RU2374090C1 - Vehicle electric drive - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to transport machine building. Device contains hollow rotor in the form of iron ring with mounting hardware to it of vehicle wheel, additionally iron ring of rotor is implemented in the form of two semi-bowls, each is in the content of side wall with choke for bearing and shouldered shell, located in rotor cavity stator, equidistant constant magnets, implemented as compound in the form of two annular sectors, which are located in shells of rotor's semi-bowls, dipole magnets, located circumferential the stator. Feeding on winding of dipole magnets is fed through introduced into device capacity regulator and reverse and commutators, managed from outlets of RS trigger, to inlets of which there are connected outlets of position sensors of constant magnet pole of rotor relative to poles of dipole magnets.

EFFECT: manufacturability increasing of structure.

11 cl, 2 dwg

Description

The invention relates to a transport mechanical engineering and allows to realize a motor - wheels mainly for light vehicles (TS). Known pulsed electric motor for mobile vehicles / See patent RU 2172261 / [1], containing a stator rigidly fixed on the axis in the form of a cylinder with two annular magnetic cores on which permanent magnets are equally spaced around the circumference. The stator is located inside the rotor cage, formed by two end disk walls, rigidly connected to the outer cylinder of the cage, to which the wheel rim is attached. The end disk walls of the rotor cage are movably (through bearings) mounted on the wheel suspension axis. Inside the outer cylinder of the rotor cage, transverse bipolar electromagnets are fixed, the windings of which are connected through the current collectors to the sectors of the distribution manifold, which performs the function of converting the direct current supplied to the electromagnet windings through the current collectors into pulsed. The torque in the prototype is provided by combining the axial lines of the permanent magnets with the axial lines of the sectors of the distribution manifold. The prototype provides high-speed conversion of DC energy into the rotation of the rotor with the wheel, however, its significant disadvantages are:

- low reliability of the rubbing contacts of the current collector, especially in wet and frosty weather;

- high complexity of manufacturing parts and assembly of the device as a whole.

The technical result of the invention is to increase the reliability of the vehicle electric drive by eliminating the rubbing contacts of the current collector and to increase the manufacturability of the structure.

To achieve a technical result, transverse bipolar electromagnets are placed around the stator circumference, and the permanent magnets are made integral and placed in a rotor cage formed by two half-cells, each consisting of a side wall with a cap and a flanged shell, each shell containing at least two equidistant magnetic sectors interlocking with the magnetic sectors of the other half when assembling the device. Bearings are placed under the half-plugs, due to which the rotor assembly is movably fixed on the bearing axis of the electric drive. Half-flanges are rigidly connected to each other and have through holes for installing spokes or wheel rims of the vehicle. In addition, in the zone of poles of bipolar electromagnets, position sensors of the poles of the permanent magnets of the rotor relative to the poles of the bipolar electromagnet are located near the phase of their complete overlap, which are connected to the RS inputs of the trigger, the outputs of which are connected to the inputs of the switches that control the supply of voltage to the windings of the bipolar electromagnets.

The structure of the motor wheel is shown in figure 1 (section along the axis of symmetry), figure 2 shows a diagram of a device for controlling the supply of supply voltage to the windings of bipolar stator electromagnets.

The device contains a bearing axis 1, on which the sidewalls 2 are rigidly fixed, pressed against the sleeve 3 by nuts 4. On the sidewalls 2 are placed the left 5l and right 5p half of the cores of the transverse bipolar electromagnets. Between the halves 5l and 5p of the core are placed the windings of 6 electromagnets, and the halves of 5l and 5p of the core are connected to each other using fasteners 7. The detachable design of the cores of the transverse electromagnets increases the manufacturability of manufacturing and assembly of electromagnets. The number of transverse bipolar electromagnets must be at least two. The conductors 8 of the windings 6 are brought outside the bearing axis 1 through the internal channel 9. On the bearing axis 1 there are elements 10 for fastening the motor-wheel in the fork or suspension of the vehicle wheel.

The stator is located in the inner cavity of the rotor between the left and right half-halves of the rotor, formed by the side walls 11l and 11p with plugs 12l and 12p, as well as shells 13l and 13p with flanges 14l and 14p. The rotor is movably fixed on the bearing axis 1 using bearings 15l and 15p. Sectors 16l and 16p of permanent magnets are placed evenly around the shells 13l and 13p, which, when the half-rotor is connected, form semi-permanent permanent magnets facing the poles of the transverse bipolar stator electromagnets. The number of permanent semi-ring rotor magnets must be at least two. The angular pitch of the placement of permanent rotor magnets is a multiple of or equal to the pitch of the transverse bipolar stator electromagnets. In the flanges 14l and 14p of the rotor shells, holes 17 are made for installing spokes or for rigidly fastening the rotor to the wheel rim of the vehicle. In the position of the magnets shown in Fig. 1, the magnetic circuit of each permanent semi-ring magnet 16 is closed through the poles of the stator core 5, while in the windings 6 at a nonzero rotor speed the EMF is induced: U = k × n × ΔФ / Δt, where n is the number of turns windings, ΔФ / Δt is the rate of change of the magnetic flux in the circuit, k is the proportionality coefficient. In turn, the magnetic flux Φ depends on the magnetization of the permanent magnet, the area of the poles, the relative magnetic permeability of the core 5 and on the gap between the end surfaces of the poles of the permanent magnet and the core 5.

Since Ф = B × S = µ _o µ HS = µ _o µInS / l, we can write

Ф = In / R _m , where I × n = F is the magnetizing force, I is the current in the winding 6,

R _m is the magnetic resistance of the circuit, l is the length of the magnetic circuit. The gap δ between the ends of the poles of the permanent magnet and the poles of the core 5 introduces an additional component R _in the total magnetic resistance of the circuit:

R _B = δ / µ _о S. As a consequence, the total magnetic resistance of the magnetic circuit strongly depends on the gap value δ and the position of the permanent magnets 16 relative to the poles of the core 5, varying from an almost zero value Φ _min (at the maximum distance of the poles of the permanent magnets 16 from the poles 5) to the maximum value Ф _max = [µ _о SIn / (l / µ) + δ] + Ф _p , where Ф _п = µ _п µ _о SN _p is the magnetic flux of a semi-ring magnet having a relative magnetic permeability µ _p and residual magnetization N _p . Due to the significant residual magnetization H _{n of the} semi-ring permanent magnets 16, the force acts on the rotor, holding it in the position of coincidence of the poles of the corresponding magnet 16 and core 5. The rotor can be driven into rotation by supplying current I to the windings 6 in turn and in polarity, providing rotation rotor in the desired direction. When the TC wheel brakes, the rotor rigidly connected to it induces an EMF in the windings 6 of the stator - the kinetic energy of the wheel rotation is converted into electrical energy and can be supplied to charge the battery while braking the wheel effectively without mechanical friction between the rotor and the device stator. By short-circuiting the windings 6, parking brake of the vehicle wheel occurs without the use of a mechanical brake.

When the vehicle moves by inertia in the windings 6, an EMF is also induced, the electric energy of which can be transferred to the batteries at the moments of electromagnetic braking, which ensures the recovery of the kinetic energy of the vehicle's movement into the electric charge of the battery.

For contactless imparting torque to the rotor of an electric machine, the corresponding switching of the electric current of the stator windings 6 is necessary. A variant of the switching control device of the windings 6.1 and 6.2 of the stator electromagnets is shown in Fig.2. Switching is provided by two position sensors of the poles of permanent magnets relative to the poles of a bipolar electromagnet near their complete overlap (for example, Hall sensors) 18 and 19, one RS of trigger 20 with switches 21 and 22 at the output of trigger 20. Power is supplied to the winding switching control device from the power control and reverse 23, for example, the serial type FA 06A - 20/1 WEX company WUXI TIANPUN. Sensors 18 and 19 are installed in the area of magnetic fields of bipolar electromagnets and are triggered when the corresponding permanent magnet 16 approaches the phase of complete overlap of the core poles with 5 poles of the permanent magnet 16. It is at this point that the polarity of the supply voltage of the winding must be changed so that the force of electromagnetic attraction changes to force of electromagnetic repulsion. This function is performed by the device of FIG. 2 by reversing the supply voltage of the electromagnet windings 6 as a result of switching the RS of the trigger 20. With the number of bipolar electromagnets more than two windings 6, they can be connected to the switches 21 and 22 in parallel. When the angular position of neighboring electromagnets is shifted by an angle φ _e = 180 (1-0.5 / N _m ), where N _m is the number of permanent rotor magnets, continuous forced rotation of the rotor will be ensured due to alternating and mutually antiphase changes in the attractive and repulsive forces of the permanent rotor magnets from the magnetomotive forces of each of the windings of the bipolar stator electromagnets. The function of the switches 21 and 22 can perform serial switchable thyristors of the corresponding power.

In the absence of supply voltage to the windings (when the power switch is open in the power and reverse controller 23), the rotor is located, is reliably held in a state of complete overlap of the poles of the electromagnets with the poles of the corresponding permanent magnets of the rotor due to the high residual magnetization of the permanent magnets 16. To start the rotation of the rotor, it is necessary to feed the winding This electromagnet has a current sufficient to compensate for the attractive force of the permanent magnet. When overcompensation, there is a repulsive force of the corresponding permanent magnet 16 from the poles of the electromagnet. The direction of movement is set with the regulator 23 power and reverse. Due to excessive compensation of the magnetic flux of permanent magnets, the rotor is affected by a torque M _b , the value of which increases as the rotor rotates due to an increase in the magnetic resistance of the magnetic circuit "Bipolar stator electromagnet - permanent rotor magnet" and an increase in the mentioned repulsive force. The second stator electromagnet additionally creates an attractive force of the other permanent rotor magnet. In a position close to full vzaimoperekrytiyu poles of bipolar electromagnet stator and corresponding permanent magnet rotor magnetic circuit resistance decreases, the torque _M increases due to the magnetic flux increase of the residual magnetization of the permanent magnet - occurs and increases as the rotational force of attraction of the permanent magnet poles to the poles bipolar electromagnet and the corresponding sensor 18 or 19 is triggered, providing switching power to the windings 6.1 and 6.2. The torque and rotor speed are set using the controller 23.

The number of permanent magnets 16 of the rotor can be selected from two or more, depending on the required power and rotational speed of the rotor of the electric machine. The angular step φ _p placement equidistant permanent magnets is equal to:

φ _p = 360 / N _m , where N _m is the number of permanent rotor magnets.

The number of bipolar stator electromagnets can be from two or more, depending on the required maximum rotation speed and power of the electric drive.

In the proposed design of the electric machine there are no current collectors with rubbing contacts, which ensures its high reliability. Compared with the prototype, the design of the electric machine is simplified and more technological, the mass and material consumption of the rotor are reduced. The connection of the half-rotor to each other, as well as their angular alignment, is automatically ensured due to the very significant forces of attraction of the poles of sectors 16l and 16p.At the same time, an elastic sealing gasket can be installed between the flanges 14l and 14p to ensure dust and dust protection of the inner cavity of the rotor.

By an appropriate choice of the pole cross section and the number of permanent magnets and bipolar electromagnets, the electric drive can be performed at installation capacities from hundreds of watts to several kilowatts.

LIST OF POSITIONS

to the application "Electric drive for a vehicle"

Figure 1

1 - bearing axis

2 - sidewalls of the stator

3-sleeve

4 - nuts

5l, 5p - half the core of a bipolar electromagnet

6. 6.1, 6.2 - windings of bipolar electromagnets

7 - fastener

8 - winding conductors

8 - internal axis channel

10 - fasteners to the plug or suspension of the vehicle

11l, 11p - side walls of a half-rotor

12l, 12p - caps of rotor bearings

13l, 13p - shells of a half-rotor

14l, 14p - half-rotor flanging

15l, 15p - bearings

16l, 16p - sectors of permanent magnets

17 - holes for mounting the electric drive

18, 19 - position sensors of permanent magnets in the zone of the poles of bipolar electromagnets

Figure 2

20 - RS trigger

21, 22 - switches

23 - power control and reverse

Claims (11)

1. An electric drive for a vehicle, comprising a hollow rotor in the form of a cage with vehicle wheel fastening elements placed in the rotor cavity of the stator, as well as equidistant permanent magnets and bipolar electromagnets, each consisting of a winding and core with two poles, bipolar poles electromagnets are placed with a gap relative to the poles of the permanent magnets, characterized in that the rotor cage is made in the form of two half-cells, each comprising a side wall with a plug for bearings nicks and flanges with flanging, and the permanent magnets are made integral in the form of two annular sectors each, and the annular sectors of the permanent magnets are placed in the shells of the half-rotor, and the bipolar electromagnets are placed around the circumference of the stator. 2. The electric drive according to claim 1, characterized in that position sensors of the poles of the permanent magnet relative to the poles of the bipolar electromagnet are introduced into the zone of poles of the bipolar electromagnets in the proximity zone of the poles of the first relative to the poles of the latter. 3. The electric drive according to claim 1, characterized in that the cores of bipolar electromagnets are made of two identical halves, which are combined during assembly into a single magnetic circuit. 4. The electric drive according to claim 1, characterized in that the number of bipolar stator electromagnets in the device is at least two. 5. The electric drive according to claim 1, characterized in that at least two permanent semi-ring magnets are placed in the rotor cage. 6. The electric drive according to claim 1, characterized in that the centers of the poles of the bipolar stator electromagnets are offset relative to each other by an angle φ _e = 180 (1-0.5 / N _m ), where N _m is the number of permanent rotor magnets. 7. The electric drive according to claim 1, characterized in that the angular pitch φ _{p of the} placement of equidistant permanent magnets is equal to:
φ _p = 360 / N _m , where N _m is the number of permanent rotor magnets. 8. The electric drive according to claim 1, characterized in that the connection and orientation of the half-rotor during assembly are ensured by the forces of mutual attraction of the sectors of the semi-ring permanent magnets of the rotor. 9. The electric drive according to claim 1, characterized in that along the circumference of the flanges of the half-rotor, holes are made for attaching to the wheel rim directly or with the help of spokes and other connecting elements. 10. The electric drive according to claim 1, characterized in that the power to the windings of the bipolar electromagnets is supplied through a power and reverse regulator and switches, which are controlled from the RS outputs of the trigger, to the inputs of which the outputs of the position sensors of the poles of the permanent magnets of the rotor relative to the bipolar poles are connected electromagnets. 11. The electric drive according to claim 1, characterized in that between the flanging of the shells placed elastic sealing gasket.

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