CN105270154A - Vehicular fuel engine with homopolar DC electromagnetic transmission, and flywheel hybrid power system - Google Patents

Abstract

A vehicle hybrid power system, comprising a fuel engine, a vertical shaft type flexible flywheel, a drive train connecting the two and a drive axle final reducer. The drive train consists of a unipolar DC Electromagnetic Transducer (HET). The engine is equipped with a governor, and the operating conditions are regulated and controlled by the governor on an efficiency-optimized line. The power change of driving or energy recovery braking the vehicle is usually implemented on the control of the flywheel power flow. The input way of flywheel energy: plug-in charging, engine charging, kinetic energy recovery braking. The existing chemical battery hybrid power system has low energy efficiency, insufficient power, limited kinetic energy recovery capability, long charging time, high battery cost, short life, and problems with safety and environmental protection. The existing flywheel hybrid system has low energy efficiency, high equipment cost, heavy weight, takes up a lot of space, serious heat dissipation problems of the motor, difficult dynamic balance of a large-mass flywheel, and low reliability of magnetic bearings. The present invention comprehensively solves the above-mentioned problems.

Description

Fuel engine and flywheel hybrid system for vehicles with unipolar dc electromagnetic drive

Technical field

The invention relates to a vehicle power system, in particular to a vehicle hybrid power system combining a fuel engine and an energy storage device. It also relates to a vehicle with such a power system, and also relates to a high-power loading charging system for such a power system energy storage device.

Background technique

There are currently two main types of vehicle hybrid systems that combine fuel engines and energy storage devices, one is a fuel engine and chemical battery hybrid system, and the other is a fuel engine and flywheel hybrid system.

The existing vehicle fuel engine and chemical battery hybrid power system includes fuel engine, chemical storage battery, generator, electric motor, converter equipment, control system and other main parts. When plugging in for charging, the alternating current of the grid is rectified into direct current to charge the chemical storage battery. When the fuel engine charges the battery, it converts mechanical energy into battery chemical energy through the generator and converter equipment. The direct current of the battery is transformed into alternating current of appropriate frequency and voltage by the inverter device, and the vehicle is driven by the electric motor. When the vehicle brakes to use the kinetic energy recovery function, the electric motor is used as a generator, and the related system reverses the energy flow, and the kinetic energy of the vehicle is converted into chemical energy of the battery. There are also design schemes that allow the fuel engine to drive the vehicle independently or jointly through a mechanical transmission structure. So far, there are still many problems and shortcomings in the hybrid power system of fuel engine and chemical battery for vehicles, including:

(1) The efficiency of chemical storage batteries, generators, motors and converter equipment is not high, and the overall energy conversion efficiency is low;

(2) Limited by the power capacity of chemical batteries, motors and converter equipment, the power of pure electric vehicles is insufficient;

(3) The kinetic energy recovery function is limited when the vehicle is braking, because of the limitation of equipment power and high-current charging of the chemical battery, the kinetic energy recovery braking power is low, and the vehicle braking is often in a situation of high energy conversion rate;

(4) The charging time of the chemical battery is long, and the fast charging scheme adopted is also long, and the fast charging will cause great damage to the battery;

(5) The unit cost of chemical storage batteries is very high;

(6) The service life of the chemical storage battery is limited, and its service life is far from that of the usual car;

(7) There are problems in the safety and environmental protection of chemical storage batteries. Lithium-ion batteries with high energy density are prone to overheating, spontaneous combustion and even explosion. Lead-acid batteries with low energy density are heavy and pollute the environment seriously. In the whole life cycle from production to post-use treatment, there are always big problems that are not conducive to environmental protection.

The existing fuel engine and flywheel hybrid power system for vehicles, its typical components include: fuel engine, generator connected to the engine, vacuum environment, flywheel supported by magnetic suspension, high speed variable frequency motor/generator coaxial with the flywheel , a power semiconductor inverter device, an inverter motor/generator connected to the wheels. The transmission route of the external power grid to charge the flywheel is: electric energy, converter equipment, and the motor on the flywheel side; the transmission route from the fuel engine to the flywheel is: the generator on the engine side, the converter device, and the motor on the flywheel side; when the flywheel is driven, the flywheel Kinetic energy drives the vehicle through the following energy transmission paths: flywheel-side generator, converter equipment, and wheel-side motor; during kinetic energy recovery braking, the vehicle kinetic energy transfer path to the flywheel is: wheel-side generator, converter equipment, and flywheel-side motor. Disadvantages of this flywheel hybrid system include:

(1) The efficiency of the energy transfer process is low. The process of charging the fuel engine to the flywheel and the process of the flywheel driving the vehicle need to go through the energy conversion of two motors and a set of inverter equipment. The highest efficiency of each process is different. More than 86%, the average efficiency is about 72%, the highest efficiency of the whole process is not more than 74%, the average efficiency is about 52%;

(2) The cost of three motors and a complete set of converter equipment is high, the weight is large, and it takes up a lot of space;

(3) The high-speed variable-frequency motor/generator coaxial with the flywheel is located in a vacuum container, and the high-frequency high-speed motor generates a large amount of heat and has a relatively large problem of poor heat dissipation;

(4) It is very difficult to correct the dynamic balance of the flywheel. The wheel body deforms a lot when it rotates at high speed, and it will cause large creep deformation after long-term use. These factors make it difficult to control and reduce the size of the flywheel body with the existing rigid structure design. its dynamic unbalanced forces and moments, resulting in harmful vibrations;

(5) The problem caused by the use of magnetic bearings for both radial load bearings and axial load bearings of flywheels: the active control system of magnetic suspension bearings that must have high reliability is added. In mobile applications such as vehicles, frequent random The test of the large impact load, especially the impact load of the flywheel gyro torque on the radial bearing is quite serious; compared with the mechanical bearing or permanent magnetic bearing that does not need to be controlled, the magnetic suspension bearing and its control system are a complex system after all. The probability of problems is high. Once a fault occurs and fails, because the inertial rotation of the flywheel cannot be stopped in a short time, the heat and wear of the protective bearing will be very serious and damaged, which will eventually cause vicious damage to the flywheel rotor system; the magnetic suspension bearing system relies on power supply The maintenance of the flywheel cannot interrupt the power supply when the flywheel does not work for a long time but keeps rotating.

Contents of the invention

The vehicle hybrid power system of the present invention, in addition to the fuel engine, is mainly composed of a flexible flywheel and a unipolar DC electromagnetic transmission (HET--Homopolar Electromagnetic Transmission). And it is the control center to control the direction and size of energy flow.

Compared with the existing flywheel hybrid power system, the solution of the present invention is unique in the following aspects, and has a great improvement in performance or function:

(1) HET is used for the energy transfer of the driving vehicle and kinetic energy recovery braking vehicle, HET is used for the energy transfer of the fuel engine to the flywheel charging, and the external low-power slow-speed charging of the flywheel adopts external AC rectification through the HET coaxial with the flywheel The rotor is loaded, and the external high-power fast charging of the flywheel adopts the mechanical direct-coupled loading method. The loading uses a dedicated HET and a constant-speed synchronous motor at the charging station; the efficiency of HET transfer energy is very high, and can be designed to reach 96% to 98% %;

(2) The power density of HET is very high, and the cost is economical, and it has great advantages in terms of weight, volume and cost of the vehicle power transmission system with the same power;

(3) There is no heating equipment in the vacuum container of the flywheel, and the main electromagnetic equipment (HET and axial permanent magnetic bearing) has no alternating current and pulsating magnetic field, and does not produce high-frequency eddy current loss and hysteresis loss;

(4) The flywheel wheel body is designed as a multi-body structure with flexible connections, which avoids the vibration problem of the rigid structure wheel body, and at the same time increases the effective utilization of space, that is, more wheel mass blocks are arranged;

(5) The flywheel is designed as a vertical shaft structure. The downward weight of the flywheel is supported by a permanent magnetic axial bearing, and its small radial load is supported by a mechanical rolling bearing. When a large gyro moment impacts the load, it can be supplemented by mechanical protection. Bearing emergency commitment; this solution avoids the problems caused by the use of all magnetic suspension bearings, and keeps the friction loss of the bearings at an acceptable low level.

Compared with the existing chemical battery hybrid power system for vehicles, in addition to what has been explained in the above comparison, the solution of the present invention also has the following significant advantages:

(1) When charging externally, the high-power fast charging of the flywheel is very fast by using the mechanical direct loading method. The loading power of each flywheel can reach more than 1,000 kilowatts, and the whole loading time can be controlled within 2 minutes. Plug-in slow charging is optional;

(2) Since the power density of HET is very high, and the flywheel itself has almost unlimited power, a large transmission power can be designed to obtain very strong vehicle dynamics; it also makes the ability of kinetic energy recovery and braking very powerful, and has an energy-saving effect substantial increase;

(3) Compared with the lithium ion battery of typical application, the unit cost advantage of the flexible flywheel fiberglass wheel body of the present invention is obvious, and has the competitiveness of market popularization and application;

(4) The service life of flywheel and HET is very long.

The technical scheme and principle of the present invention will be described in detail below.

A fuel engine and flywheel hybrid power system applicable to vehicles such as cars, passenger cars, and trucks, including: an engine that burns fuel to output shaft work, one or two energy storage flywheel devices, and connects the engine, flywheel device and drive axle main The drive train of the reducer, and their control system, etc., among which the core equipment of the drive train is the unipolar DC electromagnetic transmission (HET).

The energy storage flywheel device is a vertical shaft flexible flywheel device arranged on the vehicle chassis, and one or two flywheel devices can be used. The single flywheel scheme is relatively simple, and can be selected under the condition that the flywheel has less energy storage capacity and the gyro torque is not large. The dual-flywheel scheme is relatively complicated and can offset the gyro torque. It can be selected under the condition of pursuing high stability and high energy storage capacity.

The specifications and dimensions of the two flywheels of the double flywheel scheme are the same, but the direction of rotation is opposite. When a pair of flywheels with opposite rotations produce gyro torque, the direction of the torque is also opposite. When the two flywheels rotate at the same speed, the gyro torque can completely cancel each other out, that is, the overall effect on the vehicle is zero, and only the pair of gyro torque acts on the vehicle. on the vehicle chassis.

The vertical shaft flywheel has four significant advantages. One is that it is beneficial to adopt an optimized bearing combination scheme, the other is that it is beneficial to adopt the flexible connection structure of the wheel body, the third is that it is beneficial to the optimal layout of the large-diameter flywheel in the vehicle, and the fourth is that it is beneficial Reduce the opportunity and size of the flywheel gyro moment during vehicle running, thereby reducing the impact load of the gyro moment on the flywheel structure, bearings and vehicle chassis.

The magnitude of flywheel gyro torque is equal to the product of the following parameters: flywheel moment of inertia J, flywheel angular velocity ω, vehicle angular velocity Ω, sine value sinθ of angle θ between ω vector and Ω vector. The direction of the flywheel gyro torque vector is equal to the direction of the cross product of the ω vector and the Ω vector, and is perpendicular to the direction of the ω vector and the Ω vector. There are three main directions of vehicle motion angular velocity Ω vector direction: one is the direction of the vertical axis, which corresponds to the state of the vehicle turning left and right, which occurs frequently, lasts longer, and has a larger angular velocity value; the other is the direction of the horizontal axis, which corresponds to the state of the vehicle when it is pitching In the transition section of up and down slopes, and when passing through convex hulls or pits; the third is the longitudinal axis direction, which corresponds to the rollover state of the vehicle, such as when entering and exiting a sloped road, and when the vehicle is turned sideways due to bumpy road conditions. The vertical-axis flywheel does not generate gyroscopic moment when the vehicle is turning left and right.

Each vertical shaft type flexible flywheel device includes a rotating wheel body, a rotating shaft (51), bearings on the rotating shaft, and a vacuum container housing (52). Containing one or more mass blocks (53) and at least one support body (54), these structures are arranged sequentially in the form of large rings and small rings, the mass blocks are located at the outermost and second outer rings of rotation, and the support body Located on the inner ring of the mass block, the mass block is composed of a circumferentially wound fiber-reinforced polymer, and two sets of axisymmetrically shaped flexible membrane rings (55, 58) are used to connect the adjacent inner ring and outer ring structures. A downward facing end of the ring structure is placed on an upward facing end of the inner ring structure, the two end faces are load-bearing end face pairs (56), and an upward facing end of the outer ring structure is placed on the inner ring structure. Underneath one of the downward-facing end faces of the ring structure, the two end faces are end face pairs (57, 64) that limit upward displacement. The end face pairs and the load-bearing end face pairs are designed to be combined together to form a boss and a groove. structure.

Fiber-reinforced polymer used for mass block (53) winding molding, its fiber is unidirectional continuous fiber, fiber type can choose carbon fiber, aramid fiber, glass fiber, etc., glass fiber can choose high-strength glass fiber and E glass fiber etc., using roving for winding; its polymer can be thermosetting resin and thermoplastic resin, thermosetting resin can be epoxy resin, unsaturated polyester resin, phenolic resin, bismaleimide resin, polyimide resin, cyanate resin, etc. Compared with glass fiber reinforced polymers, carbon fiber reinforced polymers have the following advantages: higher circumferential (circumferential) tensile elastic modulus, less deformation during rotation; lower density of composite materials, higher specific strength, unit The energy storage density of weight is high; the disadvantage is that: carbon fiber is expensive and the product cost is high; due to the low density, the advantage of strength is not obvious or only equal (relative to high-strength glass fiber), and its energy storage density per unit volume lower. Therefore, the use of glass fiber reinforced polymers has more comprehensive advantages and is suitable for large-scale economical applications, especially after the problems of large deformation and creep are solved.

Quality blocks (53) can be single, two, three, etc., selected from the trade-offs of their respective advantages and disadvantages. The advantage of choosing a single mass block is that it makes full use of the high linear velocity area and can obtain a higher energy storage density per unit weight, but the space occupied by its inner holes cannot be effectively used, resulting in the energy storage per unit volume calculated by the entire device volume. The density is low. The advantage of choosing two mass blocks is that the effective space is properly used, and the mass block located in the inner ring can use fibers and resins with lower strength but cheaper prices. The disadvantage is that the energy storage density per unit weight is lower than that of a single mass block Program.

The main function of the supporting body (54) of the wheel body is to connect between the mass block body and the rotating shaft, and the number of supporting bodies depends on the connection radial dimension ratio and the material type of the supporting body. The material of the support body can be either circumferentially wound fiber-reinforced polymers or metal materials, the former must be used at higher line speeds where the strength of the metal material is not adequate. Also because of the very low radial strength, fiber-reinforced polymer supports are often multi-body. Since the linear speed is lower than that of the mass block, the fiber-reinforced polymer of the support body can choose fibers and resins with lower strength but cheaper prices. The supporting body of the innermost ring should be made of metal material to facilitate the connection with the rotating shaft. The metal material of the support body can be selected from steel, aluminum alloy, titanium alloy, etc. Aluminum alloy and titanium alloy have higher specific strength, and the outer diameter of the support body made is larger, which can reduce the number of fiber-reinforced polymer support bodies; It also has the characteristics of lower price and lighter weight; the steel support body can also be used as the rotating disk of the permanent magnetic suction axial bearing, and at this time it is better to use No. 45 or 40Cr steel.

Since the fiber-reinforced polymer formed by winding is easy to be crushed into cotton-like fragments when it fails at high-speed rotation, it has better safety. Clear security advantage.

The axial positions of the load-bearing end face pairs (56) and the end face pairs (57, 64) that limit upward displacement are preferably close to the center of gravity of the load body. The two opposite end faces of the end face pair (56, 57, 64) have a margin in radial height to compensate for the radial displacement dislocation generated during rotation, so that the end face pair always maintains an effective role in the range from static to maximum speed area. There is no gap between the two opposite end faces of the end face pair (57), and it plays an axial positioning role in combination with the load-bearing end face pair (56), forcing the limit of angular misalignment changes, and closely participating in the transmission of force and moment; the end face pair (64) There is a gap between the two opposite end faces, which plays a role of limiting the upward displacement of the outer ring structure, limits the change of angular misalignment to a certain extent, and sometimes or partially participates in the transmission of force and moment. In order to increase the wear resistance of the contact surface of the end pair, increase the effective contact area, protect the surface of fiber reinforced plastics, and achieve reliability, durability and shock absorption, the two opposite end faces of the end pair (56, 57, 64) can be made of rubber elastic material , as adopting polyurethane rubber, the rubber end face sheet (65) or the rubber end face thick block (66) are glued together with the substrate. The rubber end face thick block (66) has greater elasticity and deformation adaptability, but its centrifugal load is relatively large, so it should be installed on the base of the outer ring, and the inner surface of the base is used to bear the centrifugal load. Due to the large load of the load-bearing end face pair (56), the attached base body and the main body of the wheel body structure are selected as an integrated structure to ensure that the load transmission path has sufficient strength reserve, and the base body at one end of the non-load-bearing end face pair (57, 64) adopts The accessory structure, the accessory can be connected and fixed with the main substrate by adhesive, and the accessory material is the same material as that of the main substrate.

The double-group design of flexible membrane rings (55, 58) connecting adjacent inner ring and outer ring structures is more suitable for mobile occasions such as vehicles, and it is better that the axial span of the two groups is larger. Each group of flexible membrane rings is composed of a single piece or multiple pieces of flexible membrane rings, and the number depends on factors such as strength and stiffness. Each piece of flexible film ring is glued to the base of the inner ring and outer ring, either directly to the main base or to the accessory structure, which is then glued to the main base, and the material of the accessories is the same as that of the main base . A flexible membrane ring (55) without pre-bending deformation can be used in the installed state, which is composed of roots at both ends and a body in the middle. The root with a semicircular head is glued to the substrate, and the thickness of the body is designed to taper radially to reduce maximum stress. It is also possible to use a flexible membrane ring (58) with pre-bending deformation in the installed state. The free state of the membrane ring part before installation is in the shape of a straight washer with equal thickness, and it is forced to deform to one side during installation. The membrane ring of the machine has a large degree of bending, and the membrane ring is basically straightened when it is rotated to the maximum speed. The flexible film rings (55, 58) are made of elastic materials, including rubber materials, such as polyurethane rubber. The flexible membrane ring (58) can also use a composite material of elastic material and radial reinforcing fibers, and the fibers arranged along the radial direction are concentrated on the center surface of the membrane, which greatly improves the radial strength of the membrane ring without affecting the bending of the membrane or reducing the strength of the membrane. Circumferential elasticity. The flexible membrane ring (58) is stretched in the circumferential direction during installation to increase the inner diameter of the membrane ring to the matching size and keep the outer diameter of the membrane ring unchanged. For the double sets of flexible membrane rings (58) between the mass blocks, the flexible membrane rings with a certain axial distance from the positioning end face pair can be installed with an offset (Figure 20, enlarged figure IV), and the offset amount compensates the outer ring when rotating Relative to the axial shrinkage difference of the inner ring, the diaphragm ring is in a radially straightened state at the maximum rotational speed. For the double sets of flexible membrane rings (55) between the mass blocks, the flexible membrane rings with a certain axial distance from the positioning end face pair can be selected to be inclined, so that the membrane rings are in a radially straight state at the maximum speed.

The "flexible" connection method of the present invention can compensate the imbalance of each block, can greatly reduce the requirements for dynamic balance correction, can automatically adapt to large displacement deformation and creep deformation during operation, and can greatly reduce the impact on the rotating wheel body. The dynamic unbalanced force and moment acting on the rotating shaft finally reduces the exciting force and vibration of the bearing.

The flywheel rotating shaft (51) can be directly connected with the supporting body (54) of the innermost ring, such as a conical surface interference connection; a supporting disc (62) can also be installed between the two, and the central inner hole of the supporting disc and the rotating shaft Connection, such as conical surface interference connection, the disk body of the support disc is located under the support body of the innermost ring, and an elastic material ring (63) is installed between the two, and the latter is glued to the two. The material of the object that interferes with the rotating shaft should be selected as the same type as the rotating shaft, just like steel, so that the elastic modulus, linear expansion coefficient and other parameters of the two are not much different, which is conducive to reducing stress and ensuring the installation and use. interference connection. The innermost ring supporting body directly connected with the rotating shaft is generally made of steel, its outer diameter is small, and its moment of inertia is generally small. When the innermost ring support body is made of aluminum alloy or titanium alloy, its outer diameter is larger, its moment of inertia is also larger, and flexible connection is more required. At the same time, the problem of interference connection between light alloy and steel shaft is also relatively large, so The preferred solution is to use a transitional steel support disc and an elastic material ring, in which the elastic material ring plays the role of flexible connection, load bearing and axial positioning at the same time, and its material can be rubber materials, such as polyurethane rubber.

The vacuum container shell (52) is designed as two halves divided by the vertical axis. A ring of flanges (67) is located in the middle of the outer circular surface of the shell, and the flange edge can be located outside or inside the container. The design of the inner side of the flange is intended to reduce the practical size. There is no tightening bolt on the inner side of the flange, and it is compressed by the pressure generated by the vacuum of the container. When this design is adopted, four-section lugs are also added to the four corners of the outer side of the container. Lan (74) and its fastening bolts, the four-corner position selection does not affect the place of practical external dimensions, for example does not affect the 45 ° angle orientation of arrangement width and length. Set the rubber sealing ring on the flange side of the whole circle, and also add vacuum sealing grease on the outside of the rubber sealing ring, or add a soft metal sealing ring on the inside of the rubber sealing ring, or add vacuum sealing grease on the outside of the rubber sealing ring And a soft metal sealing ring is added on the inner side. The mounting and supporting part of the housing utilizes the exposed flange edge, which is also the mounting and supporting part of the entire flywheel device and its connected structures.

As an added safety protection measure, a protective sleeve (68) with strong tolerance can be added between the outermost ring mass body and the outer shell, and the protective sleeve and the shell are closely supported, but the rotation of the sleeve is not restricted. Protective sleeve can be provided with one or more, allow free rotation between a plurality of sleeves, two sleeves each have a side band end apron (68).

The vacuum container housing (52) can adopt a three-layer composite structure (Fig. 21, Fig. 22), the middle layer is fiber reinforced plastics, the two outer surface layers are light metal materials, and the middle layer and the outer surface layers are adhesively connected. The reinforcing fiber can be glass fiber, carbon fiber, etc., and materials such as non-unidirectional fabric, chopped fiber, and felt are used. The resin can be epoxy resin, unsaturated polyester resin, phenolic resin, etc. The middle layer can be molded using sheet molding compound (SMC). The lightweight metal of the outer surface layer is preferably aluminum or an aluminum alloy. The advantages of the three-layer composite structure are: large vibration damping, high strength, good toughness, and light weight.

The radial support bearing of flywheel rotating shaft (51) can be used two groups of rolling bearings, also available two radial support magnetic suspension bearings. Its axial support bearing adopts a set of axial support magnetic suspension bearings.

A set of axially supported magnetic suspension bearings consists of one or more bearings. For the heavy weight of the wheel body, it is suitable to use multiple bearings. Axial support magnetic suspension bearing adopts permanent magnetic repulsion type or permanent magnetic attraction type.

A permanent magnetic repulsion type axially supported magnetic suspension bearing has a rotating disk and a stationary disk. The rotating disk is located above the stationary disk. There is an air gap between the adjacent side faces of the two disks. The rotating disk is an axisymmetric permanent magnet structure. Or a hybrid structure of axisymmetric soft magnets and axisymmetric permanent magnets, or a hybrid structure of axisymmetric non-magnetic conductors, axisymmetric soft magnets and axisymmetric permanent magnets, the stationary disk is an axisymmetric permanent magnet structure, or axisymmetric soft magnets A hybrid structure with axisymmetric permanent magnets, or a hybrid structure of axisymmetric non-magnetic conductors, axisymmetric soft magnets, and axisymmetric permanent magnets. The magnetization magnetic circuits of all the above-mentioned permanent magnets are also axisymmetric structures. The opposite magnetic poles at the same radius on the end face are opposite, and the upward magnetic repulsion acts on the rotating disk, which is designed to counteract the gravity of the rotor.

A permanent magnetic suction type axial support magnetic suspension bearing has a rotating disk (59, 54) and a stationary disk (60, 61), the rotating disk is located below the stationary disk, and there is an air gap between the adjacent side end surfaces of the two disks , the rotating disk is an axisymmetric soft magnet structure, the stationary disk is an axisymmetric permanent magnet structure, or a hybrid structure of an axisymmetric soft magnet and an axisymmetric permanent magnet, or an axisymmetric non-magnetic conductor, an axisymmetric soft magnet and an axisymmetric permanent magnet. The hybrid structure of the former, the magnetization magnetic circuit of all the permanent magnets above is also an axisymmetric structure, and the upward magnetic attraction acts on the rotating disk, which is designed to offset the gravity of the rotor.

The above-mentioned permanent magnetic type axial support magnetic suspension bearing has no hysteresis and eddy current loss. Compared with the permanent magnetic repulsion type, the permanent magnet suction type has two advantages: one is that the rotating disk does not need to install a permanent magnet, and the strength of the permanent magnet is very low; Large, to obtain greater bearing suction with a smaller bearing outer diameter.

Two groups of rolling bearings of flywheel rotating shaft (51) radial support, one group of rolling bearings bears radial load, and another group of rolling bearings bears radial load and bidirectional axial load, and is the axial positioning end. Each set of rolling bearings is composed of one rolling bearing or multiple rolling bearings to meet the requirements of load magnitude and direction. The axial positioning end is generally located at the upper end. When the flywheel gyro torque is large, two sets of radial protection rolling bearings can be added to bear the overload radial force in a short time.

The setting position of the axially supported magnetic suspension bearing, one is that the stationary disk (60) can be close to the rolling bearing at the axial positioning end, and is directly or indirectly fixedly connected with the bearing seat; the other is that the stationary disk (61) can be fixed on the housing (52) , at this moment, its rotating disk can be doubled as by a supporting body (54).

When the radial support of the flywheel adopts rolling bearings, a magnetic fluid sealing assembly is arranged between the vacuum container casing (52) and the rotating shaft (51). It is also possible to arrange a magnetic fluid seal assembly and a lower bearing seat between the lower half shell and the rotating shaft (Figure 20). The sealing assembly is located between the rotating shaft and the lower bearing seat. The surfaces are contacted and connected, and can be displaced and slid in the axial direction, and rubber sealing rings and vacuum sealing grease are arranged between the two surfaces.

A loading disc (69) can be installed at the lower end of the flywheel shaft. When the flywheel is quickly loaded and charged, the loading disc is used to connect the loading joint and the shaft of the external loading system, and perform high-power fast loading and charging by transmitting mechanical torque to the flywheel shaft. The loading power of each flywheel in this loading method can reach more than 1,000 kilowatts, and the charging time can be basically equivalent to that of refueling a car.

A set of HET contains two sets of rotors, a set of stators, external auxiliary systems and regulation control systems, each rotor has one or more axisymmetrically shaped magnetic conductors (3), and the stator has two or more rings The DC excitation coil (9) wound by the axis line (1) is guided into a closed loop by the axisymmetric structural parts on the rotor and the stator, and there are at least two main magnetic circuits (22), and the magnetic circuits pass through the rotor magnetic conductor (3), there is at most one main magnetic circuit (22) passing through the two rotor magnetic conductive conductors at the same time, and a set of closed main current loop (23) is constructed, which is connected in series with all the rotor magnetic conductive conductors, and the rotor conductive The direction of the main current on the magnetic conductor and the direction of the magnetic flux (Φ) are perpendicular to each other on the meridian plane. By adjusting the current (I1, I2, ...) of each excitation coil, the DC main current (I0) and the electromagnetic rotation of each rotor are adjusted. torque and electromagnetic power.

HET applies the principle of electromagnetic action of unipolar DC motors, which can be abstractly regarded as a combination of two unipolar DC motors, one for power generation and the other for electric motors, which can be interchanged to change the direction of power flow, and the large current between the two rotors takes the shortest time The conductor path transmission avoids the problem of large external current loss of the unipolar DC motor, and at the same time makes full use of the technical advantages of the unipolar DC motor to achieve the desired function and performance. Furthermore, because the transmission torque, power, power flow direction, and steering can be adjusted and controlled by HET, it surpasses the limitation of conventional variable speed transmissions that can only "passively" transmit power, and has the ability to control "active" transmission of power as desired. ability.

The electromagnetic action principle of the unipolar DC motor applied by HET is as follows:

An axisymmetric magnetic field with a single polarity is generated by an axisymmetric annular DC excitation coil, and its magnetic flux density B has no circumferential component Bt, but only a meridian component Bm, which is synthesized by a radial component Br and an axial component Bz. There is an axisymmetric conductor on the rotor, and the magnetic force lines of the magnetic field of magnetic density B pass through the conductor. The conductor has a rotating linear velocity Vt, cuts the magnetic force lines, and generates a single-polarity induced electromotive force E=V×B L, where the bold letters represent Vector (the same below). E also has no circumferential component, only meridian component Em, and the direction of Em is perpendicular to the direction of Bm, Em=Vt·Bm·L, where L is the length of the rotor conductor in the direction of Em. Brushes are set on the rotor conductors at both ends of the length, and the two poles are drawn out to connect to the external circuit. There is a DC current I0 passing through the rotor conductors. When the motor generates electricity, the direction of I0 is the same as that of the electromotive force Em. When the motor is used as a motor, the direction of I0 Opposite to Em direction.

The electromagnetic force (ampere force) F=I0×B L acting on the rotor conductor, since the direction of I0 is the same or opposite to the direction of Em, and the direction of Em is perpendicular to the direction of Bm, it can be known that F has only the circumferential component Ft, and Ft=I0 · Bm · L.

After derivation, the following formula can be obtained:

Electromotive force of rotor conductor:

E＝Em＝ω·Φm/(2π)

ω is the angular velocity of the rotor, and Φm is the magnetic flux passing through the rotor conductor, that is, the magnetic flux of the meridional surface component magnetic density Bm. Due to the phenomenon of magnetic flux leakage, for a rotor conductor with a certain thickness, there is a difference between the incoming magnetic flux and the outgoing magnetic flux on the surface of the conductor belonging to the current boundary, and Φm takes the average value of the two.

The electromagnetic torque on the rotor conductor:

Me＝-I0·Φm/(2π)

The positive direction of the torque vector Me is the same as that of the angular velocity vector ω, and the positive direction of I0 is the same as that of E.

The electromagnetic power received or output by the rotor conductor:

Pe=Me·ω=-E·I0=-ω·I0·Φm/(2π)

When the scalar Pe is positive or negative, it means that the rotor conductor accepts or outputs electromagnetic power.

When the vector direction of the electromagnetic torque Me is the same as the vector direction of the angular velocity ω, it is in the electric working condition, which means that the rotor receives the electromagnetic power Pe, and then transmits the mechanical power Pm outward through the rotating shaft. When the vector direction of Me is opposite to that of ω, it is in the power generation condition, which means that the mechanical power Pm is input from the rotating shaft end, and then the electromagnetic power is output from the rotor conductor.

In the transmission process between the electromagnetic power Pe and the mechanical power Pm of the shaft end, there are mechanical losses, including: the friction power of the brush, the friction power of the blower of the rotor, the friction power of the bearing, and the friction power of the dynamic seal of the rotor.

The unipolar DC electromagnetic transmission (HET) on the product of the present invention is in principle a combination of two unipolar DC motors, with two rotors and their rotating shafts, and the above-mentioned unipolar DC electromagnetic transmission is arranged between each rotor and the stator. effect. Each rotor has at least one axisymmetrically shaped magnetic conductor (3) with good magnetic and conductive properties. The material can be selected from electromagnetic pure iron, low carbon steel, 20# steel, 45# steel, etc., with sufficient strength. It is better to use higher magnetic permeability materials. The magnetic conductor (3) passes most of the magnetic flux Φm, and the rotor conductor (4) of non-magnetic material connected to it also passes a small amount of leakage flux, and these two parts of the magnetic flux together constitute the magnetic flux Φm. The material of the rotor conductor (4) can be selected from copper, aluminum, copper alloy, aluminum alloy, etc., and the copper alloy can be selected from chromium copper (Cu-0.5Cr), cadmium copper (Cu-1Cd), zirconium copper (Cu-0.2Zr ), chromium-zirconium copper (Cu-0.5Cr-0.15Zr), iron-copper (Cu-0.1Fe-0.03P), silver-copper (Cu-0.1Ag), materials with sufficient strength and high conductivity are preferred. The magnetic flux Φm and the rotor angular velocity ω work together to generate an electromotive force E on the rotor conductors (3, 4). The direction of the main current I0 flowing through each rotor conductor (3, 4) of one rotor is the same as that of the electromotive force E, which acts as an active rotor, and the direction of I0 and E of the other rotor is just opposite, acting as a passive rotor. The value of the main current I0 of the main current loop follows Ohm's law, which is equal to the ratio of the difference between the sum of the electromotive force E of the active rotor conductors and the sum of the electromotive force E of the passive rotor conductors to the main current loop resistance R0. The magnetic flux Φm and the main current I0 work together to generate electromagnetic torque Me on the rotor conductor (3, 4). The direction of the torque vector is opposite to the direction of its ω vector on the active rotor, and the same direction as its ω vector on the passive rotor. . As a result, the electromagnetic power Pe is transmitted from the active rotor to the passive rotor. The electromagnetic power of the active rotor is greater than that of the passive rotor. The difference between the two is equal to the ohmic heat loss power of the main current loop, that is, the product of the square of I0 and R0. The active rotor and the passive rotor can exchange roles, so that the power flow direction is reversed.

There are at least two DC excitation coils (9) wound around the axis line (1) on the HET stator. HET has at least two main magnetic circuits (22). The so-called "main magnetic circuit" refers to the closed magnetic circuit with the smallest reluctance around the excitation coil, which is different from the secondary branch magnetic circuit in the multi-path parallel magnetic permeable material structure. The magnetic route is guided by the axisymmetric structural parts on the rotor and the stator to form a closed loop. Except for the narrow air gap between the rotor and the stator, the rest of the structural parts in the loop are made of magnetically permeable materials. Among these structural parts, the rotating shaft (2) and the rotor magnetizer (14) can be selected from electromagnetic pure iron, low carbon steel, 20# steel, 45# steel, etc., the stator magnetizer (7, 17, 18) and the stator Magnetic conductors (10, 20, 21) can be selected from electromagnetic pure iron, low-carbon steel, etc., preferably materials with sufficient strength and higher magnetic permeability, and materials with higher magnetic permeability have higher electrical conductivity.

When the two rotors of the HET share one excitation source, a main magnetic circuit (22) simultaneously passes through the magnetic conductors (3) of the two rotors (as shown in Figures 2 and 3). At this time, the adjacent surfaces of the two rotors that pass through the common main magnetic flux can be vertical end surfaces, conical surfaces (Figure 2), or cylindrical surfaces (Figure 3). The axial magnetic force of the two rotors produced by these three structures is different. The axial magnetic force of the vertical end face structure is the largest, that of the cylindrical surface is very small, and that of the conical surface is in between. The axial magnetic force can be adjusted by changing the cone angle. The size of the suction.

On the two sets of rotors and stators of HET, there is a set of closed main current loops (23) in series, which are composed of three different types of circuit connectors: solid structural parts, conductive connectors between rotors and stators, and no Conductive connections between solid structural members of relative velocity (either on a rotor or on a stator).

The solid structural part of the rotor on the main current circuit includes a rotor magnetic conduction conductor (3) and a rotor conductor (4). It is also possible to make the rotating shaft (2) adjacent to the first two participate in conduction, and now the contact surface between the rotating shaft (2) and the former two is conductive, and even the rotating shaft (2) and the magnetic conductor (3) are designed as One. The rotating shaft (2) has both advantages and disadvantages when participating in conduction. The advantage is that the resistance is reduced, and the disadvantage is that the rotating shaft is electrified and the reluctance of the excitation is increased.

Stator solid structural parts on the main current circuit, including: stator conductors (6, 11) directly connected to the rotor, stator magnetic conductors (7, 17, 18), stator intermediate conductors (8), stator outer Leading electric body (16), and external circuit conductor. Conductors (6, 8, 11, 16) and external circuit conductors can be selected from high-conductivity materials such as copper and aluminum.

The conductive connection between solid structural parts without relative speed can be bonded with conductive glue, filled with solid soft metal materials, filled with liquid metal, or directly contacted for conduction. The solution filled with liquid metal has advantages in terms of conductivity and tolerance of seam dislocation deformation.

The conductive connection (5) between the rotor and the stator adopts liquid metal as the conductive medium, and the optional liquid metal includes: sodium-potassium alloy (for example, the ratio of sodium and potassium is 22:78, the freezing point is -11°C, and the evaporation point is 784°C), Gallium (freezing point 29.9°C), gallium-indium alloy (eg, gallium-indium ratio is 75:25, freezing point is 15.7°C), gallium-indium-tin alloy (eg, gallium-indium-tin ratio is 62:25:13, freezing point is about 5°C; ratio is 62.5 : 21.5:16, freezing point 10.7°C; ratio 69.8:17.6:12.5, freezing point 10.8°C), mercury (freezing point -39°C, evaporation point 357°C), etc. The metal liquid circuit connection scheme has small contact resistance and low friction loss, and can circulate liquid metal to take away heat.

The surface of the main flux air gap between the HET rotor and the stator is designed as an axisymmetric cylindrical surface (axial surface type), and the axial surface type does not generate axial magnetic attraction.

The magnetic flux passing through each rotor magnetizing conductor (3) has a single magnetic flux scheme and a double magnetic flux scheme, the latter is excited by two excitation sources, and the electromotive force is multiplied. The axial-surface dual-flux scheme utilizes the double-sided magnetic conduction channels of the rotating shaft (2), and has a slender structure. The design that the structure tends to be slender also includes: reducing the radius of the centerline of the exciting coil so that the coil approaches the centerline of the rotating shaft. This paraxial coil design also reduces copper or aluminum consumption for the field coil.

The rotating shaft (2) of the shaft-surface type scheme can be designed as a solid shaft or as a hollow shaft. Under the condition of the same outer diameter of the rotating shaft, the magnetic permeability of the solid shaft is the largest. In the case of low rotational speed and unlimited linear velocity of the liquid metal "brush", the outer diameter of the rotating shaft can be designed larger, and the rotating shaft can be designed as a hollow shaft. This solution has less structural consumables and is lighter in weight.

In general applications, the HET rotor is in the inner ring, and the stator is in the outer ring, that is, the inner rotor structure.

The contact surface of the rotor magnetic conductor (3) and the rotor conductor (4) of the axial surface type and inner rotor type scheme can be a full-height disc surface up to the outer diameter of the two, or a non-full-height disc surface Add a cylindrical surface, that is, the rotor conductor is a non-full height type (Figure 13). When the rotating speed is high and the conductor strength of the full-height rotor is insufficient, the non-full-height design is adopted.

It is distinguished from the distance and azimuth relationship between the two rotors of the HET, and has two structures: a centralized type and a separated type. In the centralized type, the axis lines of the two rotors coincide, and the two rotors are close to each other, and the main circuit is short. The two rotors of the separate type are arranged separately, each has an independent stator, and has an external conductor to transmit the main current. The centralized main circuit resistance is small, and the consumables and weight are less, but the interference between the excitations is large, which is not conducive to independent adjustment of the excitation, and the rotor support is not easy to arrange. The separated type has a flexible layout, which is beneficial to independently adjust the excitation, but the main circuit resistance is relatively large, and the circuit consumables and weight are relatively large.

The separate type has two HET semi-couplings with an external conductor between them to form a main current closed circuit. Use external terminals (16, Figure 7 to Figure 12, Figure 15, Figure 16) to connect the external conductors. The external conductor can adopt multiple coaxial conductors, with coaxial mandrel and sleeve, the mandrel and the sleeve respectively transmit the main current with the opposite direction and the same magnitude, and the gap between the mandrel and the sleeve can be passed through the cooling medium to dissipate heat . The external conductors can also use mixed-arrangement flexible cables, that is, a large number of small-diameter wires are used, and the two wires with opposite current directions are insulated and evenly mixed with each other. A sleeve can be installed outside the wire bundle and sealed. At the end, the cooling medium is passed through the sleeve to dissipate heat. The small-diameter wire has the characteristics of being soft and easy to arrange. The small-diameter wire can be soldered to the terminal, and the connection between the small-diameter wire and the external terminal (16) can be brazed or connected through an intermediate transition terminal.

The separated single rotor can be designed to have one rotor magnetic conduction conductor (3), and can be designed to have multiple rotor magnetic conduction conductors. The multiple rotor magnetic conductive conductors are connected in series, which is called multi-stage series connection. The multi-level series connection type in which multiple rotor magnetic conductors are connected in series by using external terminals (16) and external conductors is called multi-level external series connection (Figure 10, Figure 11). In this case, adjacent, series The two connected magnetic conductors share a main magnetic flux. The multi-stage series connection type in which multiple rotor magnetic conducting conductors are connected in series by an internal conductor close to the rotating shaft is called multi-stage internal series connection (Figure 12). In this case, each main magnetic flux only passes through one rotor conductor. magnetoconductor.

In the separated type that uses the external terminal (16) to connect the external conductor, the two HET semi-couples can be paired arbitrarily, and they do not have to be of the same type.

The structure of the connection area (5) of the metal liquid circuit between the HET rotor and the stator is designed as follows: the gap in the connection area is in the shape of an axisymmetric gap, the radius of the middle section is greater than the radius of both sides, corresponding to the maximum radius position of the middle section, in the stator conductor (6, 11), there is an axisymmetric branch slit (25) communicating with the above-mentioned slit. A narrower gap favors reduced electrical resistance and tissue flow. The radius of the middle section is greater than the radius of the two sides, which is conducive to containing the metal liquid without losing its position when rotating. The branch gap corresponding to the position of the maximum radius in the middle section is used for filling metal liquid, recovering metal liquid, and circulating metal liquid (the participation of the second branch gap (26) is required). When the heat generated by the friction of the metal liquid in the circuit connection area is not large, and it is not necessary for the metal liquid to bear the ohmic heat conduction of the rotor conductor current and dissipate, it is an optional solution not to circulate the metal liquid. At this time, only branch gaps can be provided. (25).

The second branch slit (26) is used as a liquid inlet channel for circulating metal liquid, and the branch slit (25) is used as a liquid outlet channel. When the temperature of the area near the liquid inlet channel (26, 29) is high and the heat flux is large, in order to prevent the metal liquid in the liquid inlet channel from being heated up prematurely before reaching the circuit connection area, a thermal insulation gap ( 31), and communicate with the air gap between the dynamic and static parts. The heat insulation measures for the liquid inlet also include the heat insulation air gap of the liquid inlet related pipeline (30).

A uniform distribution buffer gap channel (27, 29) connected to the branch slit (25) and the second branch slit (26) is set, the narrow end of the channel is connected to the slit (25, 26), and the wide end is connected to several The circular pipes (28, 30) which are evenly distributed around the circumference and lead to the external accessory system are connected. The buffer zone of this wedge-shaped design is used to adjust the circumferential uneven liquid inlet flow of the circular pipe (30) to the uniform liquid inlet flow in the circumferential direction of the gap (26), so that the circumferential unevenness of the circular pipe (28) The liquid outlet flow should not affect the circumferential uniform liquid outlet flow of the gap (25) as much as possible.

At both ends of the HET metal liquid circuit connection area (5), on the stator conductor (6, 11), there is an axisymmetric groove (32) connected to the gap (5), and the sealing is installed in the groove. The annular rubber hose (33) has a vent pipe (34) to communicate with the rubber pipe, and the vent pipe passes through the stator conductor (6, 11), and the vent pipe communicates with the external accessory system. By adjusting the gas pressure in the sealing rubber tube (33), the expansion and contraction of the rubber tube can be controlled, thereby controlling the contact state and separation state between the outer wall of the rubber tube and the rotor wall, and realizing the sealing of the gap (5) in the circuit connection area. The seal is used to maintain vacuum suction and maintain the liquid boundary when filling metal liquid, and it can also be used as a special liquid retention measure when there is no rotation speed or low rotation speed.

On the HET stator conductors (6, 11), in the two ends of the circuit connection area (5), close to the rubber tube (33), each has a vent hole (35), which is connected to the external accessory system. When the machine is assembled and initially filled with metal liquid, firstly evacuate all the chambers and pipelines connected with the circuit connection area (5), and then pressurize the sealing rubber tube (33), so that the outer wall of the rubber tube is in sealing contact with the rotor wall, and the continuous Keep the vacuuming operation on the two vent holes (35), and at the same time, start to inject liquid from the external pipeline, proceed in accordance with the sequence of the serial line, fill the metal liquid into the vacuum cavity connected with the circuit connection area, and apply vacuum suction Effect, the metal liquid is filled with the space sealed by the sebific hose (33). The continuous vacuuming operation of the two ventilation holes (35) maintains the vacuum degree during the injection of the metal liquid and ensures that the metal liquid reaches both ends of the circuit connection area. Starting from the injection of metal liquid into the external pipeline, it is carried out in accordance with the sequence of the serial line. The purpose is to drive out all the gas without leaving a closed gas dead zone. The two vent holes should be the last place where the metal liquid arrives. When the metal liquid appears in the external pipeline of a certain vent hole, it can be clearly judged that the metal liquid has reached this end of the circuit connection area.

A liquid metal volume regulating valve is set in the HET external accessory system, and the adjustable volume chamber of the valve communicates with the circuit connection area (5). When the capacity of the metal liquid in the circuit connection area needs to be changed, the volume of the valve can be adjusted. The volume regulating valve can adopt a piston structure, a plunger structure, and a diaphragm structure.

The circulating flow of HET metal liquid is driven by the fluid circulation pump set in the external auxiliary system. The pump can adopt centrifugal pump, axial flow pump, mixed flow pump, gear pump, screw pump, electromagnetic pump, etc. The flow rate of the pump should be adjustable . The main purpose of circulating flow is to take away the carried heat and play a cooling role. In addition, it can also filter out solid impurities and air bubbles in the metal liquid, reduce the wear of the solid wall in the circuit connection area, and eliminate the disadvantages of air bubbles involved in the flow. Effects (such as increased overall volume, reduced electrical and thermal conductivity, prone to unstable flow). The circulating flow of metal liquid in the circuit connection area, especially the liquid inflow flow in the second branch gap (26), is very conducive to the stable organization of the flow in the circuit connection area, that is, to keep the stable contact between the liquid and the rotating wall surface and to keep the liquid The regional boundary is stable and does not change its position, and has a certain self-defense ability against external forces.

The surface heat exchange radiator for cooling and circulating metal liquid set in the HET external auxiliary system can be directly cooled by external air or water, or it can be cooled by an intermediate medium (such as insulating oil) first, and then circulated by the intermediate medium to another It is finally cooled by external air or water in a centralized heat exchanger. Due to the need for insulation between liquid metals in various circulation paths with different potentials, considering that liquid metals need to be strictly isolated from external air, especially water, chemically inert insulating oil (such as transformer cooling oil) is used as the intermediate medium, and external It should be a better corresponding scheme to set up a secondary centralized heat exchanger.

The solid impurity filter and air bubble filter of the liquid metal circulating fluid set in the HET external auxiliary system can use powder metallurgy porous materials, and its materials can be nickel, bronze, stainless steel, etc.

For the HET liquid metal circuit connection area, it is necessary to isolate the outside air, so a sealing structure for the isolation cavity is provided, including a dynamic sealing structure, and the isolation cavity is evacuated and filled with inert gas. The inert gas can be nitrogen or helium. Nitrogen is cheap and leaks slowly, but the frictional resistance between the gas and the rotor is relatively large. The characteristics of helium are opposite to those of nitrogen. The dynamic seal can adopt a magnetic fluid seal structure. At this time, the bearing supporting the rotor is set outside the isolation cavity and is in contact with the outside air. One is to prevent the bearing lubricating oil or grease from evaporating in the isolation cavity, and the other is to ensure that the rolling bearing works in an air atmosphere (vacuum, non-air, non-oxidizing The rolling bearing wear increases in the environment).

The rotor and stator wall surfaces of the liquid metal circuit connection area (5) can be processed with wear-resistant and conductive surface layers. The surface layer can be hard chromium plating, hard silver plating, hard gold plating, silver plating antimony alloy, gold plating cobalt alloy, gold plating nickel alloy, gold plating antimony alloy, gold-tungsten carbide composite coating, gold-boron nitride composite coating, chemical plating Nickel-phosphorus alloy coating, electroless nickel-boron alloy coating, electroless nickel-phosphorus alloy-silicon carbide composite coating, electroless nickel-phosphorus alloy-diamond composite coating, electroless nickel-boron alloy-diamond composite coating.

The liquid metal circuit connection area can be equipped with sensing elements for detecting the liquid level of the metal liquid, that is, on the wall surfaces of the stator conductors (6, 11) at both ends of the channel of the circuit connection area (5), long strips of thin sheet elements with resistive materials are inlaid , the length axis of the component is in the meridian plane, one main surface of the component is flush with the wall of the channel, without insulation, the other main surface and four sides are in the groove, the surface is covered with insulating material, the two ends of the component are connected with wires, and the wires are led out to external attachment system. The resistive material of the sensing element is required to have as high a resistivity as possible. Resistive alloys, electric brush carbon materials can be used, and resin graphite, electrochemical graphite, metal graphite, and natural graphite can be used for electric brush carbon materials.

It is not suitable to use plastic for the object material that is in contact with the metal liquid, and fluorine rubber should be used when applying rubber materials. Objects that can be selected from fluorine rubber include: sealing rubber tube (33), liquid metal joint end seals between adjacent conductors on the main current circuit, and surface sealant in the structure that is in contact with the metal liquid.

According to the points of single flywheel and double flywheel, the points of centralized type and separated type HET, the points of two-wheel and four-wheel drive, the points of direct four-wheel and split four-wheel drive, the present invention provides the following 12 detailed The power system composition of points:

General description of single flywheel and centralized HET structure: one energy storage flywheel device and two centralized HETs are used, one HET (denoted as HET1) is located at the flywheel end, and the rotor at the input end shares a rotating shaft with the flywheel, and the other HET (denoted as HET3) is located at the engine end, and its input rotor is connected to the output shaft of the engine, or connected through a fixed speed ratio mechanical transmission, and its output rotor is connected to the output drive shaft (denoted by a clutch 3) through a clutch (denoted as clutch 3) As transmission shaft 3) connection;

(1) Single flywheel, centralized HET, two-wheel drive structure: Explanation after "General Description of Single Flywheel, Centralized HET Structure": The upper end of the rotor shaft at the output end of HET1 is provided with a pair of bevel gears, one The bevel gear is directly connected to the rotating shaft, and the other bevel gear is connected to the main reducer of the drive axle through the transmission shaft (referred to as drive shaft 1) and the clutch (referred to as clutch 1) in turn, or there is a connection between the clutch 1 and the final reducer. A fixed speed ratio reducer or a stepped speed ratio reducer is connected in series, or a cardan transmission shaft is added in it, and the transmission shaft 1 and the transmission shaft 3 are connected through a set of gears;

(2) Single flywheel, centralized HET, and four-wheel drive structure with transfer: Explanation after "General Description of Single Flywheel, Centralized HET Structure": The upper end of the rotor shaft at the output end of HET1 is provided with a pair of Bevel gears, one bevel gear is directly connected to the rotating shaft, and the other bevel gear passes through the transmission shaft (referred to as drive shaft 1) and clutch (referred to as clutch 1) in turn, and the transfer case or inter-axle differential that distributes the driving force of the front and rear axles connection, or between the clutch 1 and the transfer case or the inter-axle differential, a fixed speed ratio reducer or a stepped speed ratio reducer is connected in series, and the transfer case or the inter-axle differential is connected with the front and rear two The drive axle is connected to the main reducer, or a cardan shaft is added to it, and the transmission shaft 1 and the transmission shaft 3 are connected through a set of gears;

(3) Single flywheel, centralized HET, direct four-wheel drive structure: Explanation after "General Description of Single Flywheel, Centralized HET Structure": The upper end of the rotor shaft at the output end of HET1 is provided with a trident bevel gear set , including a vertical shaft driving bevel gear and two driven bevel gears, the driving bevel gear is directly connected to the shaft, and a driven bevel gear passes through the transmission shaft (denoted as transmission shaft 1) and the clutch (denoted as clutch 1) in turn and a The main reducer of the drive axle is connected, or between the clutch 1 and the final reducer is connected in series with a fixed speed ratio reducer or a stepped speed ratio reducer, or a universal joint transmission shaft is added to it, and another driven cone The gears are sequentially connected to the main reducer of another drive axle through the transmission shaft (referred to as drive shaft 2), inter-axle differential and clutch (referred to as clutch 2), or are connected in series between clutch 2 and the final reducer A fixed speed ratio reducer or a stepped speed ratio reducer, or a universal drive shaft is added to it, and the transmission shaft 1 and the transmission shaft 3 are connected by a set of gears;

The general description of the double flywheel and centralized HET structure: Two energy storage flywheel devices with opposite rotation directions and three centralized HETs are used. The first HET (denoted as HET1) is located at one flywheel end, and the second HET (denoted as HET2) is located at the other flywheel end, the input rotors of HET1 and HET2 share a shaft with their corresponding flywheels, and the third HET (referred to as HET3) is located at the engine end, and its input rotor is connected to the output shaft of the engine, or It is connected through a fixed speed ratio mechanical transmission, and the output rotor is connected to the output transmission shaft (referred to as transmission shaft 3) through a clutch (referred to as clutch 3);

(4) Double flywheel, centralized HET, two-wheel drive structure: Explanation after "General Description of Double Flywheel, Centralized HET Structure": The upper end of the rotor shaft at the output end of HET1 is provided with a trident bevel gear set (including a vertical shaft driving bevel gear and two driven bevel gears), wherein the driving bevel gear is directly connected to the shaft, and a pair of bevel gears are arranged on the upper end of the rotor shaft at the output end of HET2, one of which is directly connected to the shaft, and the other One bevel gear is connected with a driven bevel gear of the three-prong bevel gear set through a universal transmission shaft, and the other driven bevel gear of the three-prong bevel gear set passes through the transmission shaft (referred to as drive shaft 1) and the clutch (referred to as clutch 1) It is connected with the main reducer of the drive axle, or a fixed speed ratio reducer or a step-variable ratio reducer is connected in series between the clutch 1 and the main reducer, or a universal joint transmission shaft is added in it, and the transmission shaft 1 It is connected with the transmission shaft 3 through a set of gears;

(5) Double flywheel, centralized HET, four-wheel drive structure with transfer: Explanation after "Double flywheel, centralized HET structure general description part": the upper end of the rotor shaft at the output end of HET1 is provided with a trident bevel gear set (including a vertical shaft driving bevel gear and two driven bevel gears), the driving bevel gear is directly connected to the shaft, and a pair of bevel gears are arranged on the upper end of the rotor shaft at the output end of HET2, one of which is directly connected to the shaft , the other bevel gear is connected with a driven bevel gear of the three-prong bevel gear set through a universal transmission shaft, and the other driven bevel gear of the three-prong bevel gear set passes through the drive shaft (referred to as drive shaft 1) and the clutch in turn (denoted as clutch 1) is connected with the transfer case or the inter-axle differential that distributes the driving force of the front and rear axles, or a fixed speed ratio reducer or a fixed speed ratio reducer is connected in series between the clutch 1 and the transfer case or the inter-axle differential The step-variable ratio reducer, the transfer case or the inter-axle differential are then connected to the main reducer of the two front and rear drive axles, or a universal joint transmission shaft is added to it, and a set of gear connection;

(6) Double flywheel, centralized HET, direct four-wheel drive structure: Explanation after "General Description of Double Flywheel, Centralized HET Structure": The upper ends of the rotor shafts at the output ends of HET1 and HET2 are equipped with trident bevel gear sets (including a vertical shaft driving bevel gear and two driven bevel gears), the two driving bevel gears are directly connected to the two above-mentioned rotating shafts, and the driven bevel gears on HET1 and HET2 are connected through a cardan shaft. The other driven bevel gear on HET1 is connected to the main reducer of a drive axle through the transmission shaft (referred to as drive shaft 1) and clutch (referred to as clutch 1) in turn, or is connected in series between clutch 1 and the final reducer. Connect a fixed speed ratio reducer or a stepped speed ratio reducer, or add a universal drive shaft, and another driven bevel gear on HET2 passes through the drive shaft (referred to as drive shaft 2) and the inter-shaft differential in turn. The gear and clutch (referred to as clutch 2) are connected to the final drive of another drive axle, or between the clutch 2 and the final drive is also connected in series with a fixed speed ratio reducer or a stepped speed ratio reducer, or there is also a A universal joint transmission shaft is added, and transmission shaft 1 and transmission shaft 3 are connected through a set of gears;

(7) Single flywheel, separate HET, two-wheel drive structure: adopt an energy storage flywheel device and a semi-separated HET (including three HET semi-couplings), the first semi-coupling (referred to as HETh11) and The flywheel shares one rotating shaft, and the rotating shaft of the second semi-coupling (referred to as HETh12) is connected to the main reducer of the drive axle, or connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or a universal drive is added to it The shaft of the third semi-coupling (referred to as HETh3) is connected to the output shaft of the engine, or through a fixed speed ratio mechanical transmission, and the main circuits of the three HET semi-couplings are connected through external terminals (16) and external conductors Connected in series to form a main current closed loop; the design maximum electromotive force of HETh11 and HETh12 can be selected to offset;

(8) Single flywheel, separate HET, four-wheel drive structure with transfer: adopt an energy storage flywheel device and a semi-separated HET (including three HET semi-couplings), the first semi-coupling (note HETh11) shares a shaft with the flywheel, and the shaft of the second semi-coupling (referred to as HETh12) is connected to the transfer case or the inter-axle differential that distributes the driving force of the front and rear axles, or through a fixed speed ratio reducer or a stepped The speed ratio reducer is connected, the transfer case or the inter-axle differential is connected with the main reducer of the front and rear two drive axles, or a universal drive shaft is added, and the third semi-coupling (denoted as HETh3) shaft is connected with The engine output shaft is connected, or connected through a fixed speed ratio mechanical transmission device. The main circuit of the three HET semi-couplings forms a main current closed loop through the external terminal (16) and the external conductor in series; HETh11 and HETh12 can be selected during design The maximum electromotive force of the design is offset;

(9) Single flywheel, separate HET, direct four-wheel drive structure: adopt an energy storage flywheel device and two separate HETs (including four HET semi-couplings), the first semi-coupling (denoted as HETh11) It shares a shaft with the flywheel, and the shaft of the second semi-coupling (referred to as HETh12) is connected to the final reducer of a drive axle, or connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or an additional The cardan shaft, the third semi-coupling (referred to as HETh22) shaft is connected to the main reducer of another drive axle, or connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or one of them is added The cardan shaft, the fourth semi-coupling (referred to as HETh3) shaft is connected to the engine output shaft, or connected through a fixed speed ratio mechanical transmission device, the main circuit of the four HET semi-couplings is connected through the external terminal (16) and The external conductors are connected in series to form a main current closed loop; during design, the design maximum electromotive force of HETh11 on the flywheel side can be selected to offset the sum of the design maximum electromotive forces of the two wheel sides HETh12 and HETh22, and the design maximum electromotive force of the two wheel sides HETh12 and HETh22 is generally taken The same, the design maximum speed is also the same;

(10) Double flywheel, separate HET, two-wheel drive structure: Two energy storage flywheel devices with opposite directions of rotation and two separate HETs (including four HET semi-couplings), the first semi-coupling (note HETh11) shares a shaft with a flywheel, the second semi-coupling (denoted as HETh21) shares a shaft with another flywheel, and the third semi-coupling (denoted as HETh12) shaft is connected to the drive axle main reducer, or It is connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or a universal drive shaft is added to it, and the fourth semi-coupling (denoted as HETh3) shaft is connected to the engine output shaft, or through a fixed speed ratio Mechanical transmission connection, the main circuit of the four HET semi-couplings is connected in series with the external conductor to form a main current closed loop; during design, HETh12 on the wheel side can be selected to design the maximum electromotive force and the two flywheel sides HETh11 and HETh21 The sum of the design maximum electromotive force of the two flywheel sides is usually equal to the design maximum electromotive force of HETh11 and HETh21, and the design maximum speed is also the same;

(11) Double flywheel, separate HET, four-wheel drive structure with transfer: two energy storage flywheel devices with opposite rotations and two separate HETs (including four HET halves), the first half The dual part (referred to as HETh11) shares a shaft with a flywheel, the second half part (referred to as HETh21) shares a shaft with another flywheel, and the third half part (referred to as HETh12) rotates with the distribution of front and rear axle drives The transfer case or the inter-axle differential is connected, or it is connected through a fixed speed ratio reducer or a stepped speed ratio reducer, and the transfer case or the inter-axle differential is then connected with the main reducer of the front and rear drive axles , or a cardan shaft is also added, the fourth semi-coupling (referred to as HETh3) shaft is connected to the engine output shaft, or connected through a fixed speed ratio mechanical transmission, and the main circuit of the four HET semi-couplings passes through The external terminal (16) and the external conductor are connected in series to form a main current closed loop; during design, the design maximum electromotive force of HETh12 on the wheel side can be selected to offset the sum of the design maximum electromotive forces of HETh11 and HETh21 on the two flywheel sides, usually two flywheel side HETh11 The design maximum electromotive force is the same as that of HETh21, and the design maximum speed is also the same;

(12) Double flywheel, separate HET, direct four-wheel drive structure: Two energy storage flywheel devices with opposite rotation directions and two semi-separated HETs (including five HET semi-couplings), the first semi-coupling (referred to as HETh11) shares a shaft with a flywheel, the second semi-coupling (denoted as HETh21) shares a shaft with another flywheel, and the third semi-coupling (denoted as HETh12) shaft is connected to the main reducer of a drive axle Gearbox connection, or through a fixed speed ratio reducer or a stepped speed ratio reducer, or a universal drive shaft is added, and the fourth semi-coupling (referred to as HETh22) shaft is connected to the main reduction of another drive axle Gearbox connection, or through a fixed speed ratio reducer or stepped speed ratio reducer connection, or a universal drive shaft is added to it, and the fifth semi-coupling (referred to as HETh3) shaft is connected with the engine output shaft, or through A fixed speed ratio mechanical transmission is connected, and the main circuit of the five HET semi-couplings forms a main current closed loop through the external terminal (16) and the external conductor in series; two wheel side HETh12 and HETh22 can be selected to design the maximum electromotive force during design The sum is equal to the sum of the design maximum electromotive forces of the two flywheel sides HETh11 and HETh21. Generally, the design maximum electromotive forces of the two wheel sides HETh12 and HETh22 are the same, and the design maximum speed is also the same. Usually, the design of the two flywheel sides HETh11 and HETh21 is taken The maximum electromotive force is the same, and the design maximum speed is also the same.

Fixed ratio reducers or mechanical transmissions include gears, belts, chains, worm drives, etc. Typically, gear drives are used here.

The above-mentioned "input shaft" and "output shaft" refer to the defined names when driving the vehicle to move, and the functions of each shaft are reversed when the power flow is reversed.

When the vehicle is stopped, an external power source can be used to charge or unload the flywheel, and the engine can be used to charge the flywheel. When the vehicle is running, the flywheel and the engine have the following five power flow state combinations: the flywheel drives the vehicle (forward or reverse); the engine drives the vehicle (forward or reverse), and simultaneously charges the flywheel; the engine and the flywheel simultaneously drive the vehicle ( Flywheel braking vehicle (forward or reversing); Flywheel braking vehicle (forward or reversing), while the engine charges the flywheel.

For the above subdivision structures (1), (2), (4) and (5), when driving or braking the vehicle with kinetic energy recovery, engage clutch 1; when the engine is running, engage clutch 3; when the engine is not running, disengage Open the clutch 3; when charging or unloading the flywheel, brake the vehicle with the hand brake, engage the clutch 1, and disengage the clutch 3; when the engine loads the flywheel under the stopped state, brake the vehicle with the hand brake, disengage Clutch 1, engage clutch 3.

For the above subdivision structures (3) and (6), when driving or braking the vehicle with kinetic energy recovery, engage clutch 1 and clutch 2; when the engine is running, engage clutch 3; when the engine is not running, disengage clutch 3; When the flywheel is plugged in for charging or unloading, the hand brake brakes the vehicle, engages clutch 1 and clutch 2, and disengages clutch 3; when the engine loads the flywheel in the stopped state, the hand brake brakes the vehicle and disengages clutch 1 and clutch 2, engage clutch 3.

For the above subdivision structures (7) to (12), when the flywheel is plugged in for charging or unloading, the circuit connection area (5) of the half-coupling at the end of the flywheel is connected, and the other half-couplings are disconnected. The circuit connection area (5) and the excitation current circuit are connected to the external power supply; when the engine is loaded to the flywheel under the stopped state, the hand brake brakes the vehicle, the external power supply is disconnected, and the circuit connection area of all semi-couplings is connected ( 5) Disconnect the excitation current circuits of other semi-couplings except the flywheel-side semi-coupling and the engine-side semi-coupling.

The external power supply used for plug-in charging or unloading of the flywheel is an adjustable voltage DC power supply device connected to the AC power grid. This device can be arranged in the vehicle or in a plug-in place.

For centralized HET, each set of HET can be provided with two columns of terminals (16) for external DC power supply (Fig. 2, Fig. 3, Fig. 18), to connect the main current circuit including the rotor magnetic conductive conductor, and set the liquid metal conversion The switch (15) is used to evacuate the liquid and disconnect the original main current loop before the external power supply is connected, so as to realize (respectively) plug-in charging or unloading of each flywheel. When plugging in and charging, the vehicle is braked by the hand brake, the liquid metal transfer switch (15) is turned off, each circuit connection area (5) is turned on, and the relevant exciting coils that make the rotor magnetic flux at the flywheel end of the HET reach the maximum value are turned on. And always maintain the maximum excitation current, adjust the DC power supply voltage to be equal to the electromotive force of the HET flywheel end rotor, and the direction is opposite to it. Rated limit value of electric power, continuously adjust and increase the DC power supply voltage during the flywheel charging and speed-up process, and maintain the plug-in main current and/or plug-in power of the rated limit. When it is high, there is only power limitation; when the charging is over, first lower the DC power supply voltage to get zero current, disconnect the main current line from the DC power supply, and cancel the HET excitation. When performing plug-in unloading, the preparation procedure is the same as above, the current direction is reversed, and the operating procedure is reversed, that is, the DC power supply voltage is lowered to reach the rated limit of plug-in unloaded power or the rated limit of plug-in unloaded main current. This plug-in charging or unloading is suitable for low-power applications, such as household power, community power, slow charging and slow discharging.

For the separate HET, on the external conductor of the HET semi-coupling at the shaft end of each flywheel, the wires connected to the external DC power supply can be connected in parallel to realize (respectively) plug-in charging or unloading of each flywheel. When plugging in and charging, disconnect the circuit connection area (5) of the non-flywheel shaft end HET semi-coupling, connect the circuit connection area (5) of the flywheel shaft end semi-coupling, and connect to make the HET flywheel end rotor magnetic flux Relevant excitation coils that reach the maximum value, and maintain the maximum excitation current, adjust the DC power supply voltage to be equal to the electromotive force of the HET flywheel end rotor, and the direction is opposite to it, the main current line is connected to the DC power supply, and the DC power supply voltage is increased to reach the plug-in The rated limit of the main electric current or the rated limit of the plug-in power, continuously adjust and increase the DC power supply voltage during the flywheel charging and speed-up process, and maintain the rated limit of the plug-in main current and/or plug-in power, the current limit is the first, and the power When the limit is at the rear, there is only power limit when the starting point of the flywheel speed is high; when the charging is over, first lower the DC power supply voltage to get zero current, disconnect the main current circuit from the DC power supply, and cancel the HET excitation. When performing plug-in unloading, the preparation procedure is the same as above, the current direction is reversed, and the operating procedure is reversed, that is, the DC power supply voltage is lowered to reach the rated limit of plug-in unloaded power or the rated limit of plug-in unloaded main current. This plug-in charging or off-loading is suitable for low-power applications.

In order to facilitate the understanding and description of the adjustment and control method for HET below, the following explanations of terms and related instructions are given first.

Each HET has n excitation coils, and the sum of the direct currents of each turn of each coil is denoted as Ii, i=1, 2, . . . , n, and n is at least 2. The field coil current flows in a circumferential direction. The number of turns of each coil is denoted as Zi, the resistance of each coil is denoted as Ri, and the ohmic thermal power of each coil Poi=(Ii/Zi)·(Ii/Zi)·Ri.

The DC current of the main current loop is denoted as I0. The main current flows in the meridian plane and has no circumferential component. A meridian plane is any plane that contains the axis.

There are k magnetic conductors (3) on one rotor, and their serial numbers are denoted as j, where j=1, 2, . . . , k, where k is at least 1. The two ends of each magnetic conducting conductor are usually connected with conductors (4). A magnetic conducting conductor and the conductors at both ends form an independent main circuit on the rotor. The magnetic flux is recorded as Φmj, which means the magnetic flux Φm passing through the rotor conductor described in the section "Electromagnetic Action Principle of Unipolar DC Motor". The total magnetic flux on a rotor passing through the rotor main current circuit turning surface is equal to the sum of k Φmj, denoted as ΣΦr, r=1, 2 (corresponding to rotor 1 and rotor 2 of a single HET). Each corresponding Φmj of the series main circuit on a rotor should generally have the same direction, except in special cases, at this time, the subtraction calculation should be performed for Φmj in the opposite direction.

The magnetic flux Φmj is generated by the excitation of the excitation coil. The main excitation coil near the same main magnetic circuit (22) has the greatest excitation effect on Φmj. Other excitation coils have different influences on Φmj. Other excitation coils belonging to the same rotor Due to the similar structure and connection, there is a greater influence. The excitation coils of the two rotors with shared magnetic flux also have a greater influence. The excitation coils of different rotors with a concentrated structure without shared magnetic flux also have the influence of magnetic flux leakage. Different rotors with a separate structure The effect of the field coil is negligible.

The main current in the main current loop generates a circumferential flux density Bt, which is located in the axisymmetric ring tube surrounded by the outer surface of the main current loop conductor. The circumferential magnetic field must pass through one or several magnetizers on the main magnetic path, and combine with the magnetic density Bm in the direction of the meridian plane excited by the excitation source to form a larger total magnetic density vector B. Since the magnetization curve (relationship curve between magnetic flux density B and magnetic field strength H) of soft magnetic material magnetizer is nonlinear, the addition of circumferential magnetic density Bt makes the magnetic field strength Hm that produces the same magnetic density Bm compared to when Bt is zero Increase. It can be seen that the weakening of the circumferential magnetic field generated by the main current reduces the magnetic permeability of the magnetic circuit, thus indirectly affecting each Φmj value.

In operational use, the variables that have an effect on the value of Φmj are the associated field coil current and the main current. In addition, the temperature change of the magnetic circuit magnetizer has an impact on the magnetic permeability, and the change of the air gap in the magnetic circuit has an impact on the reluctance, but the degree of these effects is very weak.

The electromagnetic law equations for the series main current loop of a single HET described below include:

Electromotive force of rotor 1:

E1＝ω1·∑Φ1/(2π)(1)

Electromotive force of rotor 2:

E2＝ω2·∑Φ2/(2π)(2)

The sum of the electromotive forces of the main current loop:

∑E＝E1+E2(3)

Main current:

I0=∑E/R0(4)

Electromagnetic torque on rotor 1:

Me1＝-I0·∑Φ1/(2π)(5)

Electromagnetic torque on rotor 2:

Me2＝-I0·∑Φ2/(2π)(6)

Among them, R0 is the total resistance of the main current loop, including circuit solid resistance, contact or connection resistance between solids, and brush resistance. When the brush uses liquid metal, the state of the metal liquid in the circuit connection area (5) has an impact on the value of R0. Temperature has an effect on material resistivity. The state of the metal liquid in the circuit connection area is denoted as MLS, which is described by the parameters of the left and right boundary positions of the liquid, or by the parameters of the liquid capacity and the center position.

Each of the above-mentioned quantities except R0 has directionality, and has positive or negative values. The direction reference is selected as: at the design point, the vector direction of the angular velocity ω1 of the active rotor 1 is selected as the positive direction of the ω vector, the direction of the magnetic flux ΣΦ1 is selected as the positive direction of ΣΦ, and the direction of E1 is selected as the positive direction of E. The positive direction of I0 is the same as the positive direction of E, and the positive direction of the vector of Me is the same as that of the ω vector. E1 has a positive direction and a positive value at design points, but can be negative at other operating points. The directions of E2 and E1 are always opposite to form the relationship between the driving shaft and the driven shaft. When ΣE>0, the direction of I0 is positive, and when ΣE<0, the direction of I0 is negative. When the vector direction of the electromagnetic torque Me of a rotor is the same as the vector direction of the angular velocity ω (that is, the two parameters are both positive or negative), it means that the rotor accepts electromagnetic power (Pe value is positive), and the shaft performance for the passive shaft. When the vector direction of the electromagnetic torque Me of a rotor is opposite to the vector direction of the angular velocity ω, it means that the rotor outputs electromagnetic power (Pe value is negative), and the rotating shaft behaves as a driving shaft.

Neglecting the influence of secondary factors such as temperature, the ΣΦ1 and ΣΦ2 of the series main circuit of a single HET can be expressed as a function of the absolute value |I0| of the main current I0 and the related excitation coil current during operation and use:

ΣΦ1=Ff1(|I0|, Ir11, Ir12,..., Ir1n) (7)

ΣΦ2=Ff2(|I0|, Ir21, Ir22,..., Ir2n) (8)

Among them, {Ir11, Ir12, ..., Ir1n} is a subset or complete set or empty set in {I1, I2, ..., In}, and {Ir21, Ir22, ..., Ir2n} is also {I1, I2, ..., In} The subset or the complete set or the empty set in , cannot all be the empty set.

Neglecting the influence of secondary factors such as temperature, the I0, Me1, and Me2 of the series main current loop of a single HET can be expressed as a function of the following variables during operation:

I0=Fi0(ω1,ω2,MLS,Ii01,Ii02,...,Ii0n)(9)

Me1 = Fm1 (ω1, ω2, MLS, Ii01, Ii02, ..., Ii0n) (10)

Me2 = Fm2 (ω1, ω2, MLS, Ii01, Ii02, ..., Ii0n) (11)

Among them, {Ii01, Ii02, ..., Ii0n} is the collection of {Ir11, Ir12, ..., Ir1n} and {Ir21, Ir22, ..., Ir2n}.

The adjustment and control method of the two principles of minimum sum of losses adopted by each set of centralized HETs in the subdivision structures (1) to (6) above is as follows.

The total loss is taken as the sum of main current ohmic heat (I0·I0·R0) and excitation current ohmic heat (∑Poi), where R0 and Ri are taken as constant values. Select the application limit range of the main current and each excitation current, and within this range, respectively calculate or test to obtain the multi-dimensional multi-dimensional flux following the main current I0 and the related excitation current Ii on the two rotors passing through the rotating surface of the main current circuit of the rotor The corresponding relationship of variable changes, namely:

ΣΦ1=Ff1(|I0|, Ir11, Ir12,..., Ir1n) (7)

ΣΦ2=Ff2(|I0|, Ir21, Ir22,..., Ir2n) (8)

Given the application range of the two-axis speed and the application range of the electromagnetic torque Me1 or Me2, use the electromagnetic law formula ((1) ~ (4), (5) or (6), where R0 is taken as a fixed value) and the above multidimensional Variable function relationship ((7), (8)), calculate the optimal value Iiopt matrix of each excitation current that covers different speed conditions and torque requirements in a full range and meets the goal of minimum total loss, and store all data in the control system .

When the adjustment is executed, the speed of the two rotors (ω1 and ω2) is collected immediately, and as the input condition, the Me1 or Me2 torque command is given, which is also used as the input condition, and the relevant stored data is called from the control system, using the spline interpolation function The formula calculates and obtains the corresponding optimal value Iiopt of each excitation current, which is used in the execution link.

The adjustment and control method of the principle of the minimum sum of the three losses adopted by each set of centralized HETs in the subdivision structures (1) to (6) above is as follows.

The total loss is taken as the sum of the main current ohmic heat (I0·I0·R0), the excitation current ohmic heat (∑Poi) and the friction heat of the liquid metal in the circuit connection area, where R0 is taken as a function of the liquid metal state parameter MLS, and Ri is taken as is a fixed value. Select the application limit range of the main current and each excitation current, and within this range, respectively calculate or test to obtain the multi-dimensional multi-dimensional flux following the main current I0 and the related excitation current Ii on the two rotors passing through the rotating surface of the main current circuit of the rotor The corresponding relationship of variable changes, namely:

ΣΦ1=Ff1(|I0|, Ir11, Ir12,..., Ir1n) (7)

ΣΦ2=Ff2(|I0|, Ir21, Ir22,..., Ir2n) (8)

Given the application range of the two shaft speeds, the application range of the electromagnetic torque Me1 or Me2 and the application range of the liquid metal state parameter MLS, the electromagnetic law formula ((1)～(4), (5) or (6) is used, where R0 is taken as the function of the liquid metal state parameter MLS) and the above-mentioned multidimensional variable function relationship ((7), (8)), and the excitation currents that cover different speed conditions and torque requirements in a full range and meet the minimum total loss target are calculated Optimum value Iiopt matrix and optimal value MLSopt matrix of liquid metal state parameters, and store all data in the control system.

When the adjustment is executed, the speed of the two rotors (ω1 and ω2) is collected immediately, and as the input condition, the Me1 or Me2 torque command is given, which is also used as the input condition, and the relevant stored data is called from the control system, using the spline interpolation function The formula calculates and obtains the corresponding optimal value Iiopt of each excitation current and the optimal value MLSopt of the liquid metal state parameter, which are used in the execution link.

The electromagnetic law formula of the main current loop composed of three or four or five HET semi-couplings in series has the following form (the situation of three or four HET semi-couplings applies to some of the formulas):

The electromotive force of the half-coupling rotor at one end of the flywheel:

Eh11＝ωh11·∑Φh11/(2π)(12)

The electromotive force of the 2-end semi-coupling rotor of the flywheel:

Eh21＝ωh21·∑Φh21/(2π)(13)

The electromotive force of the half-coupling rotor on wheel 1 side:

Eh12＝ωh12·ΣΦh12/(2π)(14)

The electromotive force of the semi-coupling rotor on the 2 sides of the wheel:

Eh22＝ωh22·∑Φh22/(2π)(15)

The electromotive force of the half-coupling rotor on the engine side:

Eh3＝ωh3·ΣΦh3/(2π)(16)

The sum of the electromotive force of the main current loop of the (7) and (8) subdivision structures:

∑E＝Eh11+Eh12+Eh3(17)

The sum of the electromotive force of the main current loop of the (9) subdivision structure:

∑E＝Eh11+Eh12+Eh22+Eh3(18)

The sum of the electromotive force of the main current loop of the (10) and (11) subdivision structures:

∑E＝Eh11+Eh21+Eh12+Eh3(19)

The sum of the electromotive force of the main current loop of the (12th) subdivision structure:

∑E＝Eh11+Eh21+Eh12+Eh22+Eh3(20)

Main current:

I0=∑E/R0(21)

Electromagnetic torque on the half-coupling rotor at the 1st end of the flywheel:

Mhe11＝-I0·∑Φh11/(2π)(22)

The electromagnetic torque on the rotor of the 2-end semi-coupling of the flywheel:

Mhe21＝-I0·∑Φh21/(2π)(23)

Electromagnetic torque on the half-coupling rotor on wheel 1 side:

Mhe12＝-I0·∑Φh12/(2π)(24)

Electromagnetic torque on the half-coupling rotor on the 2 sides of the wheel:

Mhe22＝-I0·∑Φh22/(2π)(25)

Electromagnetic torque on the half-coupling rotor on the engine side:

Mhe3＝-I0·∑Φh3/(2π)(26)

Neglecting the influence of secondary factors such as temperature, ∑Φh11, ∑Φh21, ∑Φh12, ∑Φh22 and ∑Φh3 can be expressed as a function of the absolute value |I0| of the main current I0 and the current of the corresponding semi-coupling excitation coil during operation:

∑Φh11=Ffh11(|I0|, Ih111, Ih112,..., Ih11m) (27)

∑Φh21=Ffh21(|I0|, Ih211, Ih212,..., Ih21m) (28)

∑Φh12=Ffh12(|I0|, Ih121, Ih122,..., Ih12m) (29)

∑Φh22=Ffh22(|I0|, Ih221, Ih222,..., Ih22m) (30)

∑Φh3=Ffh3(|I0|, Ih31, Ih32,..., Ih3m) (31)

The adjustment and control methods of the two kinds of loss sum minimization principles adopted for the three HET semi-couple series systems of subdivision structures (7) and (8) are as follows.

The total loss is taken as the sum of the main current ohmic heat (I0·I0·R0) and each excitation current ohmic heat (ΣPoi), where R0 and Ri are taken as constant values. Select the application limit range of the main current and each excitation current. Within this range, respectively calculate or test to obtain the total magnetic flux passing through the rotor main current circuit turning surface on the three rotors to follow the main current and related excitation current multidimensional variable changes The corresponding relationship, that is:

∑Φh11=Ffh11(|I0|, Ih111, Ih112,..., Ih11m) (27)

∑Φh12=Ffh12(|I0|, Ih121, Ih122,..., Ih12m) (29)

∑Φh3=Ffh3(|I0|, Ih31, Ih32,..., Ih3m) (31)

Given the application range of the three-axis speed, the application range of Mhe12, the application range of Mhe3 or Mhe11, using the electromagnetic law formula ((12), (14), (16), (17), (21), (24), (26) or (22), where R0 is taken as a fixed value) and the above-mentioned multidimensional variable function relationship ((27), (29), (31)), calculate the full range covering different speed conditions and torque requirements, satisfying The optimal value Iiopt matrix of each excitation current with the minimum total loss target, and store all data in the control system.

When the adjustment is executed, the rotational speeds (ωh11, ωh12, ωh3) of the three rotors are collected immediately, and as input conditions, the command of the required torque Mhe12, Mhe3 or Mhe11 is given, which is also used as the input conditions, and the relevant storage is called from the control system Data, use the spline interpolation function formula to calculate and obtain the corresponding optimal value Iiopt of each excitation current, which is used in the execution link.

The adjustment and control method of the principle of the minimum sum of the three losses adopted for the series system of three HET semi-coupled components of subdivision structures (7) and (8) is as follows.

The total loss is taken as the sum of the ohmic heat of the main current (I0·I0·R0), the ohmic heat of each excitation current (∑Poi) and the friction heat of the liquid metal in the circuit connection area, where R0 is taken as the function of the state parameter MLS of the liquid metal, and Ri Take it as a fixed value. Select the application limit range of the main current and each excitation current. Within this range, respectively calculate or test to obtain the total magnetic flux on the three rotors passing through the rotating surface of the main current circuit of the rotor following the multidimensional variable changes of the main current and the relevant excitation current. The corresponding relationship, that is:

∑Φh11=Ffh11(|I0|, Ih111, Ih112,..., Ih11m) (27)

∑Φh12=Ffh12(|I0|, Ih121, Ih122,..., Ih12m) (29)

∑Φh3=Ffh3(|I0|, Ih31, Ih32,..., Ih3m) (31)

Given the application range of the three-axis rotational speed, the application range of Mhe12, the application range of Mhe3 or Mhe11, and the application range of the liquid metal state parameter MLS in the circuit connection area, the electromagnetic law formula ((12), (14), (16), (17), (21), (24), (26) or (22), wherein R0 is taken as the function of the liquid metal state parameter MLS) and the above-mentioned multidimensional variable function relationship ((27), (29), (31) ), calculate the optimal value Iiopt matrix of each excitation current and the optimal value MLSopt matrix of liquid metal state parameters that cover different speed conditions and torque requirements and meet the minimum total loss target, and store all the data in the control system.

When the adjustment is executed, the rotational speeds (ωh11, ωh12, ωh3) of the three rotors are collected immediately, and as input conditions, the command of the required torque Mhe12, Mhe3 or Mhe11 is given, which is also used as the input conditions, and the relevant storage is called from the control system Data, the spline interpolation function formula is used to calculate the corresponding optimal value Iiopt of each excitation current and the optimal value MLSopt of the liquid metal state parameters, which are used in the execution link.

The adjustment and control method of the two kinds of loss sum minimum principle adopted for the series system of four HET semi-coupled parts in subdivision structure (9) is as follows.

The total loss is taken as the sum of the main current ohmic heat (I0·I0·R0) and each excitation current ohmic heat (ΣPoi), where R0 and Ri are taken as constant values. Select the application limit range of the main current and each excitation current. Within this range, respectively calculate or test to obtain the total magnetic flux on the four rotors passing through the rotating surface of the main current circuit of the rotor following the multidimensional variable changes of the main current and the relevant excitation current. The corresponding relationship, that is:

∑Φh11=Ffh11(|I0|, Ih111, Ih112,..., Ih11m) (27)

∑Φh12=Ffh12(|I0|, Ih121, Ih122,..., Ih12m) (29)

∑Φh22=Ffh22(|I0|, Ih221, Ih222,..., Ih22m) (30)

∑Φh3=Ffh3(|I0|, Ih31, Ih32,..., Ih3m) (31)

Given the application range of the four-axis speed, the application range of Mhe12 and Mhe22, the application range of Mhe3 or Mhe11, using the electromagnetic law formula ((12), (14), (15), (16), (18), (21 ), (24), (25), (26) or (22), where R0 is taken as a fixed value) and the above-mentioned multidimensional variable function relationship ((27), (29), (30), (31)), calculate The optimal value Iiopt matrix of each excitation current that covers different speed conditions and torque requirements and meets the goal of minimum total loss is generated, and all data are stored in the control system.

When the adjustment is executed, the rotational speeds of the four rotors (ωh11, ωh12, ωh22, ωh3) are collected immediately, as input conditions, the command of the required torque Mhe12, Mhe22, Mhe3 or Mhe11 is given, and also used as input conditions, from the control system Relevant stored data are called in, and the corresponding optimal value Iiopt of each excitation current is calculated by using the spline interpolation function formula, which is used in the execution link.

The adjustment and control method of the principle of the minimum sum of the three losses adopted for the series system of four HET semi-coupled parts in the subdivision structure of (9) is as follows.

The total loss is taken as the sum of the ohmic heat of the main current (I0·I0·R0), the ohmic heat of each excitation current (∑Poi) and the friction heat of the liquid metal in the circuit connection area, where R0 is taken as the function of the state parameter MLS of the liquid metal, and Ri Take it as a fixed value. Select the application limit range of the main current and each excitation current. Within this range, respectively calculate or test to obtain the total magnetic flux on the four rotors passing through the rotating surface of the main current circuit of the rotor following the multidimensional variable changes of the main current and the relevant excitation current. The corresponding relationship, that is:

∑Φh11=Ffh11(|I0|, Ih111, Ih112,..., Ih11m) (27)

∑Φh12=Ffh12(|I0|, Ih121, Ih122,..., Ih12m) (29)

∑Φh22=Ffh22(|I0|, Ih221, Ih222,..., Ih22m) (30)

∑Φh3=Ffh3(|I0|, Ih31, Ih32,..., Ih3m) (31)

Given the application range of the four-axis speed, the application range of Mhe12 and Mhe22, the application range of Mhe3 or Mhe11, and the application range of the liquid metal state parameter MLS in the circuit connection area, the electromagnetic law formula ((12), (14), (15 ), (16), (18), (21), (24), (25), (26) or (22), wherein R0 is taken as the function of the liquid metal state parameter MLS) and the above-mentioned multidimensional variable function relationship (( 27), (29), (30), (31)), calculate the optimal value Iiopt matrix of each excitation current and the optimal value of the liquid metal state parameters that cover different speed conditions and torque requirements in a full range and meet the goal of the minimum total loss. Best value MLSopt matrix, and store all data in the control system.

When the adjustment is executed, the rotational speeds of the four rotors (ωh11, ωh12, ωh22, ωh3) are collected immediately, as input conditions, the command of the required torque Mhe12, Mhe22, Mhe3 or Mhe11 is given, and also used as input conditions, from the control system Relevant storage data is called in the middle, and the corresponding optimal value Iiopt of each excitation current and the optimal value MLSopt of the liquid metal state parameter are obtained by using the spline interpolation function formula to be used in the execution link.

For the four HET semi-couple series systems with subdivision structures (10) and (11), the adjustment and control methods of the two principles of minimum sum of losses are as follows.

The total loss is taken as the sum of the main current ohmic heat (I0·I0·R0) and each excitation current ohmic heat (ΣPoi), where R0 and Ri are taken as constant values. Select the application limit range of the main current and each excitation current. Within this range, respectively calculate or test to obtain the total magnetic flux on the four rotors passing through the rotating surface of the main current circuit of the rotor following the multidimensional variable changes of the main current and the relevant excitation current. The corresponding relationship, that is:

∑Φh11=Ffh11(|I0|, Ih111, Ih112,..., Ih11m) (27)

∑Φh21=Ffh21(|I0|, Ih211, Ih212,..., Ih21m) (28)

∑Φh12=Ffh12(|I0|, Ih121, Ih122,..., Ih12m) (29)

∑Φh3=Ffh3(|I0|, Ih31, Ih32,..., Ih3m) (31)

Given the application range of the four-axis speed, the application range of Mhe12, the application range of Mhe3 or Mhe11, and the application range of Mhe11/Mhe21, the electromagnetic law formula ((12), (13), (14), (16), ( 19), (21), (23), (24), (26) or (22), where R0 is taken as a fixed value) and the above multidimensional variable function relationship ((27), (28), (29), ( 31)), calculate the optimal value Iiopt matrix of each excitation current that covers different speed conditions and torque requirements in a full range and meets the goal of minimum total loss, and store all data in the control system.

When the adjustment is executed, the speeds of the four rotors (ωh11, ωh21, ωh12, ωh3) are collected immediately, as input conditions, and the required torque Mhe12, Mhe3 or Mhe11, Mhe11/Mhe21 instructions are given, which are also used as input conditions, from The relevant stored data is called in the control system, and the spline interpolation function formula is used to calculate and obtain the corresponding optimal value Iiopt of each excitation current, which is used in the execution link.

The adjustment and control methods of the three kinds of loss sum minimization principles adopted for the four HET semi-couple series systems of subdivision structures (10) and (11) are as follows.

The total loss is taken as the sum of the ohmic heat of the main current (I0·I0·R0), the ohmic heat of each excitation current (∑Poi) and the friction heat of the liquid metal in the circuit connection area, where R0 is taken as the function of the state parameter MLS of the liquid metal, and Ri Take it as a fixed value. Select the application limit range of the main current and each excitation current. Within this range, respectively calculate or test to obtain the total magnetic flux on the four rotors passing through the rotating surface of the main current circuit of the rotor following the multidimensional variable changes of the main current and the relevant excitation current. The corresponding relationship, that is:

∑Φh11=Ffh11(|I0|, Ih111, Ih112,..., Ih11m) (27)

∑Φh21=Ffh21(|I0|, Ih211, Ih212,..., Ih21m) (28)

∑Φh12=Ffh12(|I0|, Ih121, Ih122,..., Ih12m) (29)

∑Φh3=Ffh3(|I0|, Ih31, Ih32,..., Ih3m) (31)

Given the application range of the four-axis speed, the application range of Mhe12, the application range of Mhe3 or Mhe11, the application range of Mhe11/Mhe21, the application range of the liquid metal state parameter MLS in the circuit connection area, the electromagnetic law formula ((12), ( 13), (14), (16), (19), (21), (23), (24), (26) or (22), wherein R0 is taken as the function of the liquid metal state parameter MLS) and the above-mentioned multidimensional Variable function relationship ((27), (28), (29), (31)), calculate the optimal value Iiopt matrix of each excitation current that covers different speed conditions and torque requirements in a full range and meets the minimum total loss goal and The optimal value of liquid metal state parameters MLSopt matrix, and store all data in the control system.

When the adjustment is executed, the speeds of the four rotors (ωh11, ωh21, ωh12, ωh3) are collected immediately, as input conditions, and the required torque Mhe12, Mhe3 or Mhe11, Mhe11/Mhe21 instructions are given, which are also used as input conditions, from Relevant stored data is called in the control system, and the corresponding optimal values of excitation current Iiopt and optimal values of liquid metal state parameters MLSopt are obtained by using the spline interpolation function formula to be used in the execution link.

The adjustment and control method of the two kinds of loss sum minimization principles adopted for the series system of five HET semi-coupled parts of subdivision structure (12) is as follows.

The total loss is taken as the sum of the main current ohmic heat (I0·I0·R0) and each excitation current ohmic heat (ΣPoi), where R0 and Ri are taken as constant values. Select the application limit range of the main current and each excitation current. Within this range, respectively calculate or test to obtain the total magnetic flux on the five rotors passing through the rotating surface of the main current circuit of the rotor following the multidimensional variable changes of the main current and the relevant excitation current. The corresponding relationship, that is:

∑Φh11=Ffh11(|I0|, Ih111, Ih112,..., Ih11m) (27)

∑Φh21=Ffh21(|I0|, Ih211, Ih212,..., Ih21m) (28)

∑Φh12=Ffh12(|I0|, Ih121, Ih122,..., Ih12m) (29)

∑Φh22=Ffh22(|I0|, Ih221, Ih222,..., Ih22m) (30)

∑Φh3=Ffh3(|I0|, Ih31, Ih32,..., Ih3m) (31)

Given the application range of the five-axis speed, the application range of Mhe12 and Mhe22, the application range of Mhe3 or Mhe11, and the application range of Mhe11/Mhe21, the electromagnetic law formula ((12) to (16), (20), (21) , (23), (24), (25), (26) or (22), where R0 is taken as a fixed value) and the above-mentioned multidimensional variable function relationship ((27) to (31)), calculate the full range coverage of different The optimal value Iiopt matrix of each excitation current that satisfies the minimum total loss target under the speed conditions and torque requirements, and stores all data in the control system.

When the adjustment is executed, the rotational speeds of the five rotors (ωh11, ωh21, ωh12, ωh22, ωh3) are collected immediately, and used as input conditions to give the required torque Mhe12, Mhe22, Mhe3 or Mhe11, Mhe11/Mhe21 instructions, also as Input the conditions, call the relevant stored data from the control system, and use the spline interpolation function formula to calculate and obtain the corresponding optimal value Iiopt of each excitation current, which is used in the execution link.

The adjustment and control method of the principle of the minimum sum of the three losses adopted for the series system of five HET semi-coupled parts in the (12th) subdivision structure is as follows.

The total loss is taken as the sum of the ohmic heat of the main current (I0·I0·R0), the ohmic heat of each excitation current (∑Poi) and the friction heat of the liquid metal in the circuit connection area, where R0 is taken as a function of the state parameter MLS of the liquid metal, and Ri Take it as a fixed value. Select the application limit range of the main current and each excitation current. Within this range, respectively calculate or test to obtain the total magnetic flux on the five rotors passing through the rotating surface of the main current circuit of the rotor following the multidimensional variable changes of the main current and the relevant excitation current. The corresponding relationship, that is:

∑Φh11=Ffh11(|I0|, Ih111, Ih112,..., Ih11m) (27)

∑Φh21=Ffh21(|I0|, Ih211, Ih212,..., Ih21m) (28)

∑Φh12=Ffh12(|I0|, Ih121, Ih122,..., Ih12m) (29)

∑Φh22=Ffh22(|I0|, Ih221, Ih222,..., Ih22m) (30)

∑Φh3=Ffh3(|I0|, Ih31, Ih32,..., Ih3m) (31)

Given the application range of the five-axis speed, the application range of Mhe12 and Mhe22, the application range of Mhe3 or Mhe11, the application range of Mhe11/Mhe21, and the application range of the liquid metal state parameter MLS in the circuit connection area, the electromagnetic law formula ((12) To (16), (20), (21), (23), (24), (25), (26) or (22), wherein R0 is taken as the function of the liquid metal state parameter MLS) and the above-mentioned multidimensional variable function relationship ((27) to (31)), calculate the optimal value Iiopt matrix of each excitation current and the optimal value MLSopt matrix of liquid metal state parameters that cover different speed conditions and torque requirements in a full range and meet the goal of minimum total loss, And store all data in the control system.

When the adjustment is executed, the rotational speeds of the five rotors (ωh11, ωh21, ωh12, ωh22, ωh3) are collected immediately, and used as input conditions to give the required torque Mhe12, Mhe22, Mhe3 or Mhe11, Mhe11/Mhe21 instructions, also as Input the conditions, call the relevant stored data from the control system, and use the spline interpolation function formula to calculate and obtain the corresponding optimal value Iiopt of each excitation current and the optimal value MLSopt of the liquid metal state parameters, which are used in the execution link.

The metal liquid in the circuit connection area should be a continuous axisymmetric liquid ring without voids, the side boundaries at both ends are the gas-liquid interface, and the liquid-solid interface in the middle should be continuous and free of gas. It is not only the resistance of the metal liquid circuit connection area itself that affects the total resistance R0, but also the movement of the distribution position of the metal liquid affects the current path and resistance of adjacent conductors. The position parameters of the left and right boundaries of the metal liquid (that is, the position parameters of the center point of the gas-liquid interface) and the shape of the gas-liquid interface can completely describe the metal liquid state (MLS) related to R0, but the shape factor of the gas-liquid interface can be ignored in practical applications . The left and right boundary position parameters of the metal liquid can also be replaced by the liquid capacity and center position parameters, and this substitution is equivalent. The MLS parameter is also a main parameter affecting the frictional heat of metal liquid.

The metal liquid in the circuit connection area is affected by the following aspects: liquid surface tension, liquid rotation centrifugal force, liquid meridian backflow driven by the rotation of the moving wall surface, circulation flow driven by the circulating pump (including injection flow and confluence flow), both sides Gas pressure, electromagnetic force on conductive metal liquid. In the electromagnetic force, the circumferential flux density Bt and the meridional Lorentz force Flm generated by the main current are the only significant and important parts. The direction of Flm is perpendicular to the direction of the main current and always points to the outside of the main current loop. In terms of maintaining the position of the metal liquid, the circulation flow is a favorable factor. The higher the flow rate, the stronger the stability maintenance ability; the channel with a large radius in the middle and small radii on both sides makes the rotational centrifugal force of the liquid on both sides restrain each other, which is beneficial to maintain stability; Lorentz The force Flm is always outward, which is an unfavorable factor, and the centrifugal force of liquid rotation can be designed to offset it. For the gas pressure on both sides, the means of adjusting the pressure difference on both sides can be used to maintain the stable position of the metal liquid. This results in two schemes for maintaining the stability of the metal liquid position. Scheme 1: do not adjust the gas pressure on both sides, the pressure difference on both sides is zero (free state), design longer channels on both sides, use more liquid capacity, mainly use The effect of the centrifugal force of liquid rotation ensures that the position of the metal liquid does not dislocate within the entire operating range, that is, it does not deviate from the position corresponding to the inlet and outlet of the circulating flow; scheme 2: adjust the gas pressure difference on both sides, and it is not necessary to design longer channels on both sides. There is no need to use more liquid capacity, and the effect of the gas pressure difference on both sides is mainly used to ensure that the position of the metal liquid is not dislocated in the entire operating range, and it is in a better and predetermined position. The volume expansion and contraction method can be used to adjust the gas pressure difference on both sides: a volume control valve with a piston structure, a plunger structure or a diaphragm structure is set, and its adjustable volume chamber is connected with the gas chamber to be adjusted in pressure, and the pressure is changed by changing the volume. HET slit small volume cavities are feasible and have the advantage of quick operation during adjustment.

When the liquid metal position stability maintenance scheme 1 is adopted, the liquid center position cannot be actively adjusted and controlled. Therefore, the metal liquid state MLS parameters used in the above adjustment control method only contain controllable metal liquid capacity parameters, and the liquid center position parameter is fixed as a Average values are treated as approximations. When adopting Option 2, the adjustment method of gas pressure difference on both sides is added, so that the center position of the liquid can be actively adjusted and controlled. When the center position is required to be controlled at a fixed position, the MLS parameters only include the capacity parameter of the metal liquid; when the center position changes During the control, the MLS parameters can include the liquid center position parameter and the liquid capacity parameter, and the center position is controlled at the optimal position that meets the minimum total loss target; when the center position variation is controlled, the MLS parameter can also only include the metal liquid capacity parameter, so that The workload is simplified, and the center position parameter is fixed as an average value for approximate processing. At this time, the center position control has nothing to do with the minimum total loss goal, and it is implemented according to other requirements.

The control of the DC current of the HET excitation coil adopts a voltage regulation method, and a DC chopper or a resistance potentiometer can be used.

The engine is equipped with a starter and a corresponding battery, but when the flywheel has available energy or is recovering kinetic energy, it is preferred to use the flywheel energy or recover kinetic energy to start the engine, and directly drive the engine to the idle speed, and then inject fuel to ignite (gasoline engine) or compression ignition (diesel). This avoids frequent use of the starter and battery and makes the starting process more energy efficient.

Centralized HET scheme, when the vehicle is stopped, the operation of starting the engine with flywheel energy, the control system performs the following work: disengage clutch 1 (and clutch 2), engage clutch 3, connect the circuits of flywheel side HET1 and engine side HET3 In the connection area (5), a set electromagnetic torque Me32 value command for anti-drag engine starting is given, and a flywheel drive electromagnetic torque Me12 value command matching the Me32 value is given at the same time, and the above-mentioned centralized HET adjustment control method is adopted Carry out control operations on HET1 and HET3, and use the energy of the flywheel (flywheel 1) to start the engine to reach the idle speed.

Centralized HET scheme, the operation of starting the engine with flywheel energy or recovered kinetic energy when the vehicle is running, the control system performs the following work: Engage the clutch 3, connect the circuit connection area (5) of the engine side HET3, and give a set Anti-drag engine starting electromagnetic torque Me32 value command, at the same time determine a flywheel driving electromagnetic torque Me12 added value or flywheel braking electromagnetic torque Me12 reduced value matching the Me32 value, modify the original torque command, adopt the above-mentioned centralized The HET adjustment control method controls and operates all HETs, and uses the energy of the flywheel (flywheel 1) or its less recovered energy to start the engine to reach the idle speed.

Separated HET scheme, when the vehicle is stopped, the operation of starting the engine with flywheel energy is carried out by the control system as follows: connect the circuit connection area (5) of all HET semi-couplings, and give a set anti-drag engine start The electromagnetic torque Mhe3 value command of the electromagnetic torque Mhe3 is set to zero, and the other electromagnetic torques except the flywheel drive electromagnetic torque Mhe11 are set to zero. Flywheel 1) Energy to start the engine up to idle speed.

In the separate HET scheme, when the vehicle is running, the operation of starting the engine with flywheel energy or recovered kinetic energy is performed by the control system as follows: a set electromagnetic torque Mhe3 value command for anti-drag engine starting is given, and the flywheel drive is maintained at the same time For other electromagnetic torque original commands other than electromagnetic torque Mhe11, use the above-mentioned corresponding separated HET adjustment control method to control the HET series system, and use the energy of the flywheel (flywheel 1) or its less recovered energy to start the engine and reach the idle speed Rotating speed.

The engine has a governor, and the operating condition is regulated and controlled by the governor on a working condition line connecting the idle speed condition, the maximum efficiency condition and the maximum power condition point, and in the adjustment buffer zone area near the line. There are the following principles when selecting the working condition line: on the entire working condition line shown on the torque-speed diagram (vertical axis torque, horizontal axis speed), the speed, torque, power, throttle opening (or The fuel supply caliber corresponding to the opening of the fuel valve) increases monotonously from beginning to end, and the optimal line passes through the high fuel efficiency area, for example, a series of optimal or better efficiency points of equal power lines are selected to form the optimal operating condition line. Transform the above-mentioned adjustment working condition circuit into a curve on the throttle opening-rotational speed diagram. When adjusting, when the detected rotational speed and the throttle opening state point are on the right side of the line (higher rotational speed side), reduce the throttle opening , otherwise, increase the throttle opening.

The engine that charges the flywheel when the vehicle is stopped is preferentially selected to use the maximum efficiency condition, and when a shorter loading time is required, it can choose to use the higher power condition up to the maximum power condition. Before reaching the engine loading condition selected above, there is a transition process starting from the idling condition, and the speed of the flywheel before loading is not lower than the target speed, that is, the loaded power capacity is not lower than the power of the engine under the loading condition. When the working condition is increased, the transition process can be very fast. When the speed of the flywheel before loading is lower than the target speed, the transition process of the working condition is synchronized with the process of the flywheel speeding up to the target speed. At this time, a larger rotation speed of the flywheel can be selected. Torque control to speed up the transition process, for example, when the flywheel speeds up from zero speed, use constant maximum torque control; Lifting curve control, constant maximum torque control in the rear stage.

The following are special cases of the engine charging the flywheel when the vehicle is stopped in several typical situations:

Single flywheel, centralized HET, initial zero speed of flywheel: disengage clutch 1 (and clutch 2), engage clutch 3, connect the circuit connection area (5) of flywheel side HET1 and engine side HET3, adopt the above centralized type The HET adjustment control method controls both HET1 and HET3 at the same time: give the Me11 value command to HET1, and the previous Me11 command is always equal to the maximum torque Me11max. The ratio P1oad/ω11 between the power of the loading condition and the flywheel speed; the Me32 value command is given to HET3, and the Me32 command is slightly larger than the product of the Me11 value command and ω11/ω32.

Single flywheel, separated HET, and the case where the initial speed of the flywheel is non-zero but lower than the target speed: connect the circuit connection area (5) of all HET semi-couplings, and use the above-mentioned corresponding separated HET adjustment control method to control the HET series system Perform control operation: give Mhe12 zero command (and Mhe22 zero command), give Mhe11 command in three stages, the front stage Mhe11 command adopts a straight line or curve from zero to the maximum torque Mhe11max quickly, and the middle stage Mhe11 command is always equal to the maximum torque Mhe11max , when the flywheel speed ωh11 reaches the target speed ωh11p, it is converted to constant power control, and the Mhe11 command is equal to P1oad/ωh11.

For single flywheel, centralized HET, and the initial speed of the flywheel is higher than the target speed: disengage clutch 1 (and clutch 2), engage clutch 3, connect the circuit connection area (5) of flywheel side HET1 and engine side HET3, use The above-mentioned centralized HET adjustment control method controls HET1 and HET3 at the same time: give the Me11 value command to HET1, the front Me11 command adopts a straight line or curve from zero to Pload/ω11 quickly, and the latter Me11 command is equal to Pload/ω11; HET3 gives Me32 value command, Me32 command is slightly larger than the product of Me11 value command and ω11/ω32, and its actual value is based on the adjustment and control of ω32 to maintain the maximum speed ω32max.

Set an upper limit of the loading speed for the flywheel, that is, until the charging speed of the flywheel reaches the limit, the upper limit of the speed can be taken as the maximum speed of the flywheel, considering the possible recovery of the vehicle speed kinetic energy and high potential energy. If there is storage space, the upper limit of the rotational speed can also be set at a value lower than the maximum rotational speed of the flywheel. The difference is the reflection of the sum of the kinetic energy of the vehicle speed and the available potential energy at that time. If these energies are recovered at that time, the flywheel will The speed is just at the maximum speed.

Set a lower limit of the operating speed for the flywheel. When the flywheel speed reaches the lower limit of the operating speed from high to low, the flywheel stops outputting power and starts to charge the flywheel. When the flywheel speed rises to a set intermediate limit Before revs, the flywheel is no longer used to drive the vehicle. The area between the lower limit of operating speed and the lower limit of operating speed should be as small as possible, the transition process should be as fast as possible, and the power capacity of the driving vehicle should be used as much as possible. Based on this consideration, the middle limit of speed and the lower limit of operating speed The difference between the values should be smaller, the engine power running at this stage should be selected at the maximum power, and the lower limit of the flywheel operating speed should not prevent the flywheel from having a load power capability that matches the engine power. The higher flywheel operating speed lower limit also enables the flywheel to have greater driving power capability and kinetic energy recovery braking power capability.

When the vehicle is running, it always alternates between the overall speed-up phase of the flywheel (with occasional deceleration) and the overall deceleration phase of the flywheel (with occasional speed-up). During the conversion between the current stage and the next stage, the uninterrupted continuity of the driving or braking vehicle torque is maintained, that is, the torque on the wheel side remains unchanged, and the torque and power on the engine and flywheel side are smoothly balanced.

Flywheel overall speed-up phase: starting from the lower limit of operating speed, and finally loading the upper limit of speed; the engine always outputs power, even when the flywheel brakes the vehicle; in the area between the lower limit of operating speed and the middle limit of speed, The operating condition of the engine is selected between the maximum efficiency condition and the maximum power condition, and the maximum power condition is preferred; in the area between the middle limit speed and the upper limit of the loading speed, the engine operation condition is preferably in the maximum efficiency condition. It is used to load the flywheel and drive the vehicle. When the power Pmaxe of the engine under the maximum efficiency condition is still insufficient to drive the vehicle, the flywheel will turn to output power to assist in driving. When the drive power of the flywheel reaches the maximum value at that time and is still insufficient, Increase the engine power, that is, transition from the power Pmaxe to the maximum power Pmax, until the maximum power of the flywheel drive and the maximum power of the engine are all used to drive the vehicle (of course, this extreme situation rarely occurs).

The overall deceleration stage of the flywheel: it starts from the upper limit of the loading speed and ends at the lower limit of the running speed; the engine occasionally outputs power; when the flywheel brakes the vehicle, the engine does not run; When the value is still insufficient, add the engine power Pmaxe, and at the same time, the flywheel power decreases accordingly. When the sum of the maximum flywheel power and Pmaxe is still insufficient, increase the engine power, that is, transition from the power Pmaxe to the maximum power Pmax.

Regardless of whether the engine is running or not, the power change of driving or regenerative braking of the vehicle is usually implemented on the control of the flywheel power flow, and the engine basically operates under the condition of constant power and speed.

The normal operation of the engine is preferably at the maximum efficiency condition, and when more power is required, it runs on an efficiency optimal condition line between the maximum efficiency condition and the maximum power condition for a short time.

The maximum fuel efficiency of a gasoline engine is generally about 30% or above, while the average fuel efficiency of a conventional gasoline engine car is only more than ten percent. It can be seen that the engine will save about half of the fuel when the engine works in the maximum efficiency condition compared with the usual car. The efficiency of diesel engine is higher than gasoline engine, and its maximum fuel efficiency is generally about 40% or more, therefore, the fuel engine of the present invention scheme adopts diesel engine and will have outstanding advantage: fuel calorific value utilization rate height, the diesel oil cost of unit calorific value is low ( Due to the low unit price per liter of diesel, high density and high calorific value), it is more economical and energy-saving.

A power control unit is set in the driver's seat of the vehicle, which includes a vehicle drive torque command control output unit. The command is a relative value representing the magnitude of the drive torque. The command range corresponds from zero to the maximum value currently available. The current available vehicle The maximum driving torque is calculated by the power control system based on the measured parameters of the current state. For subdivision structures (4), (5), (6), (10), and (11), the power control unit may also include a setting unit for the torque distribution ratio of the two flywheels; for type (9) For the subdivision structure, the power control unit may also include a setting unit for the torque distribution ratio of the front and rear drive shafts; for the (12th) subdivision structure, the power control unit may also include a setting unit for the torque distribution ratio of the two flywheels, And a setting unit for the torque distribution ratio of the front and rear drive shafts. The setting of the ratio of torque distribution between two flywheels or two driving shafts can be performed manually by the driver’s seat setting unit, that is, the driver controls the setting unit to set before starting or when the car is rolling, or it can be automatically performed by the power control system. That is, it is automatically set by the control system before starting the car or when the car is slipping or when the car is not slipping, and these two measures can also be configured at the same time, and one measure can be used alone or two measures can be used in combination to perform the setting.

The power control unit includes the vehicle braking command control output unit, which includes kinetic energy recovery braking and friction braking. The two types of braking share a set of control devices. The braking operation stroke is divided into two sections, and the preceding stroke section corresponds to The relative value of the kinetic energy recovery braking torque from zero to the maximum value corresponds to the relative value of the friction braking torque from zero to the maximum value in the rear stroke section, and the kinetic energy recovery braking torque of the maximum value is maintained at the same time in the rear stroke section . Kinetic energy recovery braking is to recover vehicle kinetic energy to the flywheel through HET reverse power flow transmission, and friction braking is to use wheel friction braking elements to convert vehicle kinetic energy into heat energy. The maximum kinetic energy recovery braking torque is the currently available maximum value, which is calculated by the power control system based on the current state measurement parameters.

For a vehicle with a mechanical transmission with a variable speed ratio, the power steering unit also includes an initial speed ratio gear setting unit. The set initial speed ratio gear can be any gear of the stepped gear ratio mechanical transmission, including the smallest transmission speed ratio gear. When the vehicle speed increases from zero to the maximum speed range, the control makes the transmission speed ratio decrease from the initial gear value to the minimum transmission speed ratio gear value sequentially. When the initial speed ratio gear selects the minimum transmission speed ratio gear, the speed ratio gear does not change any more, which is equivalent to using a fixed speed ratio transmission. The shifting operation during driving is automatically controlled by the power control system. When the predetermined gear shifting speed is reached, the transmission torque is reduced to zero, the original gear is disengaged, and the two parts to be engaged are frictionally synchronized using the synchronizer. Connect to the new gear, and then transmit the required torque according to the driving torque command at that time.

The power control unit also includes a vehicle forward or reverse setting unit.

Claim 37 claims to protect the vehicle with the above-mentioned power system, including: the above-mentioned power system, driving system, steering system, braking system, body, and auxiliary equipment. The driving system is composed of the vehicle's road mechanism and bearing mechanism, including tires and wheels, axles, suspensions, frames, etc. The body refers to the part of the vehicle that plays the role of covering, carrying passengers, and carrying goods. The covering part refers to the front and rear panel parts of the vehicle. The passenger part refers to the compartment where the driver and passengers sit. The cargo box and the body structure include the inner and outer covering parts, inner and outer decorative parts, functional parts (sound insulation, anti-vibration, sealing and other functional parts), as well as parts such as covers and windows, as well as body accessories (wipers, washers, Sun visors, ashtrays, seats, seat belts, airbags, door locks, door hinges, door stoppers, window regulators, interior and exterior mirrors, armrests, etc.). Auxiliary equipment includes: vehicle control mechanism (parking brake operator, steering wheel, various control switches, etc.) , audio-visual devices, navigation systems, telephones, antennas, etc.), air-conditioning systems (ventilation devices, heating devices, air-conditioning devices, air purification devices), power supply systems (battery batteries, wire harnesses, electrical switches, relays, generators).

Claims 38 to 44 relate to the mechanical connection loading and charging system for the vehicle flywheel, comprising: a loading joint and a rotating shaft that are mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, an electric motor connected to the AC power grid, and a gap between the loading rotating shaft and the motor drive train. Among them, the transmission system contains a set of unipolar DC electromagnetic actuator (HET), which is divided into separate HET scheme and centralized HET scheme.

The HET of the separated HET scheme has a loading end semi-even HETho (output end) and an energy supply end semi-even HEThi (input end). According to different types of HETho, it is divided into vertical HETho scheme and horizontal HETho scheme.

The HETho of the vertical HETho scheme is located on the upper side of the separated HET, and the upper end of the HETho shaft can also be connected to a vertical universal joint transmission shaft. The paired HEThi can choose the vertical structure of the coaxial line or the horizontal structure. When a vertical HEThi is used, its shaft is connected to the shaft of the vertical motor below, or connected to the shaft of the vertical motor below through a speed-increasing gearbox, or connected to the shaft of the vertical motor below through a speed-up gearbox with bevel gears. Horizontal motor shaft connection. When the horizontal HEThi is used, its rotating shaft is connected to the rotating shaft of the horizontal motor on the side, or connected to the rotating shaft of the horizontal motor on the side through a speed-increasing gearbox.

The HETho rotating shaft of the horizontal HETho scheme is connected to a vertical cardan shaft on the side through a speed-up gearbox with bevel gears. The paired HEThi has a horizontal structure, and its rotating shaft is connected to the rotating shaft of the horizontal motor on the side, or connected to the rotating shaft of the horizontal motor on the side through a speed-increasing gearbox.

The centralized HET scheme is divided into vertical HET scheme and horizontal HET scheme. When the vertical HET scheme is adopted, the rotor at the HET output end is located on the upper side, and its rotating shaft is connected to a vertical universal joint transmission shaft above, and the rotating shaft of the rotor at the HET input end is connected to the rotating shaft of the vertical motor below, or through a speed-increasing gear The box is connected with the shaft of the vertical motor below, or connected with the shaft of the horizontal motor below the side through a speed-increasing gearbox with bevel gears. When the horizontal HET scheme is adopted, the rotor shaft at the HET output end is connected to a vertical cardan shaft on the side through a speed-increasing gearbox with bevel gears, and the rotor shaft at the HET input end is connected to the horizontal motor shaft at the side. Or connect with the horizontal motor shaft on the side through a step-up gearbox.

HET is used in the mechanical connection loading and charging system of the vehicle flywheel, which can give full play to the advantages of HET: continuously variable speed and torque, one shaft can be driven at zero speed, power flow can be reversed, high power density, low cost, and long life Long, high energy transfer efficiency.

Claims 45 to 49 relate to the mechanically connected loading and charging system for the vehicle flywheel, comprising: a loading joint and a rotating shaft mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, an electric motor connected to the AC power grid, and a vertical shaft for buffering A flexible flywheel device is used to load the drive train between the rotating shaft and the buffer flywheel, and between the buffer flywheel and the motor. Among them, the drive train contains two sets of unipolar DC electromagnetic actuators (HET), one set of HET (loading HET) is located between the buffer flywheel and the loading shaft, and the other set of HET (energy supply HET) is located between the buffer flywheel and the motor.

The part before the buffer flywheel (the part between the loading shaft and the buffer flywheel): the loading HET can be vertically separated or vertically concentrated, and the rotor at the input end of the loading HET is located on the lower side, which is connected to the upper extension shaft of the vertical buffer flywheel. The upper end of the rotor shaft at the HET output end is connected to a vertical universal joint transmission shaft; the vertical separation type can also be without a universal joint transmission shaft.

The part after the buffer flywheel (the part between the buffer flywheel and the motor): the energy supply HET can be vertically separated or vertically concentrated, and the rotor at the output end of the energy supply HET is located on the upper side, connected to the vertical buffer flywheel. The lower end of the rotor shaft at the input end of the energy supply HET is connected to the shaft of the vertical motor below, or connected to the shaft of the vertical motor below through a speed-up gearbox, or connected to the shaft below the side through a speed-up gearbox with bevel gears Horizontal motor shaft connection; energy supply HET can also be composed of vertical HET semi-coupling at the output end and horizontal HET semi-coupling at the input end, the vertical HET semi-coupling at the output end is located on the upper side, connected to the downward extension of the vertical buffer flywheel Shaft, the horizontal HET semi-coupling shaft at the input end is connected to the horizontal motor shaft on the side, or connected to the horizontal motor shaft on the side through a speed-increasing gearbox.

The buffer flywheel is used in the mechanical connection loading and charging system of the vehicle flywheel, which can play the following roles: avoid frequent starting of large motors (typical power 2000kW), and use smaller power motors to constantly charge the buffer flywheel, stabilize the power grid, and reduce equipment investment , a large-capacity buffer flywheel can be used to meet the multi-point loading of the charging station.

The motors in the above-mentioned mechanically connected loading and charging system can be synchronous motors or asynchronous motors, and synchronous motors are beneficial to the power grid. After the motor is started, it runs at a synchronous speed or a relatively stable speed with a small slip, and does not need speed regulation. When the flywheel or buffer flywheel of the vehicle needs to be unloaded to the grid, the motor can run in reverse and be used as a generator.

In the above scheme of mechanically connected loading and charging system without cardan shaft, the (loading) HET adopts a separate structure, and the semi-couplings at the output end are all vertical structures and are movable. At this time, the external conductors between the two separate semi-couplings of the (loaded) HET use mixed-arrangement flexible cables, or the middle part uses mixed-arrangement flexible cables to obtain misalignment movement tolerance.

Claims 50 and 51 relate to the mechanically connected loading and charging system for the vehicle flywheel, comprising: a loading joint and a rotating shaft that are mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, a DC power supply connected to the AC power grid, and a gap between the loading rotating shaft and the DC power supply. drive train and electrical connections. Among them, the transmission system includes a HET semi-coupling, and the HET semi-coupling is powered by a DC power supply through a coaxial conductor or a mixed-row flexible cable. It is divided into HET semi-coupling vertical scheme and horizontal scheme. When the vertical HET semi-coupling is used, the upper end of the rotating shaft can be connected with a vertical universal drive shaft, or it can be used directly without adding a universal drive shaft. At this time, the DC power supply adopts a mixed-row flexible cable or the middle part adopts a mixed-row Flexible cable; when a horizontal HET semi-coupling is used, its rotating shaft is connected to a vertical universal joint transmission shaft on the side through a speed-increasing gearbox with bevel gears.

The voltage design value of the DC power supply can be 30 volts to 50 volts, and the more series series of HET semi-even parts, the higher the rated voltage value. The DC power supply is obtained by rectifying and stepping down the alternating current of the power grid, and the output voltage is adjustable. When the flywheel is loaded, it operates within the maximum current limit boundary, maximum power limit boundary and its range. The DC power supply can be easily arranged at the charging station to implement multi-head loading for multiple vehicles and multiple flywheels. The DC power supply can add equipment such as an inverter, and when it is necessary to unload the flywheel of the vehicle, the energy is reversely returned to the AC grid.

The centralized HET in the above-mentioned mechanical connection loading and charging system can adopt the solutions shown in Fig. 1, Fig. 4, Fig. 5, Fig. 6, Fig. 14 and Fig. 17. The separate HET semi-couplings in the above mechanical connection loading and charging system can adopt the schemes shown in Fig. 7 to Fig. 13, Fig. 15, Fig. 16, Fig. 24, Fig. 25 and Fig. 26.

The mechanically connected loading and charging system for the flywheel of a vehicle as claimed in claim 52 comprises: a loading joint and a rotating shaft that are mechanically connected to the loading disc at the lower end of the flywheel rotating shaft during operation, an electric motor with a speed regulating device connected to the AC power grid, and the loading rotating shaft and the rotating shaft The drive train between the electric motors. Among them, the transmission system includes a vertical cardan shaft, which is connected with the shaft of the vertical motor below, or connected with the shaft of the vertical motor below through a speed-up gearbox, or through a speed-up gear with a bevel gear The box is connected with the rotating shaft of the horizontal motor under the side.

The above-mentioned mechanical connection loading and charging system for the vehicle flywheel can add a set of manipulator system to move the azimuth of the loading rotating shaft, and a detection system for the azimuth of the vertical flywheel rotating shaft of the vehicle.

The mechanical connection loading and charging system for the flywheel of the vehicle involved in claim 54 comprises: a loading joint and a rotating shaft that are mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, a vertical motor with a speed regulating device connected to the AC power grid, and a loading The drive train between the shaft and the motor. Among them, there is a set of manipulator system to move the azimuth of the loading shaft, and a detection system for the azimuth of the vertical flywheel of the vehicle.

The above-mentioned mechanical connection loading and charging system for the vehicle flywheel can also add a vertical cylindrical gear speed increaser to the drive train, which is located near the vehicle flywheel side, that is: when the cardan shaft is installed, the speed increaser and The upper end of the existing vertical universal joint transmission shaft is connected; when the universal joint transmission shaft is not installed, the speed increaser is connected to the upper end of the existing vertical HET semi-coupling shaft at the loading end; when the universal joint transmission shaft and HET are not installed , the speed increaser is connected with the upper end of the existing vertical motor shaft. The function of adding the speed increaser is to reasonably reduce the rotating speed of the cardan shaft at the top of the drive train, the vertical HET semi-coupling at the loading end, and the vertical motor. The speed increaser can be designed as single-stage or multi-stage, and the output shaft and input shaft can be parallel and misaligned or coaxial, which is convenient for operation.

The mechanical connection loading charging system for the vehicle flywheel involved in claim 56 comprises: a loading joint and a rotating shaft mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, a horizontal motor with a speed regulating device connected to the AC power grid, and a loading The drive train between the shaft and the motor. Among them, there is a set of manipulator system to move the azimuth of the loading shaft, and a detection system for the azimuth of the vertical flywheel shaft of the vehicle. Stretch upward.

The motor as claimed in claims 54 and 56, the position of which can be moved when the flywheel is loaded and centered, and the cables and accessories connected to the motor body are tolerant of misalignment and movement.

The above-mentioned motor with a speed regulating device can be an asynchronous motor, a synchronous motor, or a DC motor, and it is recommended to use an asynchronous motor with variable frequency speed regulation. It is also possible to use a motor with a speed regulating device capable of reverse operation, which can be used as a generator when unloading the flywheel and feed back energy to the grid.

The above-mentioned loading shaft is also served by the uppermost shaft of the equipment at the top of the drive train. When a vertical cylindrical gear speed increaser is configured, its output shaft also serves as a loading shaft; When the transmission shaft is driven, the output shaft of the universal joint shaft is also used as the loading shaft; when the speed increaser and the universal joint shaft are not configured, and the vertical HET semi-coupling at the loading end is configured, the upper shaft of the HET semi-coupling also serves as the loading shaft. ; When the speed increaser, universal joint shaft and HET are not configured, the output shaft of the vertical motor at the top of the drive train or the speed-increasing gearbox with bevel gears doubles as the loading shaft.

The loading joint is assembled on the upper end of the loading shaft, and the mechanical connection between the loading joint and the loading disc at the lower end of the vehicle flywheel shaft adopts a fitting structure or a friction structure. The selection of the connection structure focuses on the following factors: engagement, torque transmission and disengagement within the range from zero speed to maximum speed, torque transmission capability, size, simple structure, easy connection, connection impact force, axial thrust, radial The resultant force should be as small as possible, the vibration and heat should be as small as possible, and the friction consumption and noise of the blast caused by the independent daily rotation of the flywheel loading plate should be small and low. The chiseled structure has the advantages of large torque, small size, and no heat generation. Its disadvantages are: small speed tolerance, precise centering, impact, and large blast friction and noise caused by the teeth of the loading plate or teeth. The advantages and disadvantages of the friction structure are just reversed with those of the chisel structure. The interlocking structure is preferably a gear structure or an interlocking structure with a large torque transmission capacity, and its structure is simple, which is conducive to realizing the long-stroke engagement of the two separate elements. The friction structure is preferably a cylindrical surface joint that does not generate axial thrust, and a hydraulic control and pressurization method with a relatively large load and a relatively simple structure, such as the hydraulic structure of the outer rubber hose. The hydraulic oil of the hydraulic structure is supplied by the auxiliary system hydraulic station, and is transmitted to the hydraulic working chamber of the loading joint through the pipeline and the axial oil delivery hole on the loading shaft. The sealing joint between the pipeline and the loading shaft is preferably located in the exposed and accessible loading area. The lower shaft end of the rotating shaft, when the lower shaft end of the rotating shaft cannot be contacted, the sealing joint is designed on a cylindrical surface of the loading rotating shaft.

The manipulator system for moving the azimuth of the loading shaft and the detection system for the azimuth of the vertical flywheel shaft of the vehicle are used for centering, positioning and moving manipulation of the loading shaft and its supporting fixtures. The manipulator system sets three spherical hinge fulcrums on the outer surface of the supporting fixture of the loading shaft, and uses six linear precession actuators to control the spatial positions of the three fulcrums, thereby manipulating the adjustment and movement of the spatial position and direction angle of the loading shaft. The working procedure before loading: open the flywheel shaft end shield, measure the spatial position and orientation angle of the flywheel shaft end (three spatial coordinates and two orientation angles) without contact, and use the manipulator system to adjust and move the loading shaft and its supporting fixtures Go to the ready position and attitude (the same as the direction angle of the flywheel), and then linearly translate the loading shaft to the loading working position.

The speed-up gearbox with bevel gears described above either has a pair of bevel gears, or has a pair of bevel gears and one or more stages of cylindrical gear sets. The axes of a pair of bevel gears are perpendicular to each other, preferably curved bevel gears and ground, such as spiral bevel gears and cycloid bevel gears.

The vertical universal joint transmission shaft mentioned above is composed of a pair of universal joints, a telescopic spline transmission shaft in the middle, transmission shafts at both ends, bearings and solid supports, etc., no matter whether the upper transmission shaft is connected with a vertical shaft or not. Type cylindrical gear speed increaser, the moving object controlled by the manipulator system or manually manipulated includes the upper end transmission shaft of the cardan shaft, and the cardan shaft with five degrees of freedom automatically adapts to this movement and rotation angle. The constant velocity universal joint is preferred, and the cross shaft universal joint can be selected when the angle of intersection of the universal joint at the loading working position is small and the vibration is within the allowable range.

The mechanical connection loading and charging system for the vehicle flywheel can also be equipped with a fixed support device for the vehicle frame, which is used to support the vehicle weight (tire overhead) and fix the vehicle frame before the vehicle flywheel is loaded, so that the flywheel located on the vehicle frame The position is stable. The device adopts a three-point support structure, for example, the front two-point support and the rear point support are arranged on the vehicle frame, and a four-point support structure can also be used.

Description of drawings

Figure 1: Concentrated, two-axis single flux (no two-axis shared), far-axis coil, solid shaft, axial surface type HET meridian diagram.

Figure 2: Schematic diagram of the HET meridian surface of centralized type, two-axis, one-single, and double-flux (two-axis shared), far-axis coil, solid shaft, axial-surface type, and external terminals drawn from the middle.

Figure 3: Schematic diagram of the HET meridian surface of the centralized type, two axes, one single and two magnetic fluxes (two axes are shared), far-axis coil, solid shaft, axial surface type, and external terminals on one side.

Figure 4: Schematic diagram of the HET meridian surface of the centralized type, two axes, one single, and two fluxes (two axes are shared), far-axis coils, solid shafts, axial surface type, and no external terminals.

Figure 5: Schematic diagram of the HET meridian surface of concentrated type, two-axis double-double magnetic flux (two axes share), paraxial coil, solid shaft, axial surface type, and no external terminal.

Figure 6: Schematic diagram of the HET meridian surface of concentrated type, two-axis two-pair magnetic flux (no two-axis sharing in form), paraxial coil, solid shaft, axial-surface type, and two-axis steering the same.

Figure 7: Schematic diagram of the meridian surface of a separate, single flux, paraxial coil, solid shaft, and axial-surface HET semi-couple.

Figure 8: Schematic diagram of the meridian surface of a separate, dual-flux, paraxial coil, solid shaft, and axial-surface HET semi-couple.

Figure 9: Schematic diagram of the meridian surface of a separate, dual-flux, paraxial coil, hollow shaft, and axial-surface HET half-couple.

Figure 10: Schematic diagram of the meridian surface of the split type, double magnetic flux, two-stage external series, paraxial coil, solid shaft, and axial surface type HET semi-even.

Figure 11: Schematic diagram of the meridian surface of the split type, double magnetic flux, three-level external series, paraxial coil, solid shaft, and axial surface type HET semi-even.

Figure 12: Schematic diagram of the meridian surface of the split type, double magnetic flux, two-stage inner series, paraxial coil, solid shaft, and axial surface type HET semi-even.

Figure 13: Meridian diagram of HET semi-even parts with separated type, double magnetic flux, paraxial coil, solid shaft, axial surface type, and non-full height rotor conductor.

Figure 14: Schematic diagram of the HET meridian surface of concentrated type, two-axis two-pair magnetic flux (no two-axis sharing in form), paraxial coil, solid shaft, axial-surface type, and two-axis rotation direction opposite.

Figure 15: Schematic diagram of the meridional surface of the HET semi-even part with separate type, single magnetic flux, paraxial coil, solid shaft, shaft surface type, and shaft end current collector design.

Figure 16: The meridian diagram of the split type, double magnetic flux, paraxial coil, solid shaft, and axial surface type HET half-coupling.

Figure 17: Meridian view of HET of concentrated type, two-axis dual-pair magnetic flux (two axes share), paraxial coil, solid shaft, axial surface type, and no external terminals.

Figure 18: Concentrated type, two-axis two-pair magnetic flux (shared by two axes), paraxial coil, solid shaft, axial surface type, HET meridian diagram with leading external terminals.

Figure 19: Meridian view of flexible flywheel and split HET half-coupling (Part A) (1).

Figure 20: Meridian view of flexible flywheel and concentrated HET (Part A).

Figure 21: Meridian view of flexible flywheel housing and protective sleeve.

Figure 22: Meridian view of the flexible flywheel and the separated HET semi-coupling (part A) (2).

Figure 23: Schematic diagram of the layout of the engine, flywheel and split-type HET non-flywheel shaft end half-coupling of a car hybrid system.

Figure 24: The external terminals and mixed-row flexible cables of the two-stage external series separated HET semi-coupling.

Figure 25: Meridian view of HETho, a vertical separated semi-coupling at the loading end (section A-A of Figure 24) (double magnetic flux, paraxial coil, two-stage external series connection, non-full-height rotor conductor).

Figure 26: Meridian view of HEThi, a vertical separated semi-coupling at the energy supply end (double magnetic flux, near-axis coil, solid shaft, two-stage external series connection, non-full-height rotor conductor).

Figure 27: Loading joint, loading shaft upper structure and support (the intersection angle between the left half section and the right half section is 135°).

Figure 28: Loading joint and flywheel loading plate (the angle between the left half section and the right half section is 135°).

detailed description

A hybrid power system for a car, comprising: a gasoline engine (76), a vertical shaft type flexible flywheel device (71), a drive train connecting the engine, the flywheel device and the drive axle final reducer, and their control system.

The vertical shaft type flexible flywheel device (71) is arranged on the vehicle chassis, and is connected with the vehicle frame through four ear flanges (74) and the support assembly (75).

The specific embodiment (Fig. 22) of the vertical shaft type flexible flywheel device is as follows.

Main parameters: rated maximum speed 13793.1r/min, outer diameter 982mm, vacuum container height 229mm, total height 409.6mm, mass of flywheel on the shaft 203.9kg, rated energy storage 8.1kWh.

It has two mass blocks (53), and the material is high-strength glass fiber roving reinforced epoxy resin wound and formed. In order to adapt to the large fillet of the shell (52), the junction of the two ends of the mass block of the outer ring and the outer circle is designed as a round chamfer, so that there is still a sufficient safety gap between the deformation profile of the mass block and the shell produced at the maximum speed prevail.

It has a supporting body (54) made of aluminum alloy.

Between the mass block of the outer ring and the mass block of the inner ring, a load-bearing end face pair (56) and an end face pair (57) that restricts upward displacement are used. The centers of gravity of the blocks are aligned. Between the inner ring mass block and the supporting body, a load-bearing end face pair (56) and an end face pair (57) that restricts upward displacement are used. The center of gravity of the body is even. The two opposite end faces of the end face pairs (56, 57) have margins in the radial height to compensate for the radial displacement dislocation generated during rotation, so that the end face pairs always maintain an effective active area in the range from static to maximum speed. There is no gap between the two opposite end faces of the end face pair (57), and it plays the role of axial positioning in combination with the load-bearing end face pair (56), restricts the change of angular misalignment, and closely participates in the transmission of force and moment. In order to increase the wear resistance of the contact surface of the end pair, increase the effective contact area, protect the surface of the fiber reinforced plastic, as well as be reliable, durable and shock-absorbing, the two opposite end faces of the end pair (56, 57) are made of polyurethane rubber material. End sheets (65) and end slabs (66) of material are glued together with the substrate. The end face thick block (66) has greater elasticity and deformation adaptability, but its centrifugal load is relatively large. It is installed on the base of the outer ring, and the inner surface of the base is used to bear the centrifugal load. Due to the large load of the load-bearing end face pair (56), the attached base body and the main body of the wheel body structure are selected as an integrated structure to ensure that the load transmission path has sufficient strength reserves, and the base body of the non-load-bearing end face pair (57) adopts an accessory structure , the accessory is connected and fixed with the main base by adhesive, and the material of the accessory is the same material as that of the main base.

Between the mass block of the outer ring and the mass block of the inner ring, and between the mass block of the inner ring and the supporting body, two flexible membrane rings (55) with relatively large axial spans are arranged. Each flexible membrane ring is glued directly to the inner and outer ring primary substrates to which it is attached. The flexible membrane ring is made of polyurethane rubber, and there is no pre-bending deformation in the installed state. It is composed of roots at both ends and a body in the middle. The root with a semicircular head is glued to the main substrate. The thickness of the body is designed to taper radially. Reduce maximum stress. Due to the large axial distance between the flexible membrane rings between the two mass blocks and the positioning end face pair, the two flexible membrane rings are designed to be inclined so that the membrane rings are in a radially straight state at the maximum rotational speed.

Between the steel rotating shaft (51) and the support body (54), a steel support disc (62) and a polyurethane rubber elastic material ring (63) are arranged. The central inner hole of the support disc is connected with the rotating shaft by conical surface interference, the disc body of the support disc is located below the support body, and an elastic material ring is installed between the support disc and the support body, and the latter is glued to the two. The elastic material ring plays the role of flexible connection, load bearing and axial positioning.

The vacuum container shell (52) is designed as two halves divided by the vertical axis, a circle of flanges (67) is located in the middle of the outer circular surface of the shell, and the flange side is located inside the container. There is no tightening bolt on the inner flange, and it is pressed tightly by the pressure generated by the vacuum of the container. Do not affect the four-corner orientation of the 45° angle of the arrangement width and length outside the container, four sections of ear flanges (74) and fastening bolts thereof are set. A rubber sealing ring is arranged on the edge of the whole ring flange, vacuum sealing grease is arranged on the outside of the rubber sealing ring, and a soft metal sealing ring is arranged on the inner side of the rubber sealing ring. The mounting support of the casing (and the entire flywheel device) is connected with the vehicle frame by using the exposed ear flange (74) and the support assembly (75).

The shell (52) adopts a three-layer composite structure, the middle layer is glass chopped fiber reinforced epoxy resin, the two outer surface layers are made of aluminum alloy material, and the middle layer and the outer surface layers are adhesively connected. A magnetic fluid sealing assembly is arranged between the casing (52) and the rotating shaft (51).

The radial support bearing of the rotating shaft (51) adopts two sets of rolling bearings. The rolling bearing at the lower end bears the radial load, and a single-row deep groove ball bearing is used; the rolling bearing at the upper end bears the radial load and the bidirectional axial load, and serves as an axial positioning End, using a pair of angular contact ball bearings.

The axial support bearing of the rotating shaft (51) adopts a permanent magnet suction type axial support magnetic suspension bearing, and the axial positioning bearing positioned near the upper end has a rotating disc (59) and a stationary disc (60). The stationary disc and the bearing seat Direct fixed connection, the rotating disk is located below the stationary disk, there is an air gap between the adjacent side faces of the two disks, the rotating disk is a 45 steel axisymmetric structure, and the stationary disk is made of aluminum alloy, electromagnetic pure iron and NdFeB permanent magnet The axisymmetric hybrid structure, the aluminum alloy structure is the base of the stationary disk, the hybrid disk structure is arranged by the electromagnetic pure iron ring and the NdFeB permanent magnet ring to form the side end surface opposite to the rotating disk, and the permanent magnet ring is radially outward Or inward magnetization, the magnetization direction of adjacent permanent magnet rings is opposite, and the upward magnetic attraction force of the air gap magnetic field acts on the rotating disk, which is designed to offset the gravity of the rotor. The magnetic suspension bearing has no hysteresis and eddy current loss.

The front gasoline engine has a maximum power of 60kW, a speed of 6000r/min under maximum power conditions, a power of 40kW under maximum efficiency conditions, and a speed of 4000r/min under maximum efficiency conditions.

The transmission system contains three separate HET semi-couplings, that is, single flywheel, separate HET, and two-wheel drive structure: the first semi-coupling (denoted as HETh11) shares a rotating shaft with the flywheel (71), and the second The rotating shaft of the semi-coupling (denoted as HETh12) (72) is connected with the main reducer of the front drive axle through a three-stage speed ratio gear reducer (77), and the rotating shaft of the third semi-coupling (denoted as HETh3) (72) passes through A single-stage gear speed increaser is connected with the output shaft of the engine (76), and the main circuits of the three HET semi-couplings form a main current closed loop through the external terminal (16) and the external conductor in series.

The three separated HET semi-couplings are all double magnetic flux, single stage, single circuit, paraxial coil, solid shaft, axial surface type, and have the same electromagnetic structure and size. The meridian view of flywheel shaft end half couple HETh11 is shown in part A of Figure 22, and the meridian view of wheel side half couple HETh12 and engine side half couple HETh3 installed on the vehicle frame is shown in Figure 16.

Dimensions of HET semi-coupling: shaft surface radius 53mm, stator body radius 138.65mm, external terminal radius 213.5mm, non-flywheel shaft end semi-coupling stator axial length 280mm. The maximum design value of the rotating shaft speed of each semi-coupling is 13793.1r/min, and the maximum design value of the main current is 29576A. The maximum design value of electromagnetic power for HETh11 and HETh12 is 240kW. The rated design value of electromagnetic power of HETh3 is 60kW, and its maximum magnetic flux is the same as that of HETh11 and HETh12. Therefore, when HETh3 uses the maximum magnetic flux and maximum speed, it only needs to use 1/ of the maximum design value of the main current when the electromagnetic power reaches 60kW. 4.

Each HET semi-coupled rotor has a rotor magnetic conductor (3), two rotor conductors (4), two stator conductors (6), and two excitation coils ( 9), two stator magnetic conductors (7), two NaK metal liquid circuit connection areas (5) and their supporting channels and pipelines. The magnetic circuit of the double magnetic flux is also symmetrical except for both ends. The supporting end caps (36) at both ends are made of aluminum alloy, which does not affect the symmetry of the magnetic circuit, and does not generate axial magnetic attraction to the rotor as far as possible, and also meets the requirements of the magnetic fluid seal (37) installed on the inner ring of the end cap. Non-magnetic requirements. The supporting end cap (36) at the non-flywheel shaft end semi-coupling two ends and the supporting end cap (36) at the upper end of the flywheel shaft end semi coupling all double as bearing seats, and a magnetic fluid seal (37) is housed in its inner ring. The support end cover (36) of flywheel shaft end semi-coupling lower end cooperates with the upper side wall of the vacuum container shell (52) of flywheel and is connected, can mutually axially slide, and rubber sealing ring is housed on the sliding cylindrical surface. The dynamic seal of the lower end of the flywheel shaft end semi-coupling and the dynamic seal of the vacuum container housing (52) are combined into a magnetic fluid seal (37), that is, the former borrows the latter, and the latter's sealing performance is given priority.

The two excitation coils (9) are fed with currents of the same magnitude and opposite directions, and the generated double flux magnetic field is basically left-right symmetrical. The two excitation coils are connected in series and can be regarded as one coil, which has an excitation current.

The HET rotating shaft (2) is composed of two parts, the center shaft and the outer ring shaft, with interference fit. Non-flywheel shaft-end semi-coupling rotors are equipped with rolling bearings at both ends of the central thin shaft, and one end is connected with the external shaft with a shaft extension. The material of the central thin shaft is made of 45 steel or 40Cr steel, the outer ring shaft is made of 20 steel, and the magnetic fluid seal ( 37) It is matched with the ring shaft of the outer ring, and the ring shaft of the outer ring has an inner groove at this place, one is to reduce the magnetic flux leakage of the magnetic fluid seal, and at the same time reduce the stress concentration. The center shaft of the flywheel shaft end semi-coupling rotor shares the same shaft with the flywheel steel shaft (51), the material is 45 steel or 40Cr steel, the outer ring shaft is 20 steel, and the magnetic fluid seal (37) matches the center shaft right.

Both the magnetic conduction conductor (3) and the conductor (4) on the HET rotor are full-circle structures, both are interference fit with the rotating shaft (2), and are electrically insulated from the rotating shaft (2). The magnetic conduction conductor (3) adopts 20 steel, and the conductor (4) adopts chrome-copper Cu-0.5Cr. The bottoms of the two ends of the magnetic conductive conductor (3) are widened into a cone shape, which is beneficial to magnetic conduction and also beneficial to reducing stress concentration caused by interference fit. The conductor (4) adopts the same full-height design as the outer diameter of the magnetic conductor (3), the joint between the two is filled with NaK metal liquid, and the top and bottom of the joint are sealed with a fluororubber sealing body and adhesive. The bottom of the conductor (4) is processed with two circumferentially evenly distributed liquid injection holes, connecting the outside and the metal liquid connection seam, the outer end of the liquid injection hole is provided with a blockage, and vacuum suction is used when assembling liquid injection, and one liquid injection hole is used for Vacuum, another liquid injection hole is used to inject NaK metal liquid. The liquid filled in the liquid injection hole at the bottom can be added to the increased volume space of the connection seam when it rotates, so as to ensure that the connection seam is always filled with metal liquid.

The HET stator conductor (6) is designed as a non-full-circle upper and lower half structure, so as not to interfere with the integrally designed rotor conductor (4) during assembly (if the conductor (4) is divided at the middle thin neck For left and right two bodies, then the stator conductor (6) can also be installed separately in the whole circle), and it is also beneficial to process or install the required passages, pipelines and connections in the middle split surface. The conductor (6) is made of red copper. The conductor (6) is designed with an entry path and a discharge path for the NaK metal liquid, the discharge path includes branch gaps (25), uniform distribution buffer gaps (27), and 16 radially arranged circumferentially evenly distributed through holes (for round pipes). (28) inserts), enters path and contains second branch slit (26), evenly distributed buffer space (29), radially arranged circumferentially evenly distributed 16 through holes (for round pipe (30) insertion). The round pipes (28, 30) are made of red copper, and the contact surfaces are sealed with fluorine rubber sealing adhesive when inserted into the corresponding through holes. In order to prevent the metal liquid entering the path from being heated up too quickly, a gas heat insulation gap (31) is designed, and a heat insulation air gap is designed on the extending line of the round pipe (30). For the convenience of processing the narrow slits (25, 26, 27, 29, 31) on the conductor (6), the conductor (6) is divided into 4 splits (6a, 6b, 6c, 6d) suitably in turn, so that each The walls of the slit are completely exposed during processing. The connecting mouths of 6a and 6b (the said mouths have a cylindrical surface and an end surface), and the connecting mouths of 6b and 6c are sealed with fluororubber conductive adhesive to maintain conductivity; the connecting mouths of 6c and 6d are located at the top, and are sealed with Viton sealant adhesive seal.

There are two axisymmetric grooves (32) on the HET stator conductor (6a, 6d), the inner end is semicircular, and the fluorine rubber hose (33) is installed in the groove, and the hose is hidden when the internal and external pressure is atmospheric pressure. Does not protrude from grooves. Each rubber hose has a vent pipe (34) that communicates with it, and the vent pipe adopts fluorine rubber, and the vent pipe is inserted in the rubber pipe opening and bonded and sealed. The ventilation pipe is connected to the HET external accessory system through the electric conductor (6) and the magnetic conductor (10). The center line of the ventilation pipe is located on the mid-section surface of the conductor (6), that is, a semicircular groove is correspondingly opened on the midsection surface of the two halves of the conductor (6), and when the upper and lower halves are combined, a full-circle groove is formed to accommodate the ventilation pipe. The ventilation pipe and the wall of the groove are sealed with fluorine rubber sealing adhesive. The air pipe is arranged axially at the adjacent surface of the electric conductor (6) and the magnetizer (10). When the magnetizer (10) with a complete ring structure is installed axially, the air pipe passes through the corresponding axial through hole of the magnetizer (10). .

On the upper and lower half-middle surface of the conductor (6a, 6d) near the sebific tube (33), there is a semicircular groove, which forms a vent hole (35) when the upper and lower half merge. Before the vent hole reaches the boundary of the conductor (6a) or the conductor (6d), a vent hole connection is used to communicate with the vent hole. Vent hole takeover material is fluorine rubber, and its installation, arrangement and corresponding processing operation are identical with the way of vent pipe (34).

The upper and lower halves of the HET stator conductor (6) are sealed with a fluorine rubber sealing adhesive when assembling and merging.

The two stator magnetic conductors (7), the two external terminals (16) and the two stator magnetic conductors (10) of the HET all have a full-turn structure. The magnetic conductor (7) and the magnetic conductor (10) adopt electromagnetic pure iron, and the external terminal (16) adopts red copper. The connection seam between the stator conductor (6) and the magnetic conduction conductor (7) is filled with NaK liquid, and the NaK liquid is supplied by 4 small holes (44) evenly distributed in the circumferential direction, and the top and bottom ends of the connection seam are sealed with fluorine rubber and adhesive seal. The connection surface between the magnetic conductor (7) and the external terminal (16) is a tapered surface, and the connection seam is filled with NaK liquid, which is supplied by four small holes (38) evenly distributed in the circumferential direction, and the top and bottom ends of the connection seam are filled with NaK liquid. Viton seal body and adhesive seal. The mechanical connections between the two external terminals (16) and the two magnetizers (10) are fastened by bolts arranged in staggered directions, that is, the two external terminals and the left magnetizer are fastened by odd-numbered bolts, and the two external terminals are fastened by even-numbered bolts. terminal and right magnet conductor. An elastic tapered washer (39) made of rubber is designed to transmit the axial force of the bolt fastening the magnetizer (10), and axially compress the excitation coil (9), the stator conductor (6a, 6b), the stator magnetizer Conductor (7).

16 groups of coaxial grooves and through holes evenly distributed in the circumferential direction are processed on the two external terminals (16), the mandrel (40) of the coaxial external conductor is bonded to the surface of the groove, and the gap of the bonding surface is filled with gallium The indium-tin alloy liquid (the ratio of gallium-indium-tin is 62:25:13) is sealed by a fluororubber sealing ring (42); the tube wall (41) of the coaxial external conductor is bonded to the surface of the through hole, and the gap of the bonded surface is filled The gallium-indium-tin alloy liquid (the ratio of gallium-indium-tin is 62:25:13) is sealed by a fluororubber sealing ring (43); the gallium-indium-tin alloy liquid is filled with a vacuum suction method. The mandrel (40) and the pipe wall (41) are made of pure aluminum. A gap is left between the mandrel (40) and the pipe wall (41), through which the transformer oil flows to remove heat.

The excitation coil (9) adopts a continuous winding full-turn structure, without a plug-in connector and a split surface in the middle.

On the rotor wall surface of the circuit connection area (5), a surface layer that is resistant to erosion and wear and conductive is processed, and the surface layer is an electroplated silver-antimony alloy.

In the external accessory system of HET, there is an external flow path for circulating NaK liquid corresponding to each circuit connection area (5), and the liquid inlet end of the flow path is connected to the collection pipe of 16 round pipes (28), and the liquid outlet end of the flow path is connected to 16 A collection pipe of round pipes (30). In each external flow path, starting from the liquid inlet side of the flow path, a volume regulating valve, a solid impurity filter, a circulation pump, a bubble filter, and a radiator are arranged in sequence.

The volume regulating valve adopts a diaphragm structure, and the diaphragm is made of fluororubber. The axial movement of the diaphragm is driven by a stepping motor with linear displacement output. The adjustable volume chamber enclosed and sealed by the diaphragm and the valve body communicates with the external flow path. .

The solid impurity filter uses nickel powder metallurgy porous material as the filter element, so that all the NaK liquid in the external flow path flows through the filter element, and solid impurities are retained in the front of the filter element.

The circulating pump adopts a centrifugal pump, which is driven by an electric motor with adjustable speed, and the rotating shaft of the centrifugal impeller is sealed with fluororubber packing.

The bubble filter uses nickel powder metallurgy porous material as the gas-liquid separation element, and all the NaK liquid flows through the channel surrounded by the inner side of the element at a relatively slow speed, and the outer side of the element has a circuit connection area (5). The cavity is connected to the cavity. The air bubbles in the NaK liquid are driven by the pressure difference between the inner and outer sides to pass through the pores of the separation element, get filtered and return to the original air cavity, while the NaK liquid is restricted by the high surface tension and cannot pass through the pores of the separation element.

The radiator is a shell-and-tube structure, NaK liquid flows in the heat exchange tube, transformer oil flows in the tube shell, and the outer wall of the heat exchange tube has fins.

HET has a transformer oil circulation system, which includes a transformer oil circulation pump, a transformer oil air-cooled heat exchanger and a solid impurity filter. The circulation pump adopts a centrifugal pump or an axial flow pump to drive the transformer oil to flow through 4 NaK The shell side of the liquid radiator and the middle gap of the coaxial external conductor, and concentrated flow through the tube flow channel and solid impurity filter of the finned tube air-cooled heat exchanger, and the cooling air is driven by an external fan. The circulation pump is located before the air-cooled heat exchanger and after the filter, and the transformer oil undergoes heat absorption and decompression in the radiator and coaxial conductor in turn, depressurization in the filter, pressurization and temperature rise in the circulation pump, and decompression in the air cooler. The continuous cycle of exothermic cooling and depressurization.

A magnetic fluid dynamic seal (37) is arranged inside the bearings at both ends of the HET rotating shaft. In addition to the static seals described above, the following static seals are also provided on the stator: between piece 37 and piece 36, between piece 36 and piece 10, between piece 10 and piece 16, between two pieces Between pieces 16 (insulation and sealing), between round pipes (28, 30) and piece 10 (using sealing ring 45), between vent pipe (34) and piece 10, between the connecting pipe of vent hole (35) and piece 10 between. In the enclosed gas chamber formed by the above-mentioned seal and other related objects, nitrogen gas is contained.

When the HET complete system is assembled, it is filled with nitrogen and metal liquid. First vacuumize the closed space occupied by nitrogen and NaK liquid, this space is a space connected to each other (the rubber tube (33) for sealing is not expanded and sealed, and the inside of the tube is vacuumed simultaneously), this space contains the NaK liquid in the stator body The connecting seam contains the external flow path of NaK liquid, and contains the chamber on the outer side of the gas-liquid separation element of the bubble filter. Then the sealing rubber hose (33) is pressurized with nitrogen, so that the outer wall of the rubber hose is in sealing contact with the rotor wall. Continue to keep vacuuming the two ventilation holes (35), and at the same time, start injecting liquid from the NaK liquid external pipeline, proceed in accordance with the sequence of the serial line, fill the NaK liquid into the vacuum chamber connected to the circuit connection area, and apply Vacuum suction action makes NaK liquid be filled with the space sealed by sebific tube (33). The rubber hose (33) is decompressed and unsealed again, and the gas chamber is filled with nitrogen through the vent hole (35), and the nitrogen pressure control in the rubber hose (33) is consistent with the gas chamber.

The two excitation coils of each HET semi-dual part are connected in series in the opposite direction, which is regarded as a dual coil, and an excitation current is passed through it. The excitation currents of the three semi-couplings are recorded as Ih11, Ih12, and Ih3. Since the magnetic fields of the three half-couplings of the separated HET are independent of each other, the total magnetic flux can be expressed as:

ΣΦh11=Ffh11(|I0|, Ih11) (32)

∑Φh12=Ffh12(|I0|, Ih12) (33)

ΣΦh3=Ffh3(|I0|, Ih3) (34)

And because the electromagnetic structures of the three semi-couplings have the same size and regularity, the function forms are the same, which can be recorded as a function form Ffh(), namely:

ΣΦh11=Ffh(|I0|, Ih11) (35)

∑Φh12=Ffh(|I0|, Ih12) (36)

ΣΦh3=Ffh(|I0|, Ih3) (37)

At the same time, the calculation amount of the corresponding law content can be reduced, and only one semi-even piece can be calculated.

The adjustment and control method of the two kinds of loss sum minimization principle adopted for the series system of three HET semi-couples is as follows.

The total loss is taken as the sum of the main current ohmic heat (I0·I0·R0) and each excitation current ohmic heat (ΣPoi), where R0 and Ri are taken as constant values.

Given the application range of the three-axis speed, the application range of Mhe12, the application range of Mhe3 or Mhe11, using the electromagnetic law formula ((12), (14), (16), (17), (21), (24), (26) or (22), where R0 is taken as a fixed value) and the above-mentioned multidimensional variable function relationship ((35), (36), (37)), calculate the full range covering different speed conditions and torque requirements, satisfying The optimal value Iiopt matrix of each excitation current with the minimum total loss target, and store all data in the control system.

When the adjustment is executed, the rotational speeds (ωh11, ωh12, ωh3) of the three rotors are collected immediately, and as input conditions, the command of the required torque Mhe12, Mhe3 or Mhe11 is given, which is also used as the input conditions, and the relevant storage is called from the control system Data, use the spline interpolation function formula to calculate and obtain the corresponding optimal value Iiopt of each excitation current, which is used in the execution link.

The adjustment and control method of the principle of the minimum sum of the three losses adopted for the series system of three HET semi-couples is as follows.

The total loss is taken as the sum of the ohmic heat of the main current (I0·I0·R0), the ohmic heat of each excitation current (∑Poi) and the friction heat of the liquid metal in the circuit connection area, where R0 is taken as a function of the state parameter MLS of the liquid metal, and Ri Take it as a fixed value.

Given the application range of the three-axis rotational speed, the application range of Mhe12, the application range of Mhe3 or Mhe11, and the application range of the liquid metal state parameter MLS in the circuit connection area, the electromagnetic law formula ((12), (14), (16), (17), (21), (24), (26) or (22), wherein R0 is taken as the function of the liquid metal state parameter MLS) and the above-mentioned multidimensional variable function relationship ((35), (36), (37) ), calculate the optimal value Iiopt matrix of each excitation current and the optimal value MLSopt matrix of liquid metal state parameters that cover different speed conditions and torque requirements and meet the minimum total loss target, and store all the data in the control system.

When the adjustment is executed, the rotational speeds (ωh11, ωh12, ωh3) of the three rotors are collected immediately, and as input conditions, the command of the required torque Mhe12, Mhe3 or Mhe11 is given, which is also used as the input conditions, and the relevant storage is called from the control system Data, the spline interpolation function formula is used to calculate the corresponding optimal value Iiopt of each excitation current and the optimal value MLSopt of the liquid metal state parameters, which are used in the execution link.

The control of the DC current of the excitation coil adopts a DC chopper.

On the external conductor of the HET semi-coupling at the shaft end of the flywheel, a wire connected to an external DC power supply is connected in parallel to realize plug-in charging or unloading of the flywheel. The external power supply used for plug-in charging or unloading of the flywheel adopts an adjustable voltage DC power supply device connected to the grid AC power arranged in the vehicle, with a maximum design power of 7kW. When plugging in and charging, disconnect the circuit connection area (5) of the non-flywheel shaft end HET semi-coupling, connect the circuit connection area (5) of the flywheel shaft end semi-coupling, and connect to make the HET flywheel end rotor magnetic flux Relevant excitation coils that reach the maximum value, and maintain the maximum excitation current, adjust the DC power supply voltage to be equal to the electromotive force of the HET flywheel end rotor, and the direction is opposite to it, the main current line is connected to the DC power supply, and the DC power supply voltage is increased to reach the plug-in The rated limit of the main electric current or the rated limit of the plug-in power, continuously adjust and increase the DC power supply voltage during the flywheel charging and speed-up process, and maintain the rated limit of the plug-in main current and/or plug-in power, the current limit is the first, and the power When the limit is at the rear, there is only power limit when the starting point of the flywheel speed is high; when the charging is over, first lower the DC power supply voltage to get zero current, disconnect the main current circuit from the DC power supply, and cancel the HET excitation. When performing plug-in unloading, the preparation procedure is the same as above, the current direction is reversed, and the operating procedure is reversed, that is, the DC power supply voltage is lowered to reach the rated limit of plug-in unloaded power or the rated limit of plug-in unloaded main current.

When the flywheel has available energy or is recovering kinetic energy, it is preferred to use the flywheel energy or recover kinetic energy to start the engine, and directly drive the engine to idle speed, and then inject fuel to ignite.

When the vehicle is stopped, the operation of starting the engine with flywheel energy is carried out by the control system as follows: connect the circuit connection areas (5) of the three HET semi-couplings, and provide a set electromagnetic torque for anti-drag engine starting Mhe3 value command, at the same time set the electromagnetic torque Mhe12 to zero, use the corresponding separate HET adjustment control method to control the HET series system, and use the flywheel energy to start the engine to reach the idle speed.

When the vehicle is running, the operation of starting the engine with flywheel energy or recovered kinetic energy is performed by the control system as follows: a set value command of the electromagnetic torque Mhe3 for anti-drag engine startup is given, and the original command of the electromagnetic torque Mhe12 is maintained at the same time. The HET series system is controlled and operated by the corresponding separated HET regulation control method, and the flywheel energy or its less recovered energy is used to start the engine to reach the idle speed.

The engine has a governor, and the operating condition is regulated and controlled by the governor on a working condition line connecting the idle speed condition, the maximum efficiency condition and the maximum power condition point, and in the adjustment buffer zone area near the line. On the entire working condition line shown on the torque-speed diagram (vertical axis torque, horizontal axis speed), the speed, torque, power, and throttle opening of each point increase monotonously from the beginning to the end, and select The best efficiency points of a series of equal power lines form the optimal working condition line. Transform the above-mentioned adjustment working condition circuit into a curve on the throttle opening-rotational speed diagram. When adjusting, when the detected rotational speed and the throttle opening state point are on the right side of the line (higher rotational speed side), reduce the throttle opening , otherwise, increase the throttle opening.

The engine that charges the flywheel when the vehicle is stopped prefers to use the maximum efficiency mode, and when a shorter loading time is required, the higher power mode is used up to the maximum power mode. Before reaching the engine loading condition selected above, there is a transition process starting from the idling condition, and the speed of the flywheel before loading is not lower than the target speed, that is, the loaded power capacity is not lower than the power of the engine under the loading condition. , the transition process of the rising working condition is very fast. When the speed of the flywheel before loading is lower than the target speed, the transition process of the rising working condition is synchronized with the process of the flywheel speeding up to the target speed. At this time, the larger torque control of the flywheel is selected. , to speed up the transition process.

The following are three typical situations where the engine charges the flywheel when the vehicle is stopped:

The initial zero speed of the flywheel: Connect the circuit connection area (5) of the three HET semi-couplings, and use the corresponding separate HET adjustment control method to control the HET series system: give the Mhe12 zero command, and give the two-stage When the Mhe11 command is issued, the previous Mhe11 command is always equal to the maximum torque Mhe11max. When the flywheel speed ωh11 reaches the target speed ωh11p, it is converted to constant power control. The Mhe11 command is equal to the ratio Pload/ωh11 of the power under the engine loading condition and the flywheel speed.

When the initial speed of the flywheel is non-zero but lower than the index speed: connect the circuit connection area (5) of the three HET semi-couplings, and use the corresponding separate HET adjustment control method to control the HET series system: give Mhe12 zero Instructions, Mhe11 instructions are given in three sections. The first Mhe11 instruction adopts a curve from zero to the maximum torque Mhe11max quickly, and the middle Mhe11 instruction is always equal to the maximum torque Mhe11max. When the flywheel speed ωh11 reaches the target speed ωh11p, it is converted to constant power control. The Mhe11 command is equal to Pload/ωh11.

If the initial speed of the flywheel is higher than the index speed: connect the circuit connection area (5) of the three HET semi-couplings, and use the corresponding separate HET adjustment control method to control the HET series system: give the Mhe12 zero command, press Two sections give Mhe11 command, the former Mhe11 command adopts the curve from zero to Pload/ωh11 quickly, and the latter Mhe11 command is equal to Pload/ωh11.

Set the upper limit of the loading speed for the flywheel, that is, the charging of the flywheel until the speed reaches the limit, and the upper limit of the speed is taken as the maximum speed of the flywheel 13793.1r/min.

Set the lower limit of the operating speed for the flywheel to 9194.5r/min. When the flywheel speed reaches the lower limit of the operating speed from high to low, the flywheel stops outputting power and starts to charge the flywheel. When the flywheel speed rises to the middle limit speed Before 9655.2r/min, the flywheel is no longer used to drive the vehicle.

When the vehicle is running, it always alternates between the overall speed-up phase of the flywheel (with occasional deceleration) and the overall deceleration phase of the flywheel (with occasional speed-up). During the conversion between the current stage and the next stage, the uninterrupted continuity of the driving or braking vehicle torque is maintained, that is: the wheel side torque Mhe12 remains unchanged, and the engine and flywheel side torque and power are smoothly balanced.

Flywheel overall speed-up phase: starting from the lower limit of operating speed, and finally loading the upper limit of speed; the engine always outputs power, even when the flywheel brakes the vehicle; in the area between the lower limit of operating speed and the middle limit of speed, The engine runs at the maximum power condition; in the region between the middle limit speed and the upper limit of the loading speed, the engine operating condition is preferably at the maximum efficiency condition, which is used to load the flywheel and drive the vehicle. When the engine is at the maximum efficiency condition When the power Pmaxe is all used to drive the vehicle and there is still insufficient power, the flywheel turns and the output power assists in driving. When the driving power of the flywheel reaches the maximum value at that time and is still insufficient, increase the engine power, that is, transition from the power Pmaxe to the maximum power Pmax, until the flywheel Both drive maximum power and engine maximum power are used to drive the vehicle.

The overall deceleration stage of the flywheel: it starts from the upper limit of the loading speed and ends at the lower limit of the running speed; the engine occasionally outputs power; when the flywheel brakes the vehicle, the engine does not run; When the value is still insufficient, add the engine power Pmaxe, and at the same time, the flywheel power decreases accordingly. When the sum of the maximum flywheel power and Pmaxe is still insufficient, increase the engine power, that is, transition from the power Pmaxe to the maximum power Pmax.

Set the power control unit in the driver's seat of the vehicle: drive pedal, brake pedal, forward gear 1, forward gear 2, forward gear 3, reverse gear 1 initial setting joystick.

The stroke of the driving pedal corresponds to the relative value command of the driving torque output from zero to the maximum value. The relationship between the torque and the stroke adopts a nonlinear relationship. The torque increases slowly in the initial stage to facilitate the control of the slow speed of the vehicle. The maximum value of driving torque refers to the maximum value currently available, which is calculated by the power control system based on the current state measurement parameters.

The stroke of the brake pedal is divided into two sections. The first stroke corresponds to the relative value of the kinetic energy recovery braking torque from zero to the maximum value, and the latter stroke corresponds to the relative value of the friction braking torque from zero to the maximum value. At the same time, the maximum kinetic energy recovery braking torque is maintained. Kinetic energy recovery braking is to recover vehicle kinetic energy to the flywheel through HET reverse power flow transmission, and friction braking is to use four wheel friction brake discs to convert vehicle kinetic energy into heat energy. The maximum kinetic energy recovery braking torque is the currently available maximum value, which is calculated by the power control system based on the current state measurement parameters.

1st gear forward, 2nd gear forward, 3rd gear forward, 1st reverse gear. Transmission is relatively small. The initial setting of the first gear of the forward vehicle refers to that within the range of the driving speed of the vehicle from zero to the first intermediate switching speed, the three-stage speed ratio gear reducer is in the first gear ratio state, and the first intermediate switching speed to Within the range of the second intermediate switching speed, it is in the state of the 2nd gear ratio; within the range from the second intermediate switching speed to the maximum speed of the vehicle, it is in the state of the 3rd gear ratio; The driving speed of the vehicle is in the 2nd gear ratio state within the range from zero to the second intermediate switching speed, and in the 3rd gear ratio state within the range from the second intermediate switching speed to the maximum speed of the vehicle; the initial setting of the 3rd gear of the front car It means that the three-stage speed ratio gear reducer is always in the state of the third gear ratio. The initial setting of the 1st gear in reverse means that within the range of the vehicle’s reverse speed from zero to an intermediate speed, the three-stage gear reducer is in the 1st gear ratio state, and the speed limit does not exceed the intermediate speed. When reversing, the HETh12 shaft and its rear axle system are reversed, and there is no special reverse gear set.

The shifting operation during driving is automatically controlled by the power control system. When the predetermined gear shifting speed is reached, the transmission torque is reduced to zero, the original gear is disengaged, and the two parts to be engaged are frictionally synchronized using the synchronizer. Connect to the new gear, and then transmit the required torque according to the driving torque command at that time.

The mechanical connection loading and charging system of the vehicle flywheel adopts the following sequence composition plan: loading joint, vertical separation type semi-coupling HETho at the loading end (Fig. 25) and manipulator system, vertical separation type semi-coupling HEThi at the energy supply end (Fig. 26), bevel gear speed increaser, horizontal synchronous motor. Load rated power 2000kW.

The HETho rotating shaft doubles as a loading rotating shaft, and the loading joint is assembled on the upper end of the loading rotating shaft, and the loading disc (69) at the lower end of the loading joint and the vehicle flywheel rotating shaft adopts an externally embraced rubber hose hydraulic connection structure. The loading joint has a hydraulic connection plate (80) and a spline key (81). Four cylindrical pins (87) are twisted, adopt four screws (88) that the central end face of the hydraulic connection plate and the shaft end face of the loading rotating shaft are closely fixed. The outer edge of the hydraulic connection plate is in the shape of a cylinder protruding upwards. A circumferential groove is formed on the inner wall of the cylinder part. A polyurethane rubber ring (82) is arranged in the groove. The outer surface of the rubber ring has a longer inner cylinder surface and the longer outer cylindrical surface, the rubber ring contains three axially arranged annular holes, corresponding to each annular hole is opened with two radial through holes uniformly distributed in the circumferential direction, corresponding to the two rows of radial through holes. The orientation of the through hole, two hydraulic oil circuits (83) connected to the radial through holes are processed inside the hydraulic connection plate, and the two hydraulic oil circuits converge at the axial oil hole of the hydraulic connection plate. The shaft center through hole (84) on the rotating shaft (ie the HETho rotating shaft) is butted and communicated. The hydraulic oil is supplied by the hydraulic station of the auxiliary system, and is input to the shaft center through hole (84) and the oil circuit connected thereto by the sealing joint of the pipeline and the shaft head at the lower end of the HETho rotating shaft. The outer cylindrical surface and the outer fillet surface of the rubber ring are glued and sealed with the groove surface of the hydraulic connection plate to ensure the butt seal between the two rows of radial through holes and the hydraulic oil circuit. After the hydraulic oil circuit is emptied and filled with oil, the apron maintains its initial shape when it is not pressurized. The radius of the inner cylindrical surface of the apron is 0.5mm larger than the radius of the outer cylindrical surface of the flywheel loading plate. At this time, the loading head can be manipulated to move axially (closer to or leave); when the hydraulic oil pressure is increased, the pressure in the inner cavity of the apron increases, the apron expands, and the radius of the inner cylindrical surface of the apron shrinks, which acts to hold the outer cylindrical surface of the flywheel loading plate tightly; the hydraulic oil pressure is strong After lowering, the apron returns to its original shape. When the loading shaft rotates, the centrifugal force effect will increase the pressure of the hydraulic oil in the inner cavity of the apron, and also increase the centrifugal force of the apron itself, causing the inner cylindrical surface to displace outward. In order to avoid the centrifugal force effect and the uncertainty of its effect, before the loading shaft reaches the loading working position, and when the loading rotating shaft leaves the loading working position, the loading shaft is kept at zero rotational speed. In order to prevent residual air in the joint area when the apron hugs the loading plate, two annular grooves (85) are machined on the outer cylindrical surface of the loading plate, and the axial positions of the grooves correspond to the axial positions of the two annular holes of the apron The middle point is divided, and two groups of circumferentially evenly distributed exhaust holes (86) are processed on the loading plate to communicate the groove with the outside world.

The vertical separated semi-coupling HETho at the loading end (Fig. 25) and the vertical separated semi-coupling HEThi at the energy supply end (Fig. 26) are arranged on the same axis, and both adopt two-stage external series connection and double magnetic flux per stage. , the electromagnetic structure type of the near-axis excitation coil and the half-height rotor conductor (4). The main parameters of each semi-coupling: electromagnetic rated power 2000kW, rated speed 10000r/min, main current rating 65644A, electromotive force rating 30.5V, shaft surface radius 85.285mm, rotor maximum radius 145.8mm, stator body radius 232.8mm , the radius of the external terminal is 342.8mm, the axial length of the stator is 600.5mm, and the mass of the rotor is 175kg.

The semi-coupling HETho (Fig. 25) and the semi-coupling HEThi (Fig. 26) have most of the same structural details as the separate HET semi-coupling (Fig. 16) used in the specific embodiment of the vehicle power system, which has been described above. Description, the main differences between the semi-couplings HETho and HEThi and the separated HET semi-coupling shown in FIG. 16 will be described below.

HETho and HEThi have a two-stage structure in series, which is basically composed of a single-stage structure shown in Figure 16. The four excitation coils (9) of the two single-stage structures are reduced to three excitation coils in a two-stage series structure. (9) (corresponding to the excitation currents I1, I2, and I3 in Figure 10, Figure 25, and Figure 26), that is, the two coils in the middle of the original four excitation coils and with the same excitation current direction are combined into one The coil (I3) merges the original two main magnetic circuits into one main magnetic circuit at the same time, and cancels the original two stator magnetizers (10). The coils at both ends of the excitation currents I1 and I2 have the same structure and number of turns. Since the magnetic circuit structure is also symmetrical, the magnetic flux generated by the rotor magnetic conductor when I1 and I2 are equal also has the same magnitude. The middle coil with excitation current I3 has more turns, and the number of turns arranged ensures that the magnetic flux generated by the rated value of I3 is the same as that generated by the rated values of I1 and I2, that is, it has the effect of adding two single-stage structures . In practical applications, the wires of the three excitation coils are connected in series, I1 and I2 are always equal in size and direction, and the direction of I3 and I1 is opposite, and the ratio of the values of I3 and I1 is always equal to the ratio of the number of turns, which simplifies The total rotor flux as a function of changes in its influencing factors.

Between the two stages of each semi-coupling, between HETho and HEThi, the connection of the main current circuit adopts the scheme of mixed arrangement of flexible cables arranged between the external terminals (16) (Fig. 24, Fig. 25, Fig. 26) . The mixed-arrangement flexible cable uses a red copper wire material with a wire diameter of a few tenths of a millimeter, and is composed of thin wires to form a round flexible wire bundle (91) with an outer contour diameter of 6mm. Between the external terminals of the two stages of the even part, and between the external terminals of HETho and HEThi. The wire bundles with the same path and the same current direction are arranged in a row along the radial direction, and the wire bundles of different paths and different current directions are alternately arranged in a fan-shaped block, and eight such fan-shaped blocks are evenly distributed along the circumference. Leave space for other piping and lead wires to pass through. The wire bundle is soldered to the copper external terminal, or connected to the two through the copper intermediate transition terminal. The length of the wire harness between HETho and HEThi external terminals should meet the limit requirements for HETho and the loading shaft to move upward and left and right to reach the working position, that is, it has sufficient telescopic flexibility.

The manipulator system sets three spherical hinge fulcrums (P1, P2, P3 three fulcrums) on the outer surface of HETho. In the appendage Cartesian coordinate system with the HETho rotating shaft axis as the longitudinal axis Zb, the three fulcrums have the same Zb coordinate (take The Zb value at this place is zero), the distance between the three fulcrums and the Zb axis is also the same (the distance is R=340mm), the three fulcrums are evenly distributed along the circumference, and the point P1 is taken on the Xb axis. The absolute coordinates of the three fulcrums are controlled by six linear stepping actuators, and the absolute rectangular coordinate system (X, Y, Z) on the ground coincides with the attached rectangular coordinate system (Xb, Yb, Zb) of the initial position, and the three fulcrums The Z-axis coordinates of P1 are directly controlled, the Y-axis coordinates of P1 are directly controlled, and the X-axis coordinates of P2 and P3 are directly controlled. The X-axis coordinates of P1 and the Y-axis coordinates of P2 and P3 are rigidly connected by three fulcrums The relationship is indirectly controlled. Z-axis control of each fulcrum: the prismatic kinematic pair of the upper and lower members (specifically, a cylindrical kinematic pair with a guide sliding key, the same below), the lower member is rigidly fixed on the stationary frame and foundation, and the upper end of the lower member is processed with Cylindrical hole seat with keyway, the lower end of the upper member is processed with a keyed shaft extension, which is assembled into a prism kinematic pair, and the linear stepping actuator is connected under the shaft extension end (specifically, a stepper motor and a screw nut transmission mechanism, the same below ) output shaft, the feet of the linear stepper actuator are fixed on the lower end member. Y-axis control at point P1: use a prism kinematic pair, one of which is the upper end member of the Z-axis control kinematic pair at point P1, on which a pair of cylindrical hole seats with key grooves whose axis line is parallel to the Y-axis are arranged, and the other There are shaft extensions with keys at both ends of the component, and a cylindrical hole seat without a keyway whose axis line is parallel to the X-axis in the middle. The shaft extensions at both ends are assembled with a pair of hole seats to form a prism kinematic pair. The output shaft of the stepping actuator, and the feet of the linear stepping actuator are fixed on the upper member. X-axis control of point P2 (point P3): a prism kinematic pair is used, one of which is the upper end member of the Z-axis control kinematic pair at point P2 (point P3), and a pair of belts whose axis lines are parallel to the X-axis are arranged on it. Cylindrical hole seat with key groove, another member has a shaft extension with key at both ends, and a cylindrical hole seat without keyway in the middle whose axis line is parallel to the Y axis, and the shaft extension at both ends is assembled with a pair of hole seats to form a prism movement pair, one end of the shaft extension is connected to the output shaft of the linear stepping actuator, and the machine foot of the linear stepping actuator is fixed on the upper component. A cylindrical piston is assembled in each of the three cylindrical hole seats without key grooves, and a spherical joint bearing seat is installed at the center of the end face of the piston near the end of the Z-axis, which is combined with a matching spherical rod head to form a spherical hinge. The spherical center of a spherical hinge is exactly P1 point, P2 point, P3 point, and three struts with spherical rod heads are fixedly connected on the support ring plate (92) added at the HETho stator upper end flange.

Cooperating with the application of the manipulator system, the detection system for the orientation of the vertical flywheel shaft of the vehicle uses a non-contact distance measuring instrument to measure the three measurement mark points on the symmetrical fixed piece at the end of the flywheel shaft and the center of the shaft and the three points of the detection system. Fix the nine distance data between the reference points, calculate and determine the three-dimensional absolute coordinates of the three measurement mark points, so as to determine the spatial position and direction angle of the flywheel shaft end (three space coordinates and two direction angles). The working procedure before loading: Open the flywheel shaft end shield, measure and determine the spatial position and orientation angle of the flywheel shaft end, use the manipulator system to adjust and move the HETho to the ready position, and the attitude of the axis line coincides with the flywheel, and then linearly translate the HETho to the loading job position. In order to ensure smooth alignment before loading, guide measures are added: a guide collar (90) is attached to the housing of the flywheel shaft end, and a guide sleeve (89) is attached to the bearing seat at the upper end of HETho. Plays an auxiliary guiding role when splicing and centering. This guiding measure can also be used for manual joint alignment.

The rated power of the horizontal synchronous motor is 2000kW, and it runs at a synchronous speed of 3000r/min after starting. When the energy storage of the vehicle flywheel is required to be unloaded to the grid, it can be used as a synchronous generator by reverse operation. The bevel gear speed increaser has a pair of ground spiral bevel gears, the two axes are perpendicular to each other, and the speed increase transmission ratio is 3.333.

Set up a fixed support device for the vehicle frame, using a three-point support structure, that is, two points in front of the vehicle and one point in the rear. Three hydraulic jacks are arranged between the bottom surface of the standard support of the frame and the ground support. The vehicle is jacked up by the system control, the tires are lifted, the frame is fixed, and the position of the flywheel on the frame is stabilized.

Claims (58)

1. A vehicle power system, comprising: an engine that burns fuel to output shaft work, one or two energy storage flywheel devices, a drive train that connects the engine, the flywheel device and the drive axle final drive, and their control systems, It is characterized in that the drive train contains a unipolar DC electromagnetic drive (HET). 2. The power system as claimed in claim 1, characterized in that: the energy storage flywheel device is a vertical shaft type flexible flywheel device arranged on the vehicle chassis, and a flywheel device contains a rotating wheel body, a rotating shaft (51), and a rotating shaft. Bearings, vacuum container shells (52), the centerline of the rotating shaft is perpendicular to the ground, the wheel body is a multi-body axisymmetric structure, and the wheel body contains one or more mass blocks (53) and at least one support body (54). These structures The bodies are arranged sequentially in the form of large rings and small rings. The mass blocks are located in the outermost and second outer rings of the rotation. The support body is located in the inner ring of the mass blocks. The mass blocks are composed of circumferentially wound fiber-reinforced polymers. Two sets of axisymmetrically shaped flexible membrane rings (55, 58) are used to connect the adjacent inner ring and outer ring structures, and one end face of the outer ring structure facing downward is placed on one end face of the inner ring structure facing upward. On the end face, the two end faces are load-bearing end face pairs (56), one end face of the outer ring structure facing upward is placed under the end face of the inner ring structure facing downward, and the two end faces are end faces that limit upward displacement Pair (57,64), this end face pair and load-bearing end face pair are designed to concentrate and combine together, form boss and groove matching structure. 3. The power system according to claims 1 to 2, characterized in that: one set of HET contains two sets of rotors, one set of stators, an external accessory system and an adjustment control system, and each rotor has one or more axisymmetric shapes There are two or more DC excitation coils (9) wound around the axis line (1) on the stator, and the magnetic route is guided as a closed loop by the axisymmetric structural parts on the rotor and the stator, at least There are two main magnetic circuits (22), the magnetic circuits pass through the rotor magnetic conducting conductors (3), at most one main magnetic circuit (22) passes through the magnetic conducting conductors of the two rotors at the same time, and a closed main current circuit is constructed (23), the circuit is connected in series with all the rotor magnetic conductors, the main current direction on the rotor magnetic conductors and the direction of the magnetic flux (Φ) are perpendicular to each other on the meridian plane, by adjusting the current of each excitation coil (I1, I2 , ...), adjust the DC main current (I0), the electromagnetic torque and electromagnetic power of each rotor. 4. The power system according to claim 3, characterized in that: the axis lines of the two rotors of each set of HET coincide, and the two rotors are close to each other (concentrated HET). 5. The power system as claimed in claim 4, characterized in that: each set of centralized HET has two rows of terminals (16) connected to the external power supply, connected to the main current circuit including the rotor magnetic conductive conductor, and has a liquid metal conversion The switch (15) is used to evacuate the liquid and disconnect the original main current loop before the external power supply is connected, so as to charge or unload each flywheel respectively. 6. The power system as claimed in claim 4, 5, characterized in that: an energy storage flywheel device and two centralized HETs are used, one HET (referred to as HET1) is located at the flywheel end, and the input rotor and the flywheel share one The other HET (referred to as HET3) is located at the engine end, and its input rotor is connected to the output shaft of the engine, or connected through a fixed speed ratio mechanical transmission, and its output rotor is connected to the output shaft through a clutch (referred to as clutch 3). The output drive shaft (referred to as drive shaft 3) is connected. 7. The power system as claimed in claim 6, characterized in that: the upper end of the rotor shaft at the output end of HET1 is provided with a pair of bevel gears, one bevel gear is directly connected with the shaft, and the other bevel gear passes through the transmission shaft (referred to as The transmission shaft 1) and the clutch (referred to as clutch 1) are connected to the main reducer of the drive axle, or a fixed speed ratio reducer or a stepped speed ratio reducer is connected in series between the clutch 1 and the final reducer, or there is also a A universal joint transmission shaft is added, and transmission shaft 1 and transmission shaft 3 are connected through a set of gears to form a single flywheel, centralized HET, and two-wheel drive structure. 8. The power system as claimed in claim 6, characterized in that: the upper end of the rotor shaft at the output end of HET1 is provided with a pair of bevel gears, one bevel gear is directly connected to the shaft, and the other bevel gear passes through the transmission shaft (referred to as The transmission shaft 1) and the clutch (referred to as clutch 1) are connected to the transfer case or the inter-axle differential that distributes the driving force of the front and rear axles, or there is a series connection between the clutch 1 and the transfer case or the inter-axle differential The fixed speed ratio reducer or stepped speed ratio reducer, transfer case or inter-axle differential is connected with the main reducer of the front and rear drive axles, or a universal joint transmission shaft is added, and transmission shaft 1 is connected to the transmission shaft 3 are connected by a set of gears to form a four-wheel drive structure with single flywheel, centralized HET, and transfer. 9. The power system according to claim 6, characterized in that: the upper end of the rotor shaft at the output end of HET1 is provided with a trident bevel gear set, including a vertical shaft driving bevel gear and two driven bevel gears, the driving bevel gear and the The rotating shaft is directly connected, and a driven bevel gear is connected to the main reducer of a drive axle through the transmission shaft (referred to as drive shaft 1) and clutch (referred to as clutch 1) in sequence, or there is a serial connection between clutch 1 and the final reducer. Connect a fixed speed ratio reducer or a stepped speed ratio reducer, or add a universal drive shaft, and another driven bevel gear passes through the drive shaft (referred to as drive shaft 2), the inter-axle differential and the clutch in sequence (denoted as clutch 2) is connected to the main reducer of another drive axle, or a fixed speed ratio reducer or a stepped speed ratio reducer is connected in series between the clutch 2 and the final drive, or an additional ten thousand To the transmission shaft, the transmission shaft 1 and the transmission shaft 3 are connected through a set of gears to form a single flywheel, centralized HET, and direct four-wheel drive structure. 10. The power system as claimed in claims 4 and 5, characterized in that: two energy storage flywheel devices with opposite directions of rotation and three concentrated HETs are used, the first HET (marked as HET1) is located at a flywheel end, The second HET (denoted as HET2) is located at the other flywheel end, and the input rotors of HET1 and HET2 share the same shaft with the corresponding flywheel. The third HET (denoted as HET3) is located at the engine end, and its input rotor is connected to the engine The output shaft is connected, or connected through a fixed speed ratio mechanical transmission, and the output rotor is connected to the output drive shaft (referred to as drive shaft 3) through a clutch (referred to as clutch 3). 11. The power system as claimed in claim 10, characterized in that: the upper end of the rotor shaft at the output end of HET1 is provided with a trident bevel gear set (including a vertical shaft driving bevel gear and two driven bevel gears), wherein the driving bevel gear Directly connected with the rotating shaft, a pair of bevel gears are arranged on the upper end of the rotor rotating shaft at the output end of HET2, one of which is directly connected with the rotating shaft, and the other bevel gear is connected with a driven bevel gear of the trident bevel gear set through a ten thousand The other driven bevel gear of the three-prong bevel gear set is connected to the main reducer of the drive axle through the drive shaft (referred to as drive shaft 1) and the clutch (referred to as clutch 1) in turn, or the clutch 1 is connected to the main reducer A fixed speed ratio reducer or a stepped speed ratio reducer is also connected in series between the gears, or a cardan shaft is added in it, and the transmission shaft 1 and the transmission shaft 3 are connected by a set of gears to form a double flywheel, Centralized HET, two-wheel drive structure. 12. The power system according to claim 10, characterized in that: the upper end of the rotor shaft at the output end of HET1 is provided with a trident bevel gear set (including a vertical shaft driving bevel gear and two driven bevel gears), wherein the driving bevel gear Directly connected with the rotating shaft, a pair of bevel gears are arranged on the upper end of the rotor rotating shaft at the output end of HET2, one of which is directly connected with the rotating shaft, and the other bevel gear is connected with a driven bevel gear of the trident bevel gear set through a ten thousand Connected to the drive shaft, the other driven bevel gear of the three-prong bevel gear set passes through the drive shaft (referred to as drive shaft 1) and clutch (referred to as clutch 1) in turn, and the transfer case or inter-axle differential that distributes the driving force of the front and rear axles connection, or between the clutch 1 and the transfer case or the inter-axle differential, a fixed speed ratio reducer or a stepped speed ratio reducer is connected in series, and the transfer case or the inter-axle differential is connected with the front and rear two The drive axle is connected to the main reducer, or a cardan shaft is added in it, and the transmission shaft 1 and the transmission shaft 3 are connected through a set of gears to form a four-wheel drive structure with double flywheels, centralized HET, and transfer. 13. The power system according to claim 10, characterized in that: the upper ends of the rotor shafts at the output ends of HET1 and HET2 are provided with trident bevel gear sets (including a vertical shaft driving bevel gear and two driven bevel gears), two The driving bevel gears are respectively directly connected to the two above-mentioned rotating shafts, each driven bevel gear on HET1 and HET2 is connected through a universal transmission shaft, and the other driven bevel gear on HET1 passes through the transmission shaft in turn (referred to as the transmission shaft 1) and the clutch (referred to as clutch 1) are connected to the main reducer of a drive axle, or a fixed speed ratio reducer or a stepped speed ratio reducer is connected in series between the clutch 1 and the final reducer, or there is also a A universal drive shaft is added, and another driven bevel gear on HET2 passes through the drive shaft (referred to as drive shaft 2), inter-axle differential and clutch (referred to as clutch 2) and the main reducer of another drive axle in sequence. connection, or between the clutch 2 and the final drive, a fixed-ratio reducer or a step-variable ratio reducer is connected in series, or a universal joint transmission shaft is added, and the transmission shaft 1 and the transmission shaft 3 pass through a The group gears are connected to form a double flywheel, centralized HET, direct four-wheel drive structure. 14. The power system according to claim 7, 8, 11, 12, characterized in that: when driving or braking the vehicle with kinetic energy recovery, clutch 1 is engaged, when the engine is running, clutch 3 is engaged, and when the engine is not running, disengage Clutch 3, when charging or unloading the flywheel, the hand brake brakes the vehicle, engages clutch 1, disengages clutch 3, and when the engine loads the flywheel in a stopped state, the hand brake brakes the vehicle and disengages the clutch 1. Engage the clutch 3. 15. The power system according to claim 9, 13, characterized in that: when driving or braking the vehicle with kinetic energy recovery, clutch 1 and clutch 2 are engaged, when the engine is running, clutch 3 is engaged, and when the engine is not running, the clutch is disengaged 3. When charging or unloading the flywheel, brake the vehicle with the hand brake, engage clutch 1 and clutch 2, and disengage clutch 3. When the engine is loading the flywheel in the stopped state, brake the vehicle with the hand brake, disengage Disengage clutch 1 and clutch 2, engage clutch 3. 16. The power system as claimed in claim 14, 15, characterized in that: each set of centralized HET adopts the adjustment and control method of the principle of minimum total loss: the sum of the main current ohmic heat and the excitation current ohmic heat is the total loss, select Determine the application limit range of the main current and each excitation current. Within this range, respectively calculate or test to obtain the correspondence between the total magnetic flux passing through the rotor main current circuit turning surface on the two rotors following the multidimensional variable changes of the main current and the excitation current Given the application range of the two-axis speed and the electromagnetic torque of the output shaft, using the electromagnetic law formula and the above correspondence, calculate the maximum value of each excitation current that covers different speed conditions and torque requirements and meets the goal of minimum total loss. Optimum value matrix, and store all the data in the control system. When the adjustment is executed, the speed of the two rotors is collected immediately, as the input condition, the output shaft electromagnetic torque command is given, and the relevant input condition is called from the control system. Store the data, calculate and obtain the corresponding optimal value of each excitation current, and use it in the execution link. 17. The power system as claimed in claim 14, 15, characterized in that: for each set of centralized HET, the adjustment control method adopting the principle of minimum total loss: main current ohmic heat, excitation current ohmic heat and circuit connection area (5) The sum of the friction heat of liquid metal is the total loss, and the application limit range of the main current and each excitation current is selected. Within this range, the total magnetic flux passing through the rotating surface of the main current circuit of the two rotors on the two rotors is calculated or tested separately. Following the corresponding relationship between the multidimensional variable changes of the main current and the excitation current, the application range of the two-axis speed, the electromagnetic torque of the output shaft, and the state parameters of the liquid metal in the circuit connection area are given, and the full range coverage is calculated by using the electromagnetic law formula and the above corresponding relationship. The optimal value matrix of each excitation current and the optimal value matrix of liquid metal state parameters that meet the minimum target of total loss under different speed conditions and torque requirements, and store all data in the control system. When the adjustment is executed, two The rotational speed of the rotor is used as the input condition to give the electromagnetic torque command of the output shaft. It is also used as the input condition to call the relevant stored data from the control system to calculate and obtain the corresponding optimal values of the excitation current and liquid metal state parameters. used for execution. 18. The power system according to claim 3, characterized in that: the two rotors of each set of HET are arranged separately (separated type HET), and there are two HET semi-couplings, and an external conductor is used between the semi-couplings to transmit the main current. 19. The power system as claimed in claim 18, characterized in that: each flywheel end is configured with a HET semi-coupling coaxial with the flywheel, and the wires connected to the external power supply are connected in parallel on its external conductors, so as to respectively Each flywheel is plugged in for charging or unloaded. 20. The power system as claimed in claims 18 and 19, characterized in that: an energy storage flywheel device and a semi-separated HET (containing three HET semi-couplings), the first semi-coupling (referred to as HETh11 ) shares a shaft with the flywheel, and the shaft of the second semi-coupling (referred to as HETh12) is connected to the main reducer of the drive axle, or connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or an additional ten thousand to the transmission shaft, the third half couple (referred to as HETh3) is connected to the output shaft of the engine, or connected through a fixed speed ratio mechanical transmission, and the main circuits of the three HET half couples are connected through the external terminal (16) and the external The conductors are connected in series to form a main current closed circuit to form a single flywheel, separate HET, and two-wheel drive structure. 21. The power system as claimed in claims 18 and 19, characterized in that: an energy storage flywheel device and a semi-separated HET (containing three HET semi-couplings), the first semi-coupling (referred to as HETh11 ) share a shaft with the flywheel, and the shaft of the second semi-coupling (referred to as HETh12) is connected to the transfer case or inter-axle differential that distributes the driving force of the front and rear axles, or through a fixed speed ratio reducer or a stepped speed ratio The reducer is connected, and the transfer case or the inter-axle differential is connected with the main reducer of the two front and rear drive axles, or a universal drive shaft is added, and the third semi-coupling (denoted as HETh3) shaft is connected to the engine output Shaft connection, or connection through a fixed speed ratio mechanical transmission device, the main circuit of the three HET semi-couplings forms a main current closed loop through the external terminal (16) and the external conductor in series to form a single flywheel and separate HET , Four-wheel drive structure with transfer. 22. The power system as claimed in claim 18,19, characterized in that: an energy storage flywheel device and two separate HETs (containing four HET semi-couplings), the first semi-coupling (referred to as HETh11 ) shares a shaft with the flywheel, and the shaft of the second semi-coupling (referred to as HETh12) is connected to the main reducer of a drive axle, or connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or an additional A universal drive shaft, the third semi-coupling (referred to as HETh22) shaft is connected to the main reducer of another drive axle, or connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or there is an additional A cardan transmission shaft, the fourth semi-coupling (referred to as HETh3) is connected to the output shaft of the engine, or connected through a fixed speed ratio mechanical transmission, and the main circuits of the four HET semi-couplings are connected through external terminals (16) It is connected in series with the external conductor to form a main current closed circuit to form a single flywheel, separate HET, and direct four-wheel drive structure. 23. The power system as claimed in claims 18 and 19, characterized in that: two energy storage flywheel devices with opposite directions of rotation and two separated HETs (including four HET semi-couplings), the first semi-coupling One part (denoted as HETh11) shares a shaft with a flywheel, the second half part (denoted as HETh21) shares a shaft with another flywheel, the third half part (denoted as HETh12) and the drive axle main reducer connection, or through a fixed speed ratio reducer or a stepped speed ratio reducer, or a universal drive shaft is added to it, and the fourth semi-coupling (denoted as HETh3) shaft is connected to the engine output shaft, or through a The fixed speed ratio mechanical transmission is connected, and the main circuit of the four HET semi-couplings is connected in series with the external conductor (16) to form a main current closed loop to form a double flywheel, separate HET, and two-wheel drive structure. 24. The power system as claimed in claims 18 and 19, characterized in that: two energy storage flywheel devices with opposite directions of rotation and two separated HETs (including four HET semi-couplings), the first semi-coupling One part (referred to as HETh11) shares a rotating shaft with a flywheel, the second half part (referred to as HETh21) shares a rotating shaft with another flywheel, and the third half part (referred to as HETh12) rotates and distributes the driving force of the front and rear axles The transfer case or the inter-axle differential is connected, or it is connected through a fixed speed ratio reducer or a stepped speed ratio reducer. Or a universal joint transmission shaft is added, and the fourth semi-coupling (referred to as HETh3) shaft is connected to the output shaft of the engine, or connected through a fixed speed ratio mechanical transmission, and the main circuits of the four HET semi-couplings are connected through an external The terminal (16) and the external conductor are connected in series to form a main current closed loop, so as to form a four-wheel drive structure with double flywheels, separated type HET, and transfer. 25. The power system as claimed in claims 18 and 19, characterized in that: two energy-storage flywheel devices with opposite directions of rotation and two semi-separated HETs (including five HET halves), the first half The even part (denoted as HETh11) shares a shaft with a flywheel, the second half part (denoted as HETh21) shares a shaft with another flywheel, and the third half part (denoted as HETh12) shares a shaft with a drive axle The main reducer is connected, or it is connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or a universal drive shaft is added, and the fourth semi-coupling (referred to as HETh22) shaft is connected to the other drive axle. The main reducer is connected, or through a fixed speed ratio reducer or a stepped speed ratio reducer, or a universal drive shaft is added to it, and the fifth semi-coupling (referred to as HETh3) shaft is connected to the engine output shaft. Or through a fixed speed ratio mechanical transmission, the main circuit of the five HET semi-couplings forms a main current closed loop through the external terminal (16) and the external conductor in series to form a double flywheel, separate HET, direct four-wheel drive structure. 26. The power system as claimed in claims 20 and 21, characterized in that: a separate HET system consisting of three semi-couplings connected in series adopts an adjustment and control method based on the principle of minimum total loss: main current ohmic heat and excitation The sum of the current ohmic heat is the total loss, and the application limit range of the main current and each excitation current is selected. In this range, the total magnetic flux following through the rotating surface of the main current circuit of the rotor on the three rotors is calculated or tested respectively. The corresponding relationship between the main current and the relevant excitation current multi-dimensional variable changes, given the three-axis speed, the wheel-side semi-coupling (HETh12) shaft electromagnetic torque (Mhe12), the engine-side semi-coupling (HETh3) shaft electromagnetic torque (Mhe3) Using the electromagnetic law formula and the above corresponding relationship, calculate the optimal value matrix of each excitation current that covers different speed conditions and torque requirements and meets the minimum total loss goal, and store all the data in the control system. When the adjustment is executed, the rotational speeds of the three rotors are collected immediately, and as the input conditions, the commands of the required torque Mhe12 and Mhe3 are given, which are also used as the input conditions, and the relevant stored data is called from the control system to calculate and obtain the corresponding excitation currents Optimum value, used for the execution link. 27. The power system as claimed in claims 20 and 21, characterized in that: a separate HET system consisting of three semi-couplings connected in series adopts an adjustment and control method based on the principle of minimum total loss: main current ohmic heat, excitation The sum of the current ohmic heat and the friction heat of the circuit connection area (5) liquid metal is the total loss, and the application limit range of the main current and each excitation current is selected, and within this range, the through-pass on the three rotors is obtained by calculation or experiment The relationship between the total magnetic flux on the rotating surface of the main current circuit of the rotor and the multidimensional variable changes of the main current and the related excitation current, given the three-axis speed, the wheel-side semi-coupling (HETh12) shaft electromagnetic torque (Mhe12), and the engine-side semi-coupling The electromagnetic torque (Mhe3) of the rotating shaft (HETh3) and the application range of the liquid metal state parameters in the circuit connection area, using the electromagnetic law formula and the above correspondence, calculate the full range of different speed conditions and torque requirements, and meet the minimum total loss The optimal value matrix of each excitation current of the target and the optimal value matrix of liquid metal state parameters, and store all the data in the control system. When the adjustment is executed, the rotational speeds of the three rotors are collected in real time as input conditions, and the required rotational speed is given. The instructions of moments Mhe12 and Mhe3 are also used as input conditions, and the relevant stored data is called from the control system to calculate and obtain the corresponding optimal values of excitation currents and liquid metal state parameters, which are used in the execution link. 28. The power system as claimed in claim 22, characterized in that: a separate HET system consisting of four semi-couplings connected in series adopts an adjustment and control method based on the principle of minimum total loss: main current ohmic heat and excitation current ohmic The sum of the heat is the total loss, and the application limit range of the main current and each excitation current is selected. In this range, the total magnetic flux on the four rotors passing through the turning surface of the main current circuit of the rotor follows the main current through calculation or experiment respectively. Corresponding relationship with the multi-dimensional variable changes of the relevant excitation current, given the four-axis speed, the wheel-side semi-coupling (HETh12, HETh22) shaft electromagnetic torque (Mhe12, Mhe22), the engine-side semi-coupling (HETh3) shaft electromagnetic torque ( Mhe3) application range, using the electromagnetic law formula and the above-mentioned corresponding relationship, calculate the optimal value matrix of each excitation current that covers different speed conditions and torque requirements in a full range and meets the minimum total loss target, and store all data in the control The system collects the rotational speeds of the four rotors immediately when the adjustment is executed, and as input conditions, gives the required torque Mhe12, Mhe22 and Mhe3 instructions, and also as input conditions, calls the relevant stored data from the control system, calculates and obtains the corresponding The optimal value of each excitation current is used for the execution link. 29. The power system as claimed in claim 22, characterized in that: a separate HET system consisting of four semi-couplings connected in series adopts an adjustment and control method based on the principle of minimum total loss: main current ohmic heat, excitation current ohmic (5) The sum of the friction heat of liquid metal in the heat and circuit connection area is the total loss, and the application limit range of the main current and each excitation current is selected. Within this range, the four rotors on the four rotors pass through the rotor main The total magnetic flux on the rotating surface of the current loop follows the corresponding relationship between the main current and the multidimensional variable changes of the relevant excitation current. Given the four-axis speed, the wheel-side semi-coupling (HETh12, HETh22) shaft electromagnetic torque (Mhe12, Mhe22), the engine side The electromagnetic torque (Mhe3) of the rotating shaft of the semi-couple (HETh3) and the application range of the liquid metal state parameters in the circuit connection area are calculated by using the electromagnetic law formula and the above corresponding relationship The optimal value matrix of each excitation current and the optimal value matrix of liquid metal state parameters for the minimum loss target, and store all the data in the control system. When the adjustment is executed, the rotational speeds of the four rotors are collected in real time as input conditions, and the obtained values are given. The instructions of torque Mhe12, Mhe22 and Mhe3 are also used as input conditions, and the relevant stored data is called from the control system, and the corresponding optimal values of excitation current and liquid metal state parameters are calculated and obtained, which are used in the execution link. 30. The power system as claimed in claims 23 and 24, characterized in that: a separate HET system consisting of four semi-couplings connected in series adopts an adjustment and control method based on the principle of minimum total loss: main current ohmic heat and excitation The sum of the current ohmic heat is the total loss, and the application limit range of the main current and each excitation current is selected. In this range, the total magnetic flux following through the rotating surface of the main current circuit of the rotor on the four rotors is calculated or tested respectively The corresponding relationship between the main current and the multi-dimensional variable changes of the relevant excitation current, given the four-axis speed, the electromagnetic torque of the wheel-side semi-coupling (HETh12) shaft (Mhe12), and the engine-side semi-coupling (HETh3) shaft electromagnetic torque (Mhe3) , The application range of the electromagnetic torque ratio (Mhe11/Mhe21) of the two flywheel end semi-couplings (HETh11, HETh21), using the electromagnetic law formula and the above correspondence, calculate the full range covering different speed conditions and torque requirements, Each excitation current optimal value matrix that satisfies the minimum total loss target, and store all the data in the control system. When the adjustment is executed, the speeds of the four rotors are collected in real time, and as input conditions, the required torques Mhe12, Mhe3 and The instructions of Mhe11/Mhe21 are also used as input conditions to call relevant stored data from the control system, calculate and obtain the corresponding optimal values of each excitation current, and use them in the execution link. 31. The power system as claimed in claims 23 and 24, characterized in that: a separate HET system consisting of four semi-couplings connected in series adopts an adjustment and control method based on the principle of minimum total loss: main current ohmic heat, excitation The sum of the current ohmic heat and the friction heat of the circuit connection area (5) liquid metal is the total loss, and the application limit range of the main current and each excitation current is selected. Within this range, the through-pass on the four rotors is obtained by calculation or experiment respectively. The relationship between the total magnetic flux on the turning surface of the main current circuit of the rotor and the multidimensional variable changes of the main current and the related excitation current, given the four-axis speed, the wheel-side semi-coupling (HETh12) shaft electromagnetic torque (Mhe12), and the engine-side semi-coupling Electromagnetic torque (Mhe3) of rotating shaft (HETh3), electromagnetic torque ratio of rotating shaft (Mhe11/Mhe21) of two flywheel end semi-couplings (HETh11, HETh21), application range of liquid metal state parameters in circuit connection area, using electromagnetic law formula According to the above corresponding relationship, calculate the optimal value matrix of each excitation current and the optimal value matrix of liquid metal state parameters that cover different speed conditions and torque requirements in a full range and meet the goal of minimum total loss, and store all the data in the control system , when the adjustment is executed, the rotational speeds of the four rotors are collected immediately, and as input conditions, the commands of the required torque Mhe12, Mhe3 and Mhe11/Mhe21 are given, and also as input conditions, the relevant stored data is called from the control system, and the calculation is obtained The corresponding optimal values of excitation currents and liquid metal state parameters are used in the execution link. 32. The power system as claimed in claim 25, characterized in that: a separate HET system consisting of five semi-couplings connected in series adopts an adjustment and control method based on the principle of minimum total loss: main current ohmic heat and excitation current ohmic The sum of the heat is the total loss, and the application limit range of the main current and each excitation current is selected. In this range, the total magnetic flux passing through the turning surface of the main current circuit of the five rotors on the five rotors is calculated or tested to follow the main current Corresponding relationship with the multi-dimensional variable changes of the relevant excitation current, given the five-axis speed, the electromagnetic torque of the rotating shaft of the semi-coupled parts (HETh12, HETh22) on the wheel side (Mhe12, Mhe22), and the electromagnetic torque of the rotating shaft of the semi-coupled parts (HETh3) on the engine side ( Mhe3), the application range of the electromagnetic torque ratio (Mhe11/Mhe21) of the two flywheel end semi-couplings (HETh11, HETh21), using the electromagnetic law formula and the above correspondence, calculate the full range covering different speed conditions and torque requirements The optimal value matrix of each excitation current that satisfies the minimum total loss target, and store all the data in the control system. When the adjustment is executed, the rotational speeds of the five rotors are collected immediately as input conditions, and the required torque Mhe12, The instructions of Mhe22, Mhe3, and Mhe11/Mhe21 are also used as input conditions to call relevant stored data from the control system, calculate and obtain the corresponding optimal values of excitation currents, and use them in the execution link. 33. The power system as claimed in claim 25, characterized in that: a set of separated HET systems composed of five semi-couplings connected in series adopts an adjustment and control method based on the principle of minimum total loss: main current ohmic heat, excitation current ohmic (5) The sum of the friction heat of liquid metal in the heat and circuit connection area is the total loss. Select the application limit range of the main current and each excitation current. Within this range, calculate or test the five rotors passing through the rotor main The total magnetic flux on the rotating surface of the current loop follows the corresponding relationship between the main current and the multidimensional variable changes of the relevant excitation current. Given the five-axis speed, the wheel-side semi-coupling (HETh12, HETh22) shaft electromagnetic torque (Mhe12, Mhe22), the engine side The electromagnetic torque (Mhe3) of the rotating shaft of the semi-coupling (HETh3), the electromagnetic torque ratio (Mhe11/Mhe21) of the shaft of the two semi-coupling parts (HETh11, HETh21) at the flywheel end (HETh11, Mhe21), the application range of the liquid metal state parameters in the circuit connection area, using electromagnetic Based on the law formula and the above corresponding relationship, the optimal value matrix of each excitation current and the optimal value matrix of liquid metal state parameters that cover different speed conditions and torque requirements in a full range and meet the goal of minimum total loss are calculated, and all data are stored in The control system collects the rotational speeds of the five rotors immediately when the adjustment is executed, and uses them as input conditions to give instructions for the required torques Mhe12, Mhe22, Mhe3 and Mhe11/Mhe21, which are also used as input conditions to call relevant storage from the control system data, calculate and obtain the corresponding optimal values of excitation currents and liquid metal state parameters, and use them in the execution link. 34. The power system according to claims 26 to 33, characterized in that: when the flywheel is charged or unloaded, the circuit connection area (5) of the flywheel end half is connected, and the other half is disconnected. Connect the circuit connection area (5) and the excitation current circuit of the dual parts, connect the external power supply, and when the engine is loaded to the flywheel in the stopped state, the hand brake brakes the vehicle, disconnect the external power supply, and connect all the circuits of the semi-coupled parts The connection area (5) disconnects the excitation current circuits of other semi-couplings except the flywheel end semi-coupling and the engine side semi-coupling. 35. The power system according to claim 16, 17, 34, characterized in that: when the vehicle is running, the flywheel and the engine have five combinations of power flow states: the flywheel drives the vehicle (forward or reverse), the engine drives the vehicle (forward running or reversing) and charge the flywheel, the engine and the flywheel simultaneously drive the vehicle (forward or reversing), the flywheel brakes the vehicle (forward or reversing), the flywheel brakes the vehicle (forward or reversing) and the engine charges the flywheel . 36. The power system as claimed in claim 35, characterized in that: the engine is preferentially started with flywheel energy to idle speed, and then fuel injection is ignited or compression ignited, and the normal operation of the engine is preferably at the maximum efficiency condition, when more power is required Short-term operation on an efficiency optimal operating line between the maximum efficiency operating condition and the maximum power operating condition. 37. A vehicle, comprising: a power system, a driving system, a steering system, a brake system, a body, and auxiliary equipment, wherein the power system adopts the power system described in claims 1-36. 38. A mechanically connected loading and charging system for a flywheel, including: a loading joint and a rotating shaft that are mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, a synchronous motor or an asynchronous motor connected to the AC power grid, and the connection between the loading rotating shaft and the motor The transmission system between them is characterized in that the transmission system contains a set of unipolar DC electromagnetic transmission machine (HET). 39. The loading and charging system according to claim 38, characterized in that: separate HET is adopted, with vertical loading end semi-coupling HEThj and vertical energy supply semi-coupling HEThg, HEThg shaft and vertical motor shaft connection, or through a speed-increasing gearbox to connect with the shaft of the vertical motor, or through a speed-increasing gearbox with bevel gears to connect with the shaft of the horizontal motor. 40. The loading and charging system according to claim 38, characterized in that: separate HET is adopted, with vertical loading end semi-coupling HEThj and horizontal energy supply semi-coupling HEThg, HEThg shaft and horizontal motor shaft connected, or connected to the shaft of the horizontal motor through a speed-increasing gearbox. 41. The loading and charging system according to claims 39 and 40, characterized in that: the upper end of the vertical loading end semi-coupling HEThj rotating shaft is connected to a vertical universal joint transmission shaft. 42. The loading and charging system according to claim 38, characterized in that: separate HET is adopted, which has a horizontal loading end semi-couple HEThj and a horizontal energy supply end semi-coupling HEThg, and the rotating shaft of HEThj passes through a belt cone The speed-increasing gearbox of the gear is connected with a vertical universal joint transmission shaft, and the HEThg rotating shaft is connected with the rotating shaft of the horizontal motor, or is connected with the rotating shaft of the horizontal motor through a speed-increasing gearbox. 43. The loading and charging system according to claim 38, characterized in that: a centralized vertical HET is adopted, the HET output shaft is connected to a vertical cardan shaft, the HET input shaft is connected to the vertical motor shaft, Either connect with the shaft of the vertical motor through a speed-increasing gearbox, or connect with the shaft of the horizontal motor through a speed-up gearbox with bevel gears. 44. The loading and charging system according to claim 38, characterized in that: a centralized horizontal HET is adopted, and the output shaft of the HET is connected to a vertical cardan shaft through a speed-increasing gearbox with bevel gears, The shaft at the input end of the HET is connected to the shaft of the horizontal motor, or is connected to the shaft of the horizontal motor through a speed-increasing gearbox. 45. A mechanically connected loading and charging system for a flywheel, including: a loading joint and a rotating shaft that are mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, a synchronous motor or an asynchronous motor connected to the AC power grid, and a buffer for buffering The vertical shaft type flexible flywheel device is a transmission system between the loading shaft and the motor, and the buffer flywheel is connected in series. Between the buffer flywheel and the loading shaft, another set of HET (energy supply HET) is located between the buffer flywheel and the motor. 46. The loading and charging system according to claim 45, characterized in that: the loading HET adopts a vertical separation type, the energy supply HET adopts a vertical separation type or a centralized type, and the input shaft of the energy supply HET is connected to the vertical motor shaft connection, or through a speed-increasing gearbox to connect with the shaft of the vertical motor, or through a speed-increasing gearbox with bevel gears to connect with the shaft of the horizontal motor. 47. The loading and charging system according to claim 45, characterized in that: the loading HET adopts a vertical separated type, the energy supply HET adopts a separated type, and has a vertical output terminal semi-coupling and a horizontal input terminal semi-coupling, The latter rotating shaft is connected with the rotating shaft of the horizontal motor, or is connected with the rotating shaft of the horizontal motor through a speed increasing gearbox. 48. The loading and charging system according to claim 45, characterized in that: the loading HET adopts a vertical separation type or a centralized type, the output shaft is connected to a vertical universal joint transmission shaft, and the energy supply HET adopts a vertical separation type type or centralized type, the input shaft is connected to the shaft of the vertical motor, or connected to the shaft of the vertical motor through a speed-up gearbox, or connected to the shaft of the horizontal motor through a speed-up gearbox with bevel gear. 49. The loading and charging system according to claim 45, characterized in that: the loading HET adopts a vertical separated type or a centralized type, the rotating shaft at the output end is connected with a vertical universal joint transmission shaft, and the energy supply HET adopts a separated type, It has a vertical output semi-coupling and a horizontal input semi-coupling, the latter's shaft is connected to the shaft of the horizontal motor, or is connected to the shaft of the horizontal motor through a speed-increasing gearbox. 50. A mechanically connected loading and charging system for a flywheel, comprising: a loading joint and a rotating shaft that are mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, a DC power supply connected to an AC power grid, and a drive train between the loading rotating shaft and the DC power supply And circuit connection line, it is characterized in that: the drive train contains a vertical HET semi-coupling, the HET semi-coupling is powered by a DC power supply, and the upper end of its rotating shaft can be connected with a vertical universal joint transmission shaft. 51. A mechanically connected loading and charging system for a flywheel, including: a loading joint and a rotating shaft that are mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, a DC power supply connected to an AC power grid, and a drive train between the loading shaft and the DC power supply And circuit connection line, characterized in that: the drive train contains a horizontal HET semi-coupling, the HET semi-coupling is powered by a DC power supply, and its rotating shaft passes through a speed-increasing gearbox with bevel gears and a vertical cardan shaft connect. 52. A mechanically connected loading and charging system for a flywheel, including: a loading joint and a rotating shaft that are mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, a motor with a speed regulating device connected to the AC power grid, the loading rotating shaft and the motor The transmission system between them is characterized in that: the transmission system contains a vertical cardan shaft, which is connected to the shaft of the vertical motor, or connected to the shaft of the vertical motor through a speed-increasing gearbox, or through a bevel gear The speed-increasing gear box is connected with the shaft of the horizontal motor. 53. The loading and charging system according to claims 39-44, 46-52, characterized in that it is equipped with a set of manipulator system to move the azimuth of the loading shaft, and a detection system for the azimuth of the vertical flywheel of the vehicle. 54. A mechanically connected loading and charging system for a flywheel, including: a loading joint and a rotating shaft that are mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, a vertical motor with a speed regulating device connected to the AC power grid, and the loading rotating shaft The transmission system between the motor and the electric motor is characterized in that it is provided with a manipulator system for moving the azimuth of the loading rotating shaft, and a detection system for the azimuth of the rotating shaft of the vertical flywheel of the vehicle. 55. The charging and charging system according to claims 39 to 44, 46 to 54, characterized in that: the drive train is also equipped with a vertical cylindrical gear speed increaser, which is connected to the upper end of the existing vertical universal joint transmission shaft , or be connected with the upper end of the existing loading end vertical HET semi-coupling shaft (when there is no universal joint transmission shaft), or be connected with the upper end of the existing vertical motor shaft (when there is no universal joint transmission shaft and HET). 56. A mechanically connected loading and charging system for a flywheel, including: a loading joint and a rotating shaft that are mechanically connected to the loading plate at the lower end of the flywheel rotating shaft during operation, a horizontal motor with a speed regulating device connected to the AC power grid, and the loading rotating shaft The transmission system between the motor and the motor is characterized by: a manipulator system that moves the azimuth of the loading shaft, a detection system for the azimuth of the vertical flywheel shaft of the vehicle, and a bevel gear connected to the output shaft of the horizontal motor The speed-up gear box, the output shaft of the gear box protrudes upwards. 57. The charging and charging system according to claims 38 to 56, characterized in that: the mechanical connection between the loading joint and the loading plate at the lower end of the vehicle flywheel shaft adopts a gear structure in which a pair of internal and external gears are engaged or separated, or a gear structure is adopted. Embedded structure, or hydraulic structure with external hose. 58. The loading and charging system according to claims 38 to 57, characterized in that: there is also a fixed support device for the vehicle frame, which has a three-point or four-point support structure, and is used to support the weight and weight of the vehicle before the flywheel of the vehicle is loaded. Secure the frame so that the flywheel position is stable.