of the electric motor module are reduced.
It is possible for the projection and the retraction to be configured asymmetrically. In this case, the first contact surface, along which the projection and the retraction lie against one another, extends at a different angle to the angle measurement plane than the second contact surface. It is possible in particular that one of these angles is zero. In this case, no axial force is generated when the rotor rotates in the first direction. Conversely, when the rotor is rotated in the opposite direction, a large force is generated.
Preferably, the electric motor has at least one additional component having an additional component coupling structure with a projection extending in the axial direction, wherein the additional component is connected in a form-fitting manner with one of the coupling structures of the motor module. Since the additional member has the same coupling structure as the motor modules, it can be arbitrarily placed between the two motor modules as required. The additional component is for example a rotary encoder (Drehgeber).
In this case, the electric motor accordingly has a rotary encoder with a rotary encoder coupling which has a projection extending in the axial direction, wherein the rotary encoder is connected in a form-fitting manner with one of the coupling structures of the motor module. Since the rotary encoder has the same coupling structure as the motor modules, the rotary encoder can be arbitrarily placed between the two motor modules as required.
It should be noted that the rotor shafts of all motor modules preferably have a coupling structure which can be coupled to one another in a form-fitting manner.
Alternatively or additionally, the additional component is a brake. According to this embodiment, the electric motor has a brake with a brake coupling having a projection extending in the axial direction, wherein the brake is connected in a form-locking manner with a coupling of a motor module or a coupling of a rotary encoder.
Alternatively or additionally again, the additional component is a clutch.
A second aspect of the invention relates to an electric motor comprising a stator with stator electromagnets and a rotor with permanent magnets, wherein the rotor shaft has cooling channels. An electric vehicle with a corresponding electric motor is also according to the invention. In other words, an electric vehicle having an electric motor having: (a) a stator having a stator electromagnet; and (b) a rotor having permanent magnets, wherein (c) the first rotor shaft and the second rotor shaft have cooling channels. It is possible, but not necessary, that the electric vehicle has the features according to claim 1. The preferred embodiments mentioned above are also preferred embodiments of the invention mentioned in this paragraph. The preferred embodiments mentioned below relate to both inventions.
Advantageously, the electric motor is formed by a first electric motor module and a second electric motor module, wherein the electric motor modules have the above-described characteristics. The first rotor shaft and the second rotor shaft are coupled to one another in a form-fitting manner by means of a shaft coupling, wherein the cooling channel preferably extends through the first rotor and the second rotor. Furthermore, it is advantageous if these coupling structures are at least partially surrounded by the rotary bearing. In this way, an electric motor is obtained which is modular with a cooled rotor.
Advantageously, the rotor shaft has a central cooling channel extending in the axial direction, an inlet branch channel extending radially outward and connected to the central cooling channel, and also has an outlet branch channel extending outward and connected to the central cooling channel. In this way, the cooling fluid can be fed to the stator via the inlet branch channel. The stator preferably has a cooling fluid inlet for supplying a cooling fluid, in particular a cooling liquid, to the inlet branch channel and a cooling fluid outlet for discharging the cooling fluid from the outlet branch channel.
Particularly preferably, the cooling fluid inlet has a first shaft seal and a second shaft seal forming an annular channel. Preferably, the cooling fluid inlet also has an inlet line configured for conveying the cooling fluid to the annular channel. The annular channel is arranged to flow cooling fluid into the input branch channel. In other words, the input branch channel is disposed between the first shaft seal and the second shaft seal over an axial length along the longitudinal axis of the rotor.
Advantageously, the two motor modules are of identical construction. If there are more than two motor modules, it is preferred that most of the motor modules are of the same construction, and it is particularly advantageous that all of the motor modules are of the same construction. The feature of the motor module being structurally identical is to be understood in particular that the motor modules consist of at least 90% by weight of identical parts. In particular, the at least two electric motor modules are preferably identical, in particular completely identical, over at least 95 weight percent in the part required for the technical function. It is possible, but not necessary, that the motor modules differ in parts that are not relevant for their function, for example in colour or of course in the possible signs with serial numbers. It is particularly preferred that all motor modules are of identical construction.
Preferably, the electric motor of at least one of the motor modules has a magnet carrier and a plurality of permanent magnets fixed to the magnet carrier. Advantageously, the rotor has a bypass channel which extends at least also in the axial direction through the magnet carrier and is connected to the central cooling channel. In this way the magnet carrier can be cooled effectively.
Permanent magnets lose their magnetization above the curie temperature. Since electric motors, in particular such motors installed in electric vehicles, must also function properly in relatively warm environments and, furthermore, heating of the permanent magnets and the magnet carriers cannot be avoided, in particular due to eddy current losses, it must be ensured that the permanent magnets do not heat up too strongly. This is achieved up to now by detecting the temperature and switching off the respective electric motor when a predefined threshold temperature has been exceeded, which lies below the cooling temperature of the permanent magnet. This process, while still possible and preferred, is no longer necessary due to the cooling of the magnet carrier.
It is particularly advantageous if the permanent magnets are arranged radially outside the stator electromagnet. The motor may then be referred to as an outer rotor. It is particularly advantageous if the rotor shaft has a first sleeve section extending in a first axial direction and a second sleeve section extending in a direction opposite to the first axial direction, wherein the sleeve sections are preferably symmetrical to one another and preferably contain cooling channels. These cooling channels are preferably connected to a cooling channel, in particular a central cooling channel. By actively cooling the sleeve section, the electric motor can be operated with high continuous power.
The sleeve section is preferably formed on a tubular component which is fixed to a web (stem). The web preferably has radially outwardly extending connecting channels connecting the central cooling channel with the outer channels in the tubular member. This type of construction makes it relatively simple to manufacture the sleeve section with the passage.
It should be noted that here, as throughout the description, the presence of a feature determining an object is understood to mean in particular the presence of at least one of these objects. In the present case, this means that the web has at least one connecting channel extending radially outwards.
Advantageously, the stator has a cooling socket which is arranged for cooling the electromagnet. Most of the lost heat accumulates in the electromagnet. At the same time, electromagnets are generally less temperature sensitive than permanent magnets. It is thus possible to guide the cooling fluid in the cooling circuit and, after the cooler in the flow direction, first cool the permanent magnets, in particular the magnet carriers, and then the stator electromagnets. Alternatively, there may also be two cooling circuits, wherein one cooling circuit cools the permanent magnet and the second cooling circuit cools the electromagnet.
The electric motor is advantageously formed as described above from at least two electric motor modules, wherein the electric motors of the respective electric motor modules each have a cooling channel, wherein the two cooling channels are connected to one another such that a cooling fluid can flow from the first cooling channel into the second cooling channel.
Preferably, the first electric motor module has a first module housing with a first housing coupling structure, wherein the second electric motor module has a second module housing with a second housing coupling structure, wherein the electric motor modules are connected to one another by means of their housing coupling structures in a form-fitting manner. This forms a particularly simple form of motor module coupling.
The housing coupling structure is preferably connectable in an externally releasable manner. In other words, two coupled motor modules can be connected from the outside and released from each other, while the other motor modules do not have to be forcibly connected or released from each other.
It is particularly advantageous if the housing coupling structures are each formed at least in part by a conical housing ring. Advantageously, the motor module has a connector for connecting the housing coupling structures to one another in a form-fitting manner. The connector is preferably constructed in such a way that it can be fitted from the outside. In other words, the motor modules can be separated from each other only by loosening the connectors. The connector can be externally fitted.
The connectors are preferably clips, so that the housing coupling structures are connected to one another by means of the clips. The clamping band preferably has an at least partially conical inner surface, wherein the conical inner surface is usually designed in such a way that no line contact, but rather a surface contact, occurs between the housing ring on the one hand and the clamping band on the other hand.
Preferably, the first rotor shaft and the second rotor shaft and, if appropriate, further components of the electric motor that are coupled by means of the shaft coupling are coupled with an axial play. Axial length variations at the rotor due to manufacturing tolerances or thermally induced length variations during operation are compensated by defined axial clearances in the shaft coupling.
Drawings
The invention is explained in detail below with reference to the drawings. All the figures show the invention in one of the different motor construction types presenting the preferred embodiment of the invention, i.e. as a permanent magnet excited synchronous motor. However, other motor construction types may be used, such as asynchronous motors or brushless dc motors. Shown in the drawings are:
figure 1a an electric vehicle according to the invention with an electric motor according to the invention,
figure 1b is a rear view of an electric vehicle according to the invention,
fig. 1c is a perspective view of an electric vehicle according to a second embodiment, with two switching clutches and two driven axles,
fig. 1d is a perspective view of an electric vehicle according to a third embodiment, with two electric motors according to the invention, the rotors of which extend parallel to one another,
fig. 2a is a perspective view, to scale, of a motor module which is configured as an inner rotor and can be part of a motor according to the invention,
figure 2b is a perspective view of the rotor of the motor module according to figure 2a in the form of an inner rotor,
fig. 3a cross section of an electric motor according to the invention in the form of a rotor, which consists of two motor modules according to fig. 2a and 2b,
figure 3b is a detailed view of the motor module according to figure 3a,
fig. 4 shows a perspective view, to scale, of an electric motor according to the invention according to a fourth embodiment, which comprises three motor modules, in the sub-drawing of fig. 4a, and a partially exploded view of the electric motor according to the sub-drawing of fig. 4a in the sub-drawing of fig. 4b,
fig. 5 cross section of a motor module, which is a motor in the form of an inner rotor,
fig. 6a cross section of a motor module of a motor according to the invention or of a motor according to the invention, said motor module being an external rotor motor,
fig. 7 shows in sub-fig. 7a the rotor of the motor module according to fig. 6 in an isometric view, and in sub-fig. 7b the rotor shaft and the web of the rotor according to sub-fig. 7a,
fig. 8 shows a cross section of an electric motor according to the invention with two motor modules, which are designed as an external rotor motor,
fig. 9 shows in an isometric view in sub-fig. 9a cooling nozzle of an electric motor according to the invention, and fig. 9b shows a cross-section of a
Fig. 10 shows another embodiment of the motor module 38.
Detailed Description
Fig. 1a shows an
The
It can be seen that the motor axis of rotation D18Extending between one side of the battery cells 24.1, 24.3, 24.5, 24.7 and the other side of the battery cells 24.2, 24.4, 24.6, 24.8. Arranged at the motor rotation axis D18The mass m of the battery cells 24.1, 24.3, 24.5 and 24.7 on the rightrCorresponding to the motor rotation axis D18The mass m of the left-hand cell elements (i.e. in the present case the cell elements 24.2, 24.4, 24.6 and 24.8)1。
Two masses mr、m1Features which correspond to one another are understood in particular to mean that the two masses deviate from one another by at most 20%, preferably by at most 15%.
The
Fig. 1b shows the
In the embodiment shown in fig. 1a, the
Fig. 1c shows a perspective view without the body, to scale, of an
Fig. 1d shows a scaled-down perspective view of an electric vehicle according to the invention having two electric motors 18.1, 18.2, according to a further embodiment. Both motors 18.1, 18.2 consist of at least two modules, the respective axes of rotation of which extend parallel to each other.
However, this relates to parallelism in the technical sense, i.e. the two axles extend parallel to each other in the mathematical sense, although this may, but need not, be. The axes of rotation may in particular enclose an angle of less than 3 ° with one another, for example.
Fig. 2a shows a motor module 38 in the form of an inner rotor, which has a first rotor 42 (see fig. 2b) and a module housing 44. A first coupling structure 46a is formed on the
It can be seen that the shaft coupling structure 46 projects partially axially beyond the module housing 44 and is partially retracted behind the module housing 44.
Fig. 2b shows a
Fig. 2b also shows that the first coupling structure 46a has a projection 58.1 extending in the axial direction. In the assembled state, the projection 58.1 bears along the two contact surfaces K1, K2 against complementary coupling structures of adjacent motor modules. The contact surfaces K1, K2 form an angle between 0 ° and 1 ° with an angle measuring plane E in the present case. The angle measurement plane E is a plane that contains the rotational axis D of the
Furthermore, the
Fig. 3a shows a cross section of an embodiment of the
The first motor module 38.1 has a first rotary bearing 62a.1 and a second rotary bearing 62b.1 in the form of ball bearings. The second motor module 38.2 has a rotary bearing 62a.2 and a second rotary bearing 62 b.2. The first rotary bearing 62a.1 has a first set of rolling elements 64.1, 64.2, which are arranged in a ring. The second rotary bearing 62b.2 also has rolling bodies 66.1, 66.2 arranged along a second ring offset from the first ring. The two rotary bearings 62a.1 and 62b.2 form a
Fig. 3a shows that the coupling structure 46a.1 of the first motor module 38.1 extends below the rotary bearing 62b.2 of the second motor module 38.2. This forms a generally preferred embodiment, regardless of other features of the embodiments described herein. Furthermore, the coupling structure 46b.2 extends below the rotary bearing 62 a.1.
When in this description reference is made to an axial length, this then relates to a position along a schematically depicted x-axis, which extends in the direction of the rotation axis D. Therefore, the coupling structures 46a.1 and 46b.2 are arranged in particular at the same axial level as the rotary bearing 38.
Fig. 3b shows a detail of fig. 3 a. It can be seen that the module housing 44.1 has a first housing coupling structure 70a.1 forming a first conical housing ring. The second module housing 44.2 has a second housing coupling structure 70b.2 which likewise forms a second conical housing ring. The two housing coupling structures 70a.1, 70b.2 are connected in a form-fitting manner by means of a connector in the form of a coupling clip 72. The coupling clip 72 has a conical inner surface 74 which has a corresponding surface contact with the housing coupling structures 70a.1, 70b.2 and thus brings about a form-locking.
Fig. 3b also shows that the axial structural length L1 is less than twice the axial structural length L2 of the coupling section, in this case less than 1.5 times. The axial structural length L2 corresponds to the axial length of the shaft coupling. The axial structural length L3 of the coupling clip 72 is smaller than the axial structural length L2 by a certain amount.
The coupling clip 72 is configured such that it can be released and slipped on from the outside. The two electric motor modules 38.1, 38.2 can thus be connected in the following manner: the rotor shafts are first connected to one another by means of their respective shaft coupling structures. The housings are then connected to one another by means of a connector, here a connector clip 72. In order to release the connection between the two motor modules 38.1, 38.2, the coupling clip 72 must only be removed, and the rotor shafts can then be pulled axially away from one another.
Fig. 4a shows an electric motor according to the invention, which comprises three motor modules 38.1, 38.2 and 38.3 as well as a
Fig. 4b shows a partially exploded view of the
The
Fig. 5 shows a cross section of a motor module 38.1, which at the same time can be regarded as a separate electric motor. It can be seen that a cooling
At least one, preferably two,
Radially outside the
Fig. 6 shows a further embodiment of an electric motor module 38 according to the invention, which at the same time forms a separate embodiment of an electric motor according to the invention. Since the electric motor according to fig. 5 is an inner rotor, the electric motor 38 according to fig. 6 is an outer rotor in which the
The
The cooling
Fig. 7a shows an isometric view of the
Fig. 7b shows the
Fig. 8 shows a cross section of an
Fig. 9a shows a part of a
Fig. 9b shows a cross section of the
Fig. 10 shows a further embodiment of the motor module 38, in which the shaft coupling structure 46 is designed with multiple teeth.
List of reference numerals
10 electric vehicle
12 first axle
14 second axle
16 wheels
18 electric motor
20 differential mechanism
22 cell
24 cell unit
26 vehicle floor
28 vehicle body
30 driver's seat
32 co-pilot seat
34 bottom plate
36 passenger compartment
38 electric motor module
40 rotor shaft
42 rotor
44 module housing
46-axis coupling structure
48 casing ring
50 stator cover
52 stator carrier
54 magnet carrier
56 permanent magnet
58 projection
60 bearing seat surface
62 swivel bearing
64 rolling element
66 rolling elements
68 swivel support
70 casing coupling structure
72 coupling clamp
74 inner surface
76 rotary encoder
77 switching clutch
78 brake
79 coupling transmission device
80 rotary encoder coupling structure
81 clutch coupling structure
82 brake coupling structure
84 cooling channel
86 cooling fluid
88 cooling fluid input
90 sealing sleeve
92 partition wall
94 side channel
96 stator sheet group
98 stator cooling channels
100 winding head
102 tubular member
104 first sleeve section
106 second sleeve section
108 web
110 input branch channel
112 web channel
114 second web channel
115 discharge branch channel
116 stator
118 cooling fluid discharge
120 cooling fluid input
121 stator housing (composed of
122 first shaft seal
124 second shaft seal
126 screw
128 web annular channel
129 shaft annular channel
130 cooling connection pipe
132 inflow part
133 outflow part
134 stator electromagnet
Distance between A and B
D axis of rotation
D18Motor rotation axis
E angle measuring plane
i. j corner mark
KiContact surface
Axial construction length of L1 rotary bearing
Axial structural length of L2 shaft coupling structure
Axial structural length of L3 housing coupling structure
m1Left side battery quality
mrRight side battery mass
Central percentile of Q
Cuboid Q1 and Q2
S10Vehicle mass center of gravity
S18The motor is heavyHeart with heart-shaped
S22Center of mass of battery
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