CN112821713A

CN112821713A - Ring groove current collection monopole electromagnetic transmission machine and application thereof

Info

Publication number: CN112821713A
Application number: CN201911130589.6A
Authority: CN
Inventors: 徐立民
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-11-18
Filing date: 2019-11-18
Publication date: 2021-05-18

Abstract

A ring-slot current-collecting single-pole electromagnetic driver (HET) is a stepless speed variator, which has at least one magnetic and electric conductor for each rotor, at least one DC exciting coil on stator, coolant channel, at least two main magnetic circuits passing through the magnetic and electric conductors, and a main circuit passing through the magnetic and electric conductors and the gap between rotor and stator, and the gap is in the shape of reverse U whose radius is less than the maximum radius of rotor and is communicated with the circulating gap to realize self-circulation. The electromagnetic properties of which are adjusted by varying the excitation current. The invention solves the problems of insufficient functions, low performance, high cost and the like of the traditional mechanical stepless speed changer, hydraulic torque converter and alternating current variable frequency speed regulation transmission system, and avoids the problem caused by the scheme that the traditional HET adopts liquid metal full-flow circulation to dissipate heat outside the machine. HET application includes vehicle power, wind power generation, power grid peak shaving, engine fuel energy, wind energy, power grid electric energy, flywheel energy storage, and vehicle kinetic energy are utilized comprehensively and efficiently.

Description

Ring groove current collection monopole electromagnetic transmission machine and application thereof

Technical Field

(a) Ring groove current collection, internal cooling monopole direct current electromagnetic driving machine (HET)

To a device for transmitting power between two rotating shafts by stepless speed change and torque conversion.

(b) Fuel engine power system for vehicle using HET

To a vehicle powertrain, particularly with a fuel-fired engine and continuously variable transmission.

(c) Flywheel power system for vehicle using HET

Relates to a vehicle power system, in particular to a vehicle power system which does not carry fuel, uses a power grid for charging and has zero emission.

(d) Fuel engine and flywheel hybrid power system for vehicle using HET

Relates to a vehicle power system, in particular to a vehicle hybrid power system combining a fuel engine and an energy storage device.

(e) Mechanical connection loading energy charging system for vehicle energy storage flywheel by using HET

Relates to an energy charging device of a vehicle power system, in particular to an energy charging device of an energy storage flywheel.

(f) Wind power generation system applying HET

Relates to a wind power generation system, in particular to a wind power generation system with stepless speed change transmission.

(g) Wind power generation system applying HET and flywheel

Relates to a wind power generation system, in particular to a wind power generation system with an energy storage device.

(h) Flywheel energy storage and conversion system applying HET

The energy storage and conversion system is especially one system for storing energy in fixed place with flywheel and converting energy to power network.

Background

The closest prior art: the system comprises a unipolar direct-current electromagnetic transmission machine and an application system thereof (international application number PCT/CN2015/000837), the unipolar direct-current electromagnetic transmission machine (patent number ZL201410256838.7), a fuel power vehicle power system with the unipolar direct-current electromagnetic transmission machine (patent number ZL201410257434.X), a vehicle flywheel power system with the unipolar direct-current electromagnetic transmission machine (patent number ZL201410256839.1), a vehicle fuel engine and flywheel hybrid power system with the unipolar direct-current electromagnetic transmission machine (patent number ZL201410256867.3), a wind power generation system with the unipolar direct-current electromagnetic transmission machine (patent number ZL201410256868.8), a wind power generation system with the flywheel and the unipolar direct-current electromagnetic transmission machine (patent number ZL201410257432.0), and a flywheel energy storage and conversion system with the unipolar direct-current electromagnetic transmission machine (patent number ZL 201410257433.5).

The contents of the "background art" section described in the above-mentioned patent/application document closest to the prior art.

The references cited during the prosecution of the above-mentioned patent applications are, inter alia, GB1350525A, US1987479A and US3846653A, and PCT/CN2015/000837, reference US3383532A at the first prosecution of European patents.

Disclosure of Invention

In the above-mentioned solution closest to the unipolar direct current electromagnetic transmission (HET) in the prior art, there is no internal cooling structural solution using an external coolant fluid as a cooling medium, the heating value of which is carried to the external radiator of the HET mainly by the circulating flow of liquid metal in the circuit connection region (5) between the rotor and the stator. The liquid metal heat exchanger has the disadvantages that the liquid metal circulation flow required by heat exchange quantity needs to be larger, the complexity of a circulation passage, an inlet and an outlet and a heat insulation structure on a stator is higher, the requirement of an external circulation system is higher, and the consumption of liquid metal is larger. In order to eliminate the defects, the scheme of the invention adopts a structure of ring groove current collection and internal cooling, does not need to lead liquid metal in a circuit connection area out to be circulated and cooled, only provides a circulation gap (203) to be communicated with the circuit connection area gap at two positions, leads the liquid metal to carry out self-circulation flow in the circulation gap and the circuit connection area gap communication section, and arranges a cooling channel filled with coolant fluid on a stator to carry out internal cooling. This self-circulation flow also brings about the beneficial effects of forced circulation flow driven by an external circulation pump, including the effect of enhancing the maintenance of the "no dislocation" of the liquid metal holding position of the circuit connection region. The circulation slit is communicated with a liquid metal liquid inlet hole and a liquid discharge hole, the incident flow direction of the liquid inlet hole and the suction flow direction of the liquid discharge hole are consistent with the rotor direction, and the incident flow and the suction flow can circulate a part of the liquid metal in the circulation slit to flow through an external auxiliary system for filtering and the like.

The scheme of the invention utilizes the electromagnetic action principle of the unipolar direct current motor and is described as follows:

an axisymmetrical magnetic field with single polarity is generated by an axisymmetrical annular direct current excitation coil, the magnetic flux density B of the axisymmetrical magnetic field has no circumferential component Bt, only a meridian plane component Bm (the meridian plane refers to any plane containing an axial lead), and the Bm is synthesized by a radial component Br and an axial component Bz. The rotor has an axisymmetrical conductor through which the magnetic field lines of magnetic density B pass, the conductor having a rotational linear velocity Vt, cutting the magnetic field lines to generate an induced electromotive force E of a single polarity (V × B · L), wherein the italic letters represent vectors (the same below), and wherein x represents a product of vectors. E also has no circumferential component, only a meridian plane component Em, and the direction of Em is perpendicular to the direction of Bm, where Em is Vt · Bm · L, where L is the rotor conductor length in the Em direction. Brushes are arranged on rotor conductors at two ends of the length, two poles are led out to be connected with an external circuit, direct current I0 passes through the rotor conductors, when the motor generates electricity, the direction of I0 is the same as the direction of electromotive force Em, and when the motor is used as a motor, the direction of I0 is opposite to the direction of Em.

Since the direction of I0 is the same as or opposite to the direction of Em, which is perpendicular to the direction of Bm, the electromagnetic force (ampere force) F acting on the rotor conductor is I0 × B · L, and F is only the circumferential component Ft, and Ft is I0 · Bm · L.

By derivation, the following formula can be derived:

electromotive force of rotor conductor:

E＝Em＝ω·Фm/(2π)

ω is the rotor angular velocity and Φ m is the magnetic flux passing through the rotor conductor, i.e. the flux of the meridional component flux density Bm. Due to the magnetic leakage phenomenon, for a rotor conductor with a certain thickness, the incident magnetic flux and the emergent magnetic flux on the surface of the conductor belonging to the current boundary are different, and the average value of the incident magnetic flux and the emergent magnetic flux is taken as phi m.

Electromagnetic torque to which the rotor conductors are subjected:

Me＝-I0·Фm/(2π)

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

Electromagnetic power received or output by the rotor conductors:

Pe＝Me·ω＝-E·I0＝-ω·I0·Фm/(2π)

the scalar Pe, when positive or negative, indicates that the rotor conductor is receiving or outputting electromagnetic power.

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

In the transmission process between the electromagnetic power Pe and the shaft end mechanical power Pm, there exist mechanical friction torque Mf and friction power, including: the friction power of the electric brush, the blast friction power of the rotor, the bearing friction power and the rotor dynamic sealing friction power.

The invention relates to a single-pole direct current Electromagnetic Transmission (HET) with annular groove current collection and internal cooling, which comprises two rotors and rotating shafts thereof, a set of stators, a set of external accessory systems and a set of adjusting and controlling systems. It is in principle a combination of two single-pole direct current motors, with the above-mentioned electromagnetic action between each rotor and stator.

Each rotor is provided with at least one rotor magnetic and electric conductor (3) with good axial symmetry shape magnetic and electric conductivity, the material can be selected from low carbon steel, 20# steel, 30# steel, 45# steel and the like, and the material with enough strength and high electric conductivity is preferred. The rotor magnetic conductive body (3) passes through most of the rotor magnetic flux phi m of the main magnetic path (22), and the rotor conductive body (4) of the non-magnetic material connected with the rotor magnetic conductive body also passes through a small amount of leakage magnetic flux, and the two parts of magnetic flux form the rotor magnetic flux phi m together. The rotor conductor (4) is made of copper, aluminum, a copper alloy, an aluminum alloy, or the like, and the copper alloy is made of 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), or silver copper (Cu-0.1Ag), preferably a high conductivity material having a sufficient strength. The magnetic flux Φ m and the rotor angular velocity ω act together, and an electromotive force E is generated in the conductors (3, 4) on the rotor.

The two rotors are divided into an active rotor and a passive rotor, the direction of main current I0 flowing through each conductor (3, 4) of the active rotor is the same as the direction of electromotive force E of the active rotor, and the direction of main current I0 flowing through each conductor (3, 4) of the passive rotor is opposite to the direction of electromotive force E of the passive rotor. The value of the main current I0 of the main circuit (23) obeys ohm's law, and is equal to the ratio of the difference value of the sum of the electromotive forces E of the conductors of the active rotor and the sum of the electromotive forces E of the conductors of the passive rotor to the resistance R0 of the main circuit. The magnetic flux Φ m, acting in conjunction with the main current I0, produces an electromagnetic torque Me on the conductors (3, 4) on the rotor, the direction of this torque vector being opposite to its ω -vector direction on the active rotor and the same as its ω -vector direction on the passive rotor. This causes electromagnetic power Pe to be transmitted from the active rotor to the passive rotor, the electromagnetic power of the active rotor being greater than the electromagnetic power of the passive rotor by an amount equal to the ohmic heat loss of the main circuit, i.e. the product of the square of I0 and R0. The active and passive rotors may be reversed in roles to reverse the power flow.

The stator has at least one dc excitation coil (9) wound around the shaft axis (1), the number of which is limited to ensure the availability of excitation control. The excitation source is not limited to the excitation coil, and a permanent magnet (13) (fig. 1 to 4) can be adopted, so that the excitation source has the advantages of no excitation current loss, and the material can be neodymium iron boron and the like. The excitation source of one main magnetic path (22) may share the permanent magnet and the excitation coil, or may use the permanent magnet alone, or may use the excitation coil alone. At least two main magnetic circuits are provided for effective regulation. The main magnetic path is a closed magnetic path with minimum magnetic resistance around the exciting coil (or on the permanent magnet installation path), and is different from a secondary branch magnetic path in a multipath parallel magnetic conducting material structure.

The main magnetic circuit (22) is guided into a closed loop by axial symmetric magnetic conduction structural parts on the rotor and the stator, and the other structural parts in the loop are made of magnetic conduction materials except for a narrow gap air gap between the rotor and the stator. Among these structural members, the rotating shaft (2) and the rotor magnetizer (14) may be selected from low carbon steel, 20# steel, 30# steel, 45# steel, 40Cr steel, etc., and the stator magnetic and electric conductors (7, 17, 18) and the stator magnetizer (10, 12, 20, 21) may be selected from electromagnetic pure iron, low carbon steel, 20# steel, 30# steel, 45# steel, etc., and preferably, a material having a high magnetic permeability enough for strength and a material having a high magnetic permeability have a high electric conductivity.

When the two rotors share one excitation source, namely one main magnetic circuit (22) passes through the rotor magnetic conductive bodies (3) of the two rotors simultaneously (fig. 2 to 5, 17, 18 and 19). In this case, the two adjacent surfaces of the rotor, which pass through the common main magnetic flux, may be vertical end surfaces, may be conical surfaces (fig. 2 and 17), and may be cylindrical surfaces (fig. 3 to 5, 18 and 19). The two rotors with the three structures have different axial magnetic attraction, the axial magnetic attraction of the vertical end face structure is the largest, the cylindrical surface is very small, the conical surface is arranged between the two rotors, and the axial magnetic attraction can be adjusted by changing the cone angle.

The main circuit (23) is composed of three circuit connections of different nature: the solid structural member, the conductive connecting medium between the rotor and the stator, and the conductive connecting medium between the solid structural members without relative movement on one rotor or stator.

The rotor solid structural component on the main circuit comprises a rotor magnetic conductive body (3) and a rotor conductive body (4). The rotating shaft (2) sleeved with the two can also participate in electric conduction, at the moment, the contact surfaces of the rotating shaft (2) and the two are conductive, and even the rotating shaft (2) and the rotor magnetic and electric conductor are designed into a whole. The participation of the rotating shaft (2) in the conduction has the advantages and disadvantages of reduced resistance and increased magnetic resistance of excitation.

A stator solid structure on a main circuit, comprising: stator conductors (6, 11) in direct electrical connection with the rotor, stator magnetically conductive conductors (7, 17, 18), stator intermediate conductors (8), external terminals (16), and external circuit conductors and connections. The conductors (6, 8, 11), the external connection terminal (16), the external circuit conductor and the connector can be made of high-conductivity materials such as copper, aluminum and copper alloy.

The conductive connection between the solid structural members without relative movement can be adhered by conductive adhesive, can be joint-filled or soldered by solid soft metal materials, can be filled with liquid metal, and can also be in direct contact with the conductive connection.

The conductive connection between the rotor and the stator in the circuit connection region (5) can be a solid sliding contact structure, a solid sliding contact structure with liquid lubrication can be adopted, and liquid metal can be used as a conductive medium. The latter is referred to as a metal liquid circuit connection, and the optional liquid metals include: sodium potassium alloy (such as sodium potassium ratio of 22: 78, freezing point-11 deg.C, evaporation point 784 deg.C), gallium (freezing point 29.9 deg.C), gallium indium alloy (such as gallium indium ratio of 75: 25, freezing point 15.7 deg.C), gallium indium tin alloy (such as gallium indium tin ratio of 62: 25: 13, freezing point about 5 deg.C, ratio of 62.5: 21.5: 16, freezing point 10.7 deg.C, ratio of 69.8: 17.6: 12.5, freezing point 10.8 deg.C), mercury (freezing point-39 deg.C, evaporation point 357 deg.C), etc. The metal liquid circuit connection scheme has small contact resistance and low friction loss. The solution of the invention is limited to the use of liquid metal as a conductive medium.

The surface of the main magnetic flux air gap between the rotor and the stator can be designed into an axisymmetric cylindrical surface (axial surface type) or an end surface (disk surface type) perpendicular to the central line of the rotating shaft. The axial magnetic attraction force is not generated by the axial surface type, and the axial magnetic attraction force is generated by the disc surface type. The scheme of the invention is limited to the axial surface type structure.

In the axial surface design, the magnetic flux of the main magnetic circuit sequentially passes through the rotating shaft (2), the rotor magnetic and electric conductor (3) and the stator magnetic and electric conductor (7) in sequence or in reverse sequence. The main flux air gap surface between the rotating shaft (2) and the stator magnetizer (10) not only has the condition that the outer cylindrical surface is matched with the inner cylindrical surface, but also can be designed into a structure that the inner cylindrical surface is matched with the outer cylindrical surface (figure 43).

The magnetic flux passing through each rotor magnetic conductive body (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 can reach twice of that of the former. The axial surface type double-magnetic-flux scheme utilizes a double-surface magnetic conduction channel of the rotating shaft (2), and the structural appearance of the scheme is elongated in the axial direction. The design of the structure towards slimness also includes: the radial position of the cross section of the excitation coil (9) is reduced, so that the coil approaches the central line of the rotating shaft. This design of the paraxial coil also reduces the weight of the conductor consumed by the field coil because the volume of the coil conductor is reduced under the same field current and the same field current density.

The rotating shaft (2) of the axial surface type scheme can be designed into a solid shaft or a hollow shaft. Under the condition of the same outer diameter of the rotating shaft, the magnetic conductivity of the solid shaft is the maximum. Under the condition that the rotating speed is low and the linear speed of the liquid metal electric brush is not limited, the outer diameter of the rotating shaft can be designed to be large, the rotating shaft can be designed to be a hollow shaft, and the structure of the scheme has the advantages of less material consumption and lighter weight.

In general application, the rotor is arranged at the inner ring, and the stator is arranged at the outer ring, namely an inner rotor type structure. Special applications may also be designed as outer rotor type structures (fig. 11), for example in direct connection with wind turbines with very low rotational speeds.

The connecting surface of the rotor magnetic conductive body (3) and the rotor conductive body (4) of the axial surface type and inner rotor type schemes can be a full-height disc surface up to the outer diameter of the rotor magnetic conductive body and the rotor conductive body, and can also be a non-full-height disc surface and a cylindrical surface, namely the rotor conductive body is of a non-full-height type (figure 15, figure 30 and figure 31). The non-full-height design can be adopted when the rotating speed is high and the strength of the full-height rotor conductor is insufficient.

The two rotors are distinguished from each other in terms of distance and orientation, and have two structures, a concentration type and a separation type. The axial leads of the two concentrated rotors are superposed, the two rotors are close to each other, and the main circuit is short. The two rotors of the split type are separately arranged, each has an independent stator, and has an external conductor to transmit a main current. The resistance of the centralized main circuit is small, the material consumption and the weight are less, but the interference between the excitation is large, the independent adjustment excitation is not facilitated, and the arrangement of the rotor support is not easy. The separated type is flexibly arranged, independent adjustment of excitation is facilitated, but the main circuit is large in resistance, and more in circuit material consumption and weight are provided. The concentrated energy transfer efficiency is higher, the separated energy transfer efficiency is lower, but the separated energy transfer efficiency can also reach about 98% (comprehensively optimizing two indexes of weight and efficiency, and paying more attention to the efficiency value obtained by the optimization scheme of efficiency).

The concentrated structure may have two rows of external terminals (16) (fig. 2, 3, 17, 18) for external power supply, and the terminals may have an inner main circuit including a rotor magnetic conductor and an outer dc power supply connected to the inner side thereof. The structure also has a liquid metal transfer switch (15) located on the internal main circuit between the two terminals. When the circuit normally operates, the gap space of the change-over switch (15) is filled with metal liquid, the internal main circuit is in a closed state, and the circuit of the external power supply is set in an open state. When the external power supply is needed to operate, the metal liquid in the gap of the change-over switch is firstly pumped out to disconnect the internal main circuit. The external power supply operation uses include: driving the rotors (one or both) in the HET using an external dc power supply, for example to increase the kinetic energy of a flywheel on a rotor shaft line; or reverse energy flow, charging the external power source with rotor mechanical energy, e.g., unloading kinetic energy from a flywheel on a rotor shaft line.

The split structure has two HET half-couples with an external conductor between them to form a closed main current loop. The external conductors are connected by external terminals (16) (fig. 8 to 14). The external connection conductor can adopt a plurality of coaxial conductors and is provided with a coaxial mandrel and a sleeve, the mandrel and the sleeve transmit main currents with opposite directions and the same size respectively, and a gap between the mandrel and the sleeve can be communicated with a cooling medium for heat dissipation. The external conductor can also adopt a plurality of small-diameter wires, two wires with opposite current directions are uniformly and mixedly arranged in an insulated way (figures 62 and 63), a sleeve can be arranged outside the wire bundle, the inlet end and the outlet end of the wire are sealed, and a cooling medium is introduced into the sleeve for heat dissipation. The small-diameter lead has the characteristics of softness and easiness in arrangement, the small-diameter lead can be connected with the joint in a brazing mode, and the small-diameter lead can be connected with the external terminal (16) in a brazing mode or connected through the middle transition terminal joint.

The separated single rotor can be designed to have one rotor magnetic and electric conductor (3) or a plurality of rotor magnetic and electric conductors. The plurality of rotor magnetic and electric conductors can be connected in series, and the structure is called a multistage series type. In a multistage series type in which a plurality of rotor magnetic and electric conductors are connected in series by using an external terminal (16) and an external conductor, which is called multistage external series (fig. 12 and 13), two adjacent magnetic and electric conductors connected in series share one main magnetic flux. In the case of a multistage series type in which a plurality of rotor magnetic and electric conductors are connected in series by using an inner conductor close to the rotating shaft, which is called multistage inner series (fig. 14), each main flux only passes through one rotor magnetic and electric conductor.

The two HET halves of the split type can be arbitrarily paired and need not be of the same type.

In the axial surface structure, no matter the inner rotor type or the outer rotor type, two axial sides of each rotor magnetic and electric conductor (3) are respectively connected with one rotor electric conductor (4), and the rotor magnetic and electric conductors and the rotor electric conductors on the two sides of the rotor magnetic and electric conductors are sleeved with the rotating shaft (2) together and have the same sleeved diameter. The circuit connection region (5) is located in the gap between the rotor conductor (4) and the adjacent stator conductor (6, 11). The radial position of the circuit connection region (5) is selected to be as small as possible in order to minimize the friction losses of the liquid metal. For the inner rotor conductor full-height design, the radial position of the circuit connection region (5) is between the inner diameter and the outer diameter of the rotor conductor and is close to the inner diameter of the rotor conductor. In the case of the inner rotor type rotor conductor non-full-height type design or half-height type design, the radial position of the circuit connection region (5) is generally between the inner diameter and the outer diameter of the rotor conductor, and may be greater than or equal to the outer diameter of the rotor conductor but smaller than the outer diameter of the rotor magnetically conductive body (3). For the outer rotor type (fig. 11), the outer diameters of the rotor magnetic conductive conductor (3) and the rotor conductive conductor (4) are the sleeving diameters of the rotor magnetic conductive conductor and the rotor conductive conductor and the rotating shaft (2), and the radial position of the circuit connection region (5) is between the inner diameter and the outer diameter of the rotor conductive conductor and is close to the inner diameter of the rotor conductive conductor.

The friction power loss of the liquid metal of the circuit connection area (5) is in direct proportion to the fourth power of the radius of the position where the liquid metal is located, so that the minimization of the radius size greatly contributes to the effective reduction of the power loss of the HET. However, if the circuit connecting area (5) is located at a radius smaller than the outer diameter of the rotating member, a forcible method or measure must be provided to maintain the liquid metal in the rotating member in place.

One mandatory measure for maintaining the liquid metal in situ is to arrange an inverted U-shaped gap, namely, an inverted U-shaped gap for a circuit connection area which is axially symmetrical to the axis (1) of the rotating shaft, wherein the radius of the middle section of the inverted U-shaped gap is larger than the radii of the two sides of the inverted U-shaped gap. When the rotor rotates, the liquid metal in the gap of the circuit connection region is driven by the viscous friction of the rotating wall surface, so that a circular rotating flow is formed. The above-mentioned circumferential rotating flow can also be produced by an incident flow of liquid metal and a withdrawn back-suction flow of liquid metal introduced by an external accessory system. The circumferential rotary flow generates centrifugal force, and the mutual restriction effect of the centrifugal force of the liquid metal on the two sides of the inverted U-shaped gap can play a role in balancing the liquid metal to be maintained in the original position of the inverted U-shaped gap.

The inverted U-shaped gap between the rotating and stationary parts is provided at a location less than the outer diameter of the rotating part, necessarily accompanied by a regular U-shaped gap, the stationary part bordering the regular U-shaped gap is the "inside" part of the stator conductor (6, 11). The 'inner side' part brings the problem of installation interference between the rotating part and the static part, and the solution is to adopt a half-center structure and a whole-circle structure to be installed in a shrink fit manner. The stator conductor (6) is designed with a split assembly structure with a part of the inner side of the stator conductor (6) in the figures 42, 43, 44, 45 and 51, and the split part (214) is beneficial to the shrink-fit installation of a whole circle structure and can also be installed in a half-and-half split structure.

The stator conductors (6, 11) are provided with circular current gaps (203) which are axially symmetrical to the axial lead of the rotating shaft and are communicated with two positions of the inverted U-shaped gaps of the circuit connecting area, the communicating sections of the inverted U-shaped gaps of the circuit connecting area form a closed loop channel, and liquid metal forms self-circulation flow in the closed loop channel, and the structure is called ring groove current collection. And then the stator is provided with a cooling channel filled with coolant fluid, which is called ring groove electricity collection and internal cooling. The ring groove current collection and internal cooling structure scheme is an improvement scheme for solving the cooling and other problems in the prior art.

The two communicating branches of the circular current gap (203) and the inverted U-shaped gap of the circuit connecting area have a high radius and a low radius, and the self-circulation flow of the liquid metal has the following directions under the conventional condition: the high-radius three-fork opening enters the circulation gap to flow, the low-radius three-fork opening flows out of the circulation gap, and then the high-radius three-fork opening flows into the inverted U-shaped gap. The flow direction is determined mainly by the higher peripheral speed of the liquid metal at the high radius trifurcations, while the inclined channels with high and low radii in the inverted U-shaped slits also cause the liquid metal to flow from the low radius to the high radius.

The self-circulation flow of liquid metal described above is also a forced method of "in situ maintenance" of liquid metal.

The arrangement of the circulation gap can adopt the following two structural forms: a "plate-shaped central island" (fig. 42, 43, 44, 45, and 51) and an "egg-shaped central island" (fig. 46, 48, 49, 59, and 60). The "plate-shaped central island" structure has a plate-shaped part (211), and a plurality of "rivet" assemblies (212) uniformly distributed circumferentially to secure the plate-shaped part. The egg-shaped central island structure is provided with an integral part (213) combining a plane mounting ring and an egg-shaped ring, a plurality of struts are circumferentially and uniformly distributed between the plane mounting ring and the egg-shaped ring, and the surfaces of the struts are formed by rotating arc generatrices. The design of the "rivets" and "struts" should not increase the flow resistance of the liquid metal in the circulation gap too much. The

parts

211 and 213 are each a component of a stator conductor (6, 11). The

parts

211 and 213 are preferably made of a material selected from the main body of the stator conductor to facilitate control of thermal deformation. Other parts for constructing the walls of the circular flow slit passage are preferably made of the material of the main body of the stator conductor.

A plurality of liquid metal liquid inlet holes and liquid outlet holes communicated with the circulation gaps are uniformly distributed on the stator conductor in the circumferential direction, the incident flow direction of the liquid inlet holes and the suck-back flow direction of the liquid outlet holes are consistent with the rotor direction, the circumferential rotary flow and the self-circulation flow of the liquid metal in the circulation gaps are facilitated, and the effect is obvious when the rotor speed is low. The liquid inlet hole and the liquid outlet hole are communicated with a liquid metal delivery pump, a filter and a volume regulating valve in an external auxiliary system, and the liquid metal filling and discharging device has the functions of filling and discharging liquid metal to and from the circuit connection area, regulating the filling volume of the liquid metal in the circuit connection area and filtering solid impurities and bubbles in the liquid metal.

The other method of liquid metal 'in-situ maintenance' is to use the surface tension, to use the inverse U-shaped gap with smaller gap size, to design the gap with larger length-width ratio, and to use the wall material with better wettability.

The liquid metal in the circuit connection area is under the action of liquid surface tension and rotating centrifugal force, gas pressure of air gaps on two sides of the circuit connection area and electromagnetic force. Among the electromagnetic forces, the meridional lorentz force Flm generated by the circumferential magnetic flux Bt and the main current I0 is the only significant and important part. Flm is directed perpendicular to the main current direction, always pointing outside the main current loop. The circumferential magnetic flux Bt is generated by the main current I0, and therefore, the magnitude of the lorentz force Flm varies only with the value of the main current I0.

The lorentz force Flm always moves the liquid metal in the circuit connection area to the outside of the main current loop, and when the rotor speed is high, the action of the lorentz force Flm can be resisted by the balancing action of the centrifugal forces of the liquid metal on both sides of the inverted U-shaped gap. However, when the rotor speed is low, other counter-action measures against the Lorentz force Flm are required to be added, and the scheme of the invention adopts a pressure difference regulation control method for the counter-action of the Lorentz force Flm, namely, the gas pressure difference of air gaps on two sides of a circuit connection area is regulated in real time according to the measured or predicted magnitude of the main current I0 value, so that the pressure difference acting force can counteract the Lorentz force Flm. The differential pressure regulation control method is a further mandatory measure for the "in-situ maintenance" of liquid metal.

The gas pressure difference at two sides of the circuit connection area can be regulated by adopting a volume expansion method: the volume regulating valve with the piston structure or the plunger structure or the diaphragm structure is arranged, an adjustable volume chamber of the volume regulating valve is communicated with a gas cavity of pressure to be regulated, the pressure is changed by utilizing volume change, and the volume regulating valve is very suitable for being applied to the conditions of a small air gap and a small volume chamber of HET and has the advantages of rapid and timely operation during regulation.

The gas chambers at two sides of the circuit connection area are filled with inert gas which can be nitrogen or helium, the nitrogen is cheap and leaks slowly, but the gas friction resistance with the rotor is large, and the helium has the characteristic opposite to that of the nitrogen. The dynamic seal of the chamber can adopt a magnetic fluid seal structure. The bearing supporting the rotor is disposed outside the inert gas chamber in contact with the outside air.

The rotor and stator walls of the circuit connection area can be processed with wear-resistant and conductive surface layers, preferably with good wear-resistant, conductive and wettability. The surface layer may be hard chromium plating, hard silver plating, hard gold plating, tin nickel plating, silver antimony plating, gold cobalt plating, gold nickel plating, gold antimony plating, gold-tungsten carbide composite plating, gold-boron nitride composite plating, electroless nickel-phosphorus alloy plating, electroless nickel-boron alloy plating, electroless nickel-phosphorus alloy-silicon carbide composite plating, electroless nickel-phosphorus alloy-diamond composite plating, or electroless nickel-boron alloy-diamond composite plating.

For the purpose of efficient optimization of the cooling, cooling channels (201) are provided between the stator conductors (6, 11) and the other stator parts. The stator conductors (6, 11) are the closest stator members to the liquid metal frictional heat source and to the ohmic heat conduction sources of the conductors (3, 4) on the rotor. Other stator components for constructing the wall surface of the cooling channel are mainly an excitation coil (9) and a stator magnetizer (10), the surface of the excitation coil is used as the wall surface of the cooling channel to be beneficial to conducting ohmic heat of the excitation coil, and the stator magnetizer and other structural components participating in constructing the cooling channel also have the functions of arranging an inlet and an outlet (205) of the cooling channel.

In order to organize a flow field with uniform distribution and proper flow speed in the cooling channel, aiming at the characteristics of the shape and the inlet and outlet positions of the channel, a baffling design scheme is adopted for the cooling channel (201), namely a baffling wall body (204) is adopted to form a serpentine flow channel (206), the serpentine flow channel is communicated with a coolant fluid delivery pump and a radiator in an external accessory system through a plurality of cooling channel inlets and outlets (205), and the coolant fluid circularly flows in the cooling channel to take away heat generated by HET. The baffling wall body (204) is processed on the stator conductor (6, 11) structure body, and is beneficial to strengthening heat exchange. The coolant fluid can be selected from water, oil, etc.

For ease of understanding and describing the adjustment control method below, the following noun terms are explained and associated with the description.

The number of the exciting coils is n, and the sum of direct currents of all turns of each coil is recorded as Ii, i is 1, 2, …, and n is minimum 1. The field coil current flows circumferentially. The number of turns per coil is denoted as Zi, the resistance per coil is denoted as Ri, and the ohmic heating power Poi per coil is (Ii/Zi) · Ri.

The direct current of the main circuit is called the main current and is denoted as I0. The main current flows in the meridian plane, with no circumferential component.

One rotor has k rotor magnetic and electric conductors (3), and the number j, j equals 1, 2, …, k, k is minimum 1. A rotor magnetic conductive body and rotor conductive bodies (4) at two ends of the rotor magnetic conductive body form an independent main circuit on the rotor, and magnetic flux passing through the revolution surface of the circuit is marked as phi mj, which means that the magnetic flux phi m passing through the rotor conductor is the magnetic action principle of a single-pole direct current motor. The total magnetic flux on one rotor passing through the main circuit revolution surface of the rotor is equal to the sum of k Φ mj, which is denoted as Σ Φ r, where r is 1 or 2 (corresponding to rotor 1 or rotor 2). Each corresponding Φ mj of the series main circuit on one rotor should generally have the same direction, with the exception of special cases, where the subtraction should be done with Φ mj of the opposite direction.

The magnetic flux phi mj is generated by excitation of excitation sources (an excitation coil and a permanent magnet), the permanent magnet on the same main magnetic path (22) and the nearby main excitation coil have the maximum excitation effect on the phi mj, other excitation sources have different degrees of influence on the phi mj, other excitation sources belonging to the same rotor have larger influence due to close and communicated structures, the influence of the excitation sources of two rotors with shared magnetic flux is larger, the different rotor excitation sources of a concentrated structure without shared magnetic flux also have magnetic leakage influence, and the influence of the different rotor excitation sources of a separated structure can be ignored.

The main current in the main circuit generates a circumferential flux density Bt, which is located in an axisymmetric toroid enclosed by the outer surface of the main circuit conductor. The circumferential magnetic field necessarily passes through one or a plurality of magnetizers on the main magnetic circuit, and the magnetic density Bm in the meridian plane direction excited by the excitation source is combined into a larger total magnetic density vector B. Because the magnetization curve (the relation curve of the magnetic flux density B and the magnetic field intensity H) of the magnetizer made of the soft magnetic material is nonlinear, when a circumferential magnetic density Bt component is added, the magnetic field intensity Hm generating the same magnetic density Bm is increased compared with Bt which is zero. Therefore, the magnetic conductivity of the magnetic circuit is reduced by weakening the circumferential magnetic field generated by the main current, so that each phi mj value is indirectly influenced.

In operational use, the permanent magnets are not adjustable, and the variable factors that have an effect on the value of Φ mj are the associated field coil current and main current. Furthermore, changes in the temperature of the magnetic circuit conductor have an effect on the magnetic permeability and changes in the air gap of the magnetic circuit have an effect on the magnetic reluctance, but to a lesser extent.

The electromagnetic law equations used below include:

electromotive force of rotor 1:

E1＝ω1·∑Ф1/(2π) (a1)

electromotive force of rotor 2:

E2＝ω2·∑Ф2/(2π) (a2)

sum of electromotive forces of main current loop:

∑E＝E1+E2+Eout (a3)

main current:

I0＝∑E/R0 (a4)

electromagnetic torque to which the rotor 1 is subjected:

Me1＝-I0·∑Ф1/(2π) (a5)

electromagnetic torque to which the rotor 2 is subjected:

Me2＝-I0·∑Ф2/(2π) (a6)

wherein Eout is electromotive force on a series external circuit, R0 is total resistance of a main current loop, and the total resistance comprises circuit solid resistance, contact resistance between solids, connection medium resistance and brush resistance. When the brush uses liquid metal, the state of the metal liquid in the circuit connection region (5) has an influence on the value of R0. Temperature has an effect on the resistivity of the material.

Each of the above-mentioned quantities other than R0 has directivity, and has a positive value or a negative value. The direction reference is selected as follows: at the design point, the vector direction of the angular velocity ω 1 of the active rotor 1 is selected as the ω -vector positive direction, the direction of the magnetic flux Σ Φ 1 is selected as the Σ Φ positive direction, and the direction of E1 is selected as the E positive direction. The positive direction of I0 is the same as the positive direction of E, and the positive vector direction of Me is the same as the positive vector direction of omega. E1 has a positive direction and a positive value at the design point, but may be negative at other operating points. The directions of E2 and E1 are always opposite to form the relationship of the active rotor and the passive rotor. When Σ E > 0, the direction of I0 is positive, and when Σ E < 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 (i.e. both parameters are both positive values or both negative values), it indicates that the rotor receives electromagnetic power (Pe value is positive), and the rotating shaft behaves as a passive shaft. When the vector direction of the electromagnetic torque Me of one rotor is opposite to the vector direction of the angular velocity omega, the electromagnetic power output by the rotor is shown (the Pe value is negative), and the rotating shaft is represented as a driving shaft.

Neglecting the effect of temperature changes on the permeability of the material, neglecting the effect of air gap variations on the magnetic resistance, Σ Φ 1 and Σ Φ 2 can be expressed as the absolute value | I0| of the main current I0 and the associated field coil current as a function of:

ΣФ1＝Ff1(|I0|，Ir11，Ir12，…，Ir1n) (a7)

∑Ф2＝Ff2(|I0|，Ir21，Ir22，…，Ir2n) (a8)

wherein, the { Ir11, Ir12, …, Ir1n }, { Ir21, Ir22, …, Ir2n } is a subset or a full set or an empty set of { I1, I2, …, In }, but not all are empty sets, and the empty sets correspond to the case that the excitation source is only a permanent magnet. The aggregate of { Ir11, Ir12, …, Ir1n } and { Ir21, Ir22, …, Ir2n } is equal to the total set of { I1, I2, …, In }. The above functional expressions for Σ Φ 1 and Σ Φ 2 can be obtained by numerical simulation calculation or by experiment.

From the formulas (a1) to (a4), (a7) to (a8), it can be found that:

I0＝Fi0(ω1，ω2，Eout，R0，I1，I2，…，In) (a9)

from the formulas (a5), (a7), (a9), it can be found that:

Me1＝Fm1(ω1，ω2，Eout，R0，I1，I2，…，In) (a10)

from the formulas (a6), (a8), (a9), it can be found that:

Me2＝Fm2(ω1，ω2，Eout，R0，I1，I2，…，In) (a11)

it can be seen that parameters I0, Me1, Me2 of the HET are determined by 4+ n independent variable parameters ω 1, ω 2, Eout, R0, I1, I2, …, In, where ω 1 is determined by the rotor dynamics law of the rotor 1 and its external coupled shafting, ω 2 is determined by the rotor dynamics law of the rotor 2 and its external coupled shafting, Eout is zero In general, or equal to the electromotive force of the external coupled dc power supply, or the electromotive force of other HET half-couples In series (which needs to be solved In parallel with the other HET half-couples at this time), and R0 parameter can be obtained by numerical simulation calculation or measured by experiment.

The regulation of HET is of two types:

the first type of regulating method directly takes exciting current independent variable parameters as control commands. During adjustment, I1, I2, … and In parameter values are directly given, for example, one excitation current parameter or a plurality of excitation current parameters give one value In the variable full stroke, and other excitation current parameters are fixed values. According to the command execution, a given excitation current is realized on the excitation coil, and other 4 independent variable parameters (omega 1, omega 2, Eout, R0) which are actually existed are combined, so that the HET runs on the determined I0, Me1 and Me2 parameter values.

In the second type of regulation method, a dependent variable parameter of the electromagnetic torque Me1 or Me2 is used as a control command. During adjustment, the values of omega 1 and omega 2 are measured in real time, and the Me1 or Me2 parameter values are directly given, or the Me1 or Me2 parameter values are indirectly calculated by utilizing the external torque characteristics on the external shafting of the rotor 1 or the rotor 2. If the number n of the excitation current parameters is 1 or a scheme of giving n-1 excitation current parameter values is adopted, the value of the excitation current parameter to be de-excited is obtained by using the formula (a10) or (a 11). If the scheme that the number of the excitation current parameters to be solved is greater than or equal to 2 is adopted, the formula (a10) or (a11) is used as a constraint condition to obtain some optimal combined solution of the excitation current parameters to be solved, for example, an optimal solution with the minimum sum of the main current ohmic heat (I0 & I0 & R0) and the excitation current ohmic heat (Sigma Poi) of HET, wherein the optimal solution can be calculated immediately or called from a database prepared in advance. And finally, using the obtained parameter value of the excitation current to be solved in an execution link.

The control of the current of the direct current excitation coil adopts a method of adjusting the voltage of a direct current power supply, and the voltage can be adjusted by using a direct current chopper or a resistance potentiometer.

(b) Fuel engine power system for vehicle using HET

The invention adopts a single-pole direct current electromagnetic transmission machine (HET) with ring groove current collection and internal cooling as the core equipment of a stepless speed-changing and torque-changing transmission system. The control of the vehicle engine is different from the traditional control by using the adjusting function of the HET, the engine can be operated on an optimal efficiency target route by using any working condition point on a torque-rotating speed diagram of the engine, so that the engine can be operated at the optimal efficiency target route, the engine can be operated at all times in a high-efficiency mode, other routes can be operated at any time according to needs, the full-range capacity of the engine is fully utilized, and various special functions or temporary functions are met.

The fuel engine power system for the vehicle using the HET comprises: the engine outputs shaft work by burning fuel, a transmission system which comprises a HET and transmits engine power to a main speed reducer of a drive axle, and a control system of the engine and the transmission system.

An engine for outputting shaft power by burning fuel is a heat engine which burns liquid or gas fuel, converts latent heat energy of the fuel into mechanical energy, and outputs torque and shaft power.

In such a vehicle power transmission system, the two-wheel drive structure does not require a clutch, and the four-wheel drive structure does not require a clutch at least between the engine and the transfer case or the inter-axle differential.

The input shaft of HET and the output shaft of engine can be directly connected, and between them a fixed speed ratio mechanical transmission device can be set so as to adapt to the difference of two-shaft rotating speed design value or maximum value. The fixed speed ratio mechanical transmission device comprises a gear, a belt, a chain, a worm transmission and the like. Single-stage gear drives are generally used here.

In the two-wheel driving structure, the output shaft of HET and the main reducer of the drive axle can be directly connected, a mechanical transmission device with fixed speed ratio can be arranged between the HET and the main reducer, a step-variable mechanical transmission device can be arranged between the HET and the main reducer, or a universal transmission shaft can be arranged in the HET. According to typical design parameters of a car, a primary speed reducer is generally added between the output shaft of the HET and the main speed reducer. The provision of the step transmission can increase the low-speed drive torque.

In the four-wheel drive structure, an output shaft of the HET is connected with a transfer case or an interaxle differential which distributes the driving force of front and rear shafts, or is connected through a fixed speed ratio mechanical transmission device, or is connected through a stepped speed ratio mechanical transmission device, and the transfer case or the interaxle differential is connected with front and rear drive axle main reducers, or is also provided with a universal transmission shaft.

The above-mentioned "input shaft" and "output shaft" are defined names for driving the vehicle in motion, and the functions of the shafts are exchanged when the power flow is reversed.

HET may employ the following two approaches of the second category of modulation.

In the method 1, the input end rotor electromagnetic torque Me1 parameter is used as a control command. During adjustment, the values of omega 1 and omega 2 are measured in real time, and the parameter value of the given Me1 is calculated by utilizing an external torque characteristic rule on an external shafting of the rotor 1. The external torque characteristic law is that a curve Me (ω e) with a positive slope is selected on an engine torque-rotation speed diagram, and the calculation formula is Me1 Mf1-K · f (K · ω 1), wherein Me is engine output shaft end torque, ω e is engine angular speed, Mf1 is mechanical friction torque of the rotor 1, and K is transmission ratio ω e/ω 1. The scheme that the number of the excitation current parameters to be solved is more than or equal to 2 is adopted, the formula (a10) is used as a constraint condition, and a certain optimal combined solution of the excitation current parameters to be solved is obtained, for example, an optimal solution with the minimum sum of the ohmic heat (I0. I0. R0) of the main current of HET and the ohmic heat (Sigma Poi) of the excitation current is obtained, and the optimal solution can be calculated immediately or called from a database prepared in advance. And finally, using the obtained parameter value of the excitation current to be solved in an execution link.

In the method 2, the output end rotor electromagnetic torque Me2 parameter is used as a control command. During adjustment, the values of omega 1 and omega 2 are measured in real time, and the Me2 parameter value is directly given. The scheme that the number of the excitation current parameters to be solved is more than or equal to 2 is adopted, the formula (a11) is used as a constraint condition, and a certain optimal combined solution of the excitation current parameters to be solved is obtained, for example, an optimal solution with the minimum sum of the ohmic heat (I0. I0. R0) of the main current of HET and the ohmic heat (Sigma Poi) of the excitation current is obtained, and the optimal solution can be calculated immediately or called from a database prepared in advance. And finally, using the obtained parameter value of the excitation current to be solved in an execution link.

When the HET adopts the 1 st method of the second type of adjusting method, the driving position of the vehicle is provided with an engine throttle opening (or throttle opening, the same applies below) pedal, a vehicle brake pedal and a forward/reverse setting switch. After the engine is started to an idling working condition, the driving of the vehicle to move forwards or backwards is determined by the opening degree of an accelerator, and the stable working point of the engine is positioned on the intersection point of the opening degree line of the accelerator and a selected target operation line Me f (omega e). When the throttle opening is increased, the actual engine torque corresponding to the current omega e value is larger than the function value of f (omega e), the shafting where the engine and the rotor 1 are located is driven in an accelerating mode, and the operating point of the engine tends to the intersection point of a new throttle opening line and a positive slope curve Me (omega e). When the throttle opening is reduced, the actual engine torque corresponding to the current omega e value is smaller than the function value of f (omega e), the shafting where the engine and the rotor 1 are located is driven to be decelerated, and the operating point of the engine also tends to the intersection point of the new throttle opening line and the positive slope curve Me (omega e).

When the HET adopts the 2 nd method of the second type of adjusting method, the electromagnetic torque Me2 parameter instruction pedal, the vehicle brake pedal and the forward/reverse setting switch are set at the driving position of the vehicle. After the engine is started to the idle condition, the driving of the vehicle to move forward or backward is determined by the Me2 parameter command, and the stable working line of the engine is a selected target working line Meo ═ f (ω e), and the slope of the curve can be a positive slope, a negative slope or a zero slope, or an infinite slope corresponding to a vertical line. The engine regulation method comprises the following steps: utilizing Me1 parameters (numerical values are calculated by a formula (a 10)) obtained in an HET adjusting process, calculating to obtain an engine output shaft end balance torque Meb by adopting a formula Meb-Mf 1/K-Me1/K, searching a balance accelerator opening value alpha b of a corresponding point on an engine characteristic diagram by using the Meb value and a value omega e, searching a perpendicular line of an engine output shaft end target torque Meo by using a Meo-f (omega e) curve (if the curve is a perpendicular line, the value Meo directly takes the Meb value), and if the value Meb is exactly equal to a value Meo, executing the balance accelerator opening value alpha b, enabling a working point to fall on a target operation line, and enabling the engine speed to have no variation trend; if the Meb value is not equal to Meo, firstly, an intersection point (omega ebo, Mebo) of a balanced accelerator opening degree line and a target operation line is obtained, when the omega ebo value is larger than the current omega e value, the engine needs to be accelerated to operate, the engine is operated according to an actual accelerator opening degree value larger than the balanced accelerator opening degree alpha b value, when the omega ebo value is smaller than the current omega e value, the engine needs to be decelerated to operate according to an actual accelerator opening degree value smaller than the balanced accelerator opening degree alpha b value, the deviation of the actual accelerator opening degree value and the balanced accelerator opening degree alpha b value is determined according to the distance between the (omega e, Meb) point and the (omega ebo, Mebo) point on an engine characteristic diagram, the larger the distance is, the smaller the deviation is taken, the distance is zero, and the deviation is zero.

Vehicle start-up procedure: the current of each magnet exciting coil of the HET is in a zero value state, the liquid metal of the circuit connection area (5) is in a retraction open circuit state, the engine is started to an idling working condition (the engine is not in the idling working condition), the liquid metal of the circuit connection area is reset, the vehicle is set to be in a forward or reverse state, an accelerator opening pedal or an Me2 parameter instruction pedal is started, an HET (or the HET and the engine) adjusting system which continuously operates according to the adjusting method is put into use, and the vehicle is started to start to run.

Vehicle rolling procedure: the accelerator opening pedal or the Me2 parameter instructs the pedal to return to zero, the engine returns to an idling condition or is shut down, each magnet exciting coil current of the HET returns to zero, and the liquid metal of the circuit connecting area retracts to be disconnected.

Vehicle parking procedure: and when the accelerator opening pedal or the Me2 parameter instruction pedal returns to zero, the engine returns to an idle working condition or is shut down, the current of each magnet exciting coil of the HET returns to zero, the liquid metal of the circuit connection area is withdrawn and disconnected, and when braking is needed, the brake pedal is started after the accelerator opening pedal or the Me2 parameter instruction pedal returns to zero until the vehicle stops.

Under the condition that the vehicle slips and the engine is flamed out or not ignited, the kinetic energy of the vehicle can be utilized to drive the engine to be ignited and started to an idling working condition through HET reverse power transmission.

(c) Flywheel power system for vehicle using HET

The invention relates to a vehicle power system, which mainly comprises a flywheel and a single-pole direct current electromagnetic transmission machine (HET) with ring groove current collection and internal cooling, wherein the flywheel is used as an energy carrier, and the HET is used for transmitting energy by stepless speed change and torque conversion and is a control center for controlling the direction and the size of energy flow.

A flywheel power system for car, coach and truck is composed of energy-accumulating flywheel unit, drive system from flywheel unit to drive axle main speed reducer, and their control systems.

The flywheel device comprises two vertical shaft type flywheel devices arranged on a vehicle chassis, wherein the two flywheels have the same specification and size and are only opposite in rotation direction. The moment directions of the pair of flywheels with opposite rotation directions when generating the gyro moment are also opposite, and the gyro moments with the same rotation speeds of the two flywheels can completely cancel each other, namely the action on the vehicle is totally zero, and only the action of the pair of flywheels on the chassis of the vehicle is shown. The vertical shaft type flywheel has four remarkable advantages, namely, the adoption of an optimized bearing combination scheme is facilitated, the adoption of a wheel body flexible connection structure is facilitated, the optimal arrangement of a large-diameter flywheel in a vehicle is facilitated, and the reduction of the opportunity and the size of flywheel gyro moment generated during the running of the vehicle is facilitated, so that the impact load of the gyro moment on the flywheel structure, the bearing and the vehicle chassis is reduced.

The magnitude of the flywheel gyro moment is equal to the product of the following parameters: the moment of inertia J of the flywheel, the rotational angular velocity omega of the flywheel, the angular velocity omega of vehicle motion, and the sine value sin theta of the included angle theta between the omega vector and the omega vector. The direction of the moment vector of the flywheel gyro is equal to the direction of the product of the omega vector and the fork of the omega vector, and is perpendicular to the direction of the omega vector and the direction of the omega vector. There are three main directions for the vehicle motion angular velocity Ω vector direction: the method has the advantages that firstly, the vertical shaft direction corresponds to the left-right turning driving state of the vehicle, the occurrence frequency is high, the duration time is long, and the angular velocity value is large; secondly, the pitch rotation state of the corresponding vehicle is in the direction of the transverse axis, for example, when the vehicle passes through a switching road section on an up-down slope and passes through a convex hull or a concave pit; and the third is the longitudinal axis direction, which corresponds to the side-turning state of the vehicle, such as entering and exiting a side-turning slope road, and the side-turning of the vehicle caused by bumpy road conditions. The vertical shaft type flywheel does not generate gyroscopic moment when the vehicle turns left and right.

Each vertical shaft type flywheel device comprises a rotating wheel body, a rotating shaft (51), a bearing on the rotating shaft and a vacuum container shell (52), wherein the center line of the rotating shaft is perpendicular to the ground, the wheel body is of a multi-body axisymmetric structure, the wheel body comprises one or more mass blocks (53) and at least one supporting body (54), the supporting body is positioned on the inner ring of each mass block, and each mass block is made of fiber reinforced polymers wound in the circumferential direction.

The fiber reinforced polymer for winding and forming the mass block (53), the fiber is a unidirectional continuous fiber, the fiber type can be selected from carbon fiber, aramid fiber, glass fiber and the like, the glass fiber can be selected from high-strength glass fiber, E glass fiber and the like, and the twistless roving for winding and forming is adopted; the polymer can be selected from thermosetting resin and thermoplastic resin, and the thermosetting resin can be selected from epoxy resin, unsaturated polyester resin, phenolic resin, bismaleimide resin, polyimide resin, cyanate resin and the like. The carbon fiber reinforced polymer has advantages over the glass fiber reinforced polymer in that: the tensile elastic modulus in the circumferential direction (annular direction) is high, and the deformation is small during rotation; the composite material has the advantages of low density, high specific strength and high energy storage density per unit weight; the disadvantages are that: carbon fiber is expensive, and the product cost is high; the energy storage density per unit volume is low because of the low density, while the strength advantage is not significant or only flat (relatively high strength glass fibers). Therefore, the glass fiber reinforced polymer has more comprehensive advantages and is suitable for large-scale economic application.

The mass (53) can be single, two, three, etc., and is selected according to the preference and the disadvantage of each mass. The single mass block has the advantages that the high linear velocity area is fully utilized, high energy storage density per unit weight can be obtained, but the space occupied by the inner hole of the single mass block cannot be effectively utilized, so that the energy storage density per unit volume calculated by the volume of the whole equipment is low. The two mass blocks have the advantages that the effective space is properly utilized, the mass blocks positioned in the inner ring can adopt fibers and resin with lower strength and lower price, and the defect is that the energy storage density per unit weight is smaller than that of a single mass block.

The supporting bodies (54) of the wheel body mainly serve for connecting the mass block body and the rotating shaft, and the number of the supporting bodies depends on the radial dimension proportion of the connection and the type of the supporting bodies. The support body material can be selected from circumferentially wound fiber reinforced polymer and can also be selected from metal materials, and the former must be adopted at a position with higher linear speed where the strength of the metal materials cannot be sufficient. Because the line speed is lower than the mass, the support fiber-reinforced polymer can be selected from lower strength, but less expensive fibers and resins. The supporting body at the innermost circle is preferably made of metal material to facilitate the connection with the rotating shaft. The metal material of the support can be selected from steel, aluminum alloy, titanium alloy and the like, the aluminum alloy and the titanium alloy have higher specific strength, the outer diameter of the prepared support is larger, and the number of fiber reinforced polymer supports can be reduced; the aluminum alloy also has the characteristics of lower price and lighter weight; the steel support body can double as the rotating disk of the permanent magnetic suction axial bearing, and in this case, 45 or 40Cr steel is preferably used.

Because the winding-formed fiber reinforced polymer is easily crushed into cotton-shaped fragments when the high-speed rotation fails and is damaged, the safety is better, and therefore, the wheel body which is closer to the outer ring and has larger energy storage has obvious safety advantages compared with the wheel body adopting the fiber reinforced polymer.

The flywheel rotating shaft (51) and the supporting body (54) at the innermost circle can be directly connected, such as conical surface interference connection; a support disc (62) can also be arranged between the two, the central inner hole of the support disc is connected with the rotating shaft, such as a conical surface interference connection, the disc body of the support disc is positioned below the support body at the innermost circle, and an elastic material ring (63) is arranged between the two and is connected with the two in an adhesive manner. The material of the object which is in interference connection with the rotating shaft is preferably the same type as that of the rotating shaft, and is like steel, so that the elastic modulus, the linear expansion coefficient and other parameters of the rotating shaft and the rotating shaft are not greatly different, and the interference connection is favorably reduced and ensured during installation and use. The innermost bearing body directly connected with the rotating shaft is generally made of steel, the outer diameter of the innermost bearing body is small, and the moment of inertia of the innermost bearing body is generally small. When the innermost ring support body is made of aluminum alloy or titanium alloy, the outer diameter is large, the rotational inertia is large, flexible connection is needed, and the problem of interference connection between light alloy and a steel rotating shaft is large, so that the structure adopting the steel support disc and the elastic material ring in intermediate transition is an optimal solution, wherein the elastic material ring plays roles of flexible connection, bearing and axial positioning, and can be made of rubber materials such as polyurethane rubber.

The vacuum container shell (52) is designed into a two-half structure split by a vertical axis, a circle of flange is positioned in the middle of the outer circle surface of the shell, and the flange edge can be positioned on the outer side or the inner side of the container. The inboard design in flange limit is anticipated reducing practical overall dimension, and the inboard flange limit does not establish tight bolt, relies on the pressure that the container vacuum produced to compress tightly, and when adopting this kind of design, also add four sections ear flange (74) and tight bolt to the department in container outside four corners simultaneously, this four corners position selection does not influence practical overall dimension's place, for example does not influence the 45 jiaos position of arranging width and length. The rubber sealing ring is arranged on the edge of the whole flange, the vacuum sealing grease can be additionally arranged on the outer side of the rubber sealing ring, the soft metal sealing ring can be additionally arranged on the inner side of the rubber sealing ring, and the vacuum sealing grease can be additionally arranged on the outer side of the rubber sealing ring and the soft metal sealing ring can be additionally arranged on the inner side of the rubber sealing ring. The mounting support portion of the housing utilizes an exposed flange edge, which is also the mounting support portion of the entire flywheel assembly and its associated structure.

The vacuum vessel shell (52) may be of a three-layer composite construction (fig. 26), with the middle layer of fiber reinforced plastic, the two outer surface layers of lightweight metal material, and the middle layer adhesively bonded to the outer surface layers. The reinforcing fiber can be selected from glass fiber, carbon fiber, etc., and non-unidirectional cloth fabric, chopped fiber, felt, etc. are used. The resin can be selected from epoxy resin, unsaturated polyester resin, phenolic resin, etc. The intermediate layer may be formed using Sheet Molding Compound (SMC). The outer surface layer is preferably aluminum or an aluminum alloy. The three-layer composite structure has the advantages that: large vibration damping, high strength, good toughness and light weight.

The radial supporting bearing of the flywheel rotating shaft (51) can use two groups of rolling bearings and can also use two radial supporting magnetic suspension bearings. The axial supporting bearing adopts a group of axial supporting magnetic suspension bearings.

The axial bearing set consists of one or more bearings, and in case of heavy wheel body, several bearings are suitable. The axial supporting magnetic suspension bearing adopts permanent magnet repulsion type or permanent magnet suction type.

A permanent magnetic repulsion type axial supporting magnetic suspension bearing comprises a rotating disc and a static disc, wherein the rotating disc is positioned above the static disc, an air gap is arranged between the end faces of the two adjacent sides of the two discs, the rotating disc is in an axial symmetry permanent magnet structure or a mixed structure of an axial symmetry soft magnet and an axial symmetry permanent magnet or a mixed structure of an axial symmetry non-magnetic conductor, an axial symmetry soft magnet and an axial symmetry permanent magnet, the static disc is in an axial symmetry permanent magnet structure or a mixed structure of an axial symmetry soft magnet and an axial symmetry permanent magnet or a mixed structure of an axial symmetry non-magnetic conductor, an axial symmetry soft magnet and an axial symmetry permanent magnet, the magnetizing magnetic circuits of all the permanent magnets are also in an axial symmetry structure, opposite magnetic poles at the same radius position on the end faces of the two adjacent sides of the two discs are opposite, upward magnetic repulsion acts on the rotating disc, and the design is used for offsetting the.

A permanent magnetic attraction type axial supporting magnetic suspension bearing comprises a rotating disc (59) and a static disc (60), wherein the rotating disc is located below the static disc, an air gap is formed between the end faces of the two adjacent discs, the rotating disc is of an axisymmetric soft magnet structure, the static disc is of an axisymmetric permanent magnet structure, or a mixed structure of an axisymmetric soft magnet and an axisymmetric permanent magnet, or a mixed structure of an axisymmetric non-magnetic conductive body, an axisymmetric soft magnet and an axisymmetric permanent magnet, magnetizing magnetic circuits of all the permanent magnets are also of an axisymmetric structure, and upward magnetic attraction force acts on the rotating disc and is designed to offset the gravity of a rotor.

The permanent magnet type axial supporting magnetic suspension bearing has no hysteresis and eddy current loss. Compared with a permanent magnet repulsion type, the permanent magnet attraction type permanent magnet has two advantages: firstly, the rotating disc does not need to be provided with a permanent magnet, and the strength of the permanent magnet is very low; and secondly, the magnetic flux density of the magnetic attraction end surface can be designed to be larger, and larger bearing attraction force can be obtained by smaller outer diameter size of the bearing.

The flywheel rotating shaft (51) is radially supported by two groups of rolling bearings, one group of rolling bearings bears radial load, the other group of rolling bearings bears radial load and bidirectional axial load, and the two groups of rolling bearings are axial positioning ends. Each group of rolling bearings consists of one rolling bearing or a plurality of rolling bearings so as to meet the requirements of the load size and direction. The axially located end is generally at the upper end. When the moment of the flywheel gyro is large, two groups of radial protection rolling bearings can be additionally arranged to bear overload radial force in a short time.

The axial support magnetic suspension bearing is arranged, firstly, the static disc (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 stationary disc can be fixed to the housing (52), and the rotating disc can be doubled by a support.

When the flywheel radial support adopts a rolling bearing, a magnetic fluid sealing assembly is arranged between the vacuum container shell (52) and the rotating shaft (51). A magnetic fluid sealing assembly and a lower bearing seat (figure 25) can also be arranged between the lower half shell and the rotating shaft, the sealing assembly is positioned between the rotating shaft and the lower bearing seat, an inner center hole of the lower half shell is in contact connection with an outer cylindrical surface of the lower bearing seat and can axially move and slide, and a rubber sealing ring and vacuum sealing grease are arranged between the two surfaces.

The lower ends of the two flywheel rotating shafts can be provided with loading discs (69), when the flywheel is loaded and charged quickly, the loading discs are used for connecting a loading joint and a rotating shaft of an external loading system, and high-power quick loading and charging are carried out by transmitting mechanical torque to the flywheel rotating shafts. The loading power of the loading mode on each flywheel can reach 2000kW, and the energy charging time is basically equivalent to that of automobile refueling.

Each flywheel is correspondingly provided with a set of HET, and each flywheel and a rotor (HET input end rotor) of the HET corresponding to the flywheel share a rotating shaft.

The external power supply for charging or discharging the flywheel by plugging is a voltage-adjustable direct-current power supply device connected with the alternating current of a power grid, and the device can be arranged in a vehicle or at a plugging place.

For the centralized HET, each HET can be provided with two rows of external terminals (16) (shown in figures 2, 3, 17 and 18) of an external direct current power supply, is connected with a main current circuit including a rotor magnetic and electric conductor, and is provided with a liquid metal change-over switch (15) for evacuating liquid and disconnecting the original main circuit before the external power supply so as to realize (respectively) the charging or discharging of each flywheel by plugging. When power is plugged and charged, a vehicle hand brake is used for braking, the liquid metal transfer switch (15) is disconnected, each circuit connection area (5) is connected, a relevant magnet exciting coil which enables the magnetic flux of a rotor at the HET flywheel end to reach the maximum value is connected, the maximum exciting current is always maintained, the voltage of a direct current power supply is adjusted to be equal to the electromotive force of the rotor at the HET flywheel end, the direction is opposite to that of the electromotive force, a main current circuit is connected with the direct current power supply, the voltage of the direct current power supply is increased to reach the rated limit value of the plugged main current or the rated limit value of the plugged power, the voltage of the direct current power supply is continuously adjusted and increased in the process of charging and accelerating the flywheel, the plugged main current and/or the plugged power of the rated limit value are maintained, the current is limited; when the energy charging is finished, the voltage of the direct current power supply is firstly reduced to obtain zero current, the main current line is disconnected with the direct current power supply, and HET excitation is cancelled. When the power plug-in unloading is carried out, the preparation procedure is the same as the above, the current direction is opposite, and the operation procedure is opposite, namely, the voltage of the direct current power supply is reduced until the power plug-in unloading rated limit value or the power plug-in unloading main current rated limit value is reached. This plug-in charging or discharging is suitable for low power applications such as household power, community power, slow charging and slow discharging.

A centralized HET four-wheel drive configuration may be employed: the upper end of the rotating shaft of the rotor (HET output end rotor) of each HET, which does not share the rotating shaft with the flywheel, is provided with a pair of bevel gears, one bevel gear is directly connected with the rotating shaft, and the rotating shaft of the other bevel gear is connected with a drive axle main reducer, or is connected with a fixed speed ratio reducer, or is connected with a step-variable speed ratio reducer, or is also provided with a universal transmission shaft.

A centralized HET two-wheel drive structure can be adopted: one set of the HET is provided with a pair of bevel gears, the other set of the HET is provided with a driving bevel gear and two driven bevel gears which are oppositely arranged, the driving bevel gears are directly connected with the output end rotor rotating shaft, the two driven bevel gear rotating shafts of different HETs are connected through a universal transmission shaft, and the third driven bevel gear rotating shaft is connected with a drive axle main reducer, or is connected through a fixed speed ratio reducer, or is connected through a stepped speed ratio reducer, or is also provided with a universal transmission shaft.

A centralized-type HET split-drive four-wheel drive structure can be adopted: one set of the HET is provided with a pair of bevel gears, the other set of the HET is provided with a driving bevel gear and two driven bevel gears which are oppositely arranged, the driving bevel gears are directly connected with the output end rotor rotating shaft, the two driven bevel gear rotating shafts of different HETs are connected through a universal transmission shaft, the third driven bevel gear rotating shaft is connected with a transfer case or an interaxial differential mechanism which distributes the driving force of a front shaft and a rear shaft, or connected through a fixed speed ratio reducer, or connected through a stepped speed ratio reducer, and the transfer case or the interaxial differential mechanism is connected with a front driving axle main reducer and a rear driving axle main reducer, or is also provided with a universal transmission shaft.

A split HET four wheel drive configuration may be employed: the rotating shafts (namely the rotating shafts of the two HET semi-couple parts) of the two HET output end rotors which do not share the rotating shaft with the flywheel are respectively connected with the front and rear drive axle main reducers, or connected through a fixed speed ratio reducer, or connected through a step speed ratio reducer, or provided with a universal transmission shaft. And a lead connected with an external direct current power supply can be connected in parallel to an external connection conductor of each flywheel shaft end HET semi-coupling part so as to realize (respectively) plug-in charging or unloading of each flywheel. When the charging is carried out, a circuit connection area (5) of an HET half coupling at the non-flywheel shaft end is disconnected, the circuit connection area (5) of the HET half coupling at the flywheel shaft end is connected, a relevant excitation coil which enables the magnetic flux of a rotor at the HET end to reach the maximum value is connected, the maximum excitation current is always maintained, the voltage of a direct current power supply is adjusted to be equal to the electromotive force of the rotor at the HET end, the direction is opposite to that of the electromotive force, a main current circuit is connected with the direct current power supply, the voltage of the direct current power supply is increased to reach the rated limit value of the main current of the power plug-in or the rated limit value of the power plug-in, the voltage of the direct current power supply is continuously adjusted to be increased in the process of charging and accelerating the flywheel, the main current and/or the power plug-; when the energy charging is finished, the voltage of the direct current power supply is firstly reduced to obtain zero current, the main current line is disconnected with the direct current power supply, and HET excitation is cancelled. When the power plug-in unloading is carried out, the preparation procedure is the same as the above, the current direction is opposite, and the operation procedure is opposite, namely, the voltage of the direct current power supply is reduced until the power plug-in unloading rated limit value or the power plug-in unloading main current rated limit value is reached. This plug-in charging or discharging is suitable for low power applications.

A split type HET two wheel drive configuration may be employed: two HET half-couple parts which do not share a rotating shaft with the flywheel are combined into a half-couple part, the rated electromotive force of the combined half-couple part is the sum of the rated electromotive forces of the two half-couple parts before combination, main circuits of the two flywheel shaft end half-couple parts and the combined half-couple part are connected in series by adopting an external connection conductor, and the rotating shaft of the combined half-couple part is connected with a main reducer of a drive axle, or is connected with the main reducer by a fixed speed ratio reducer, or is connected with the main reducer by a step speed ratio reducer, or is also provided with a universal transmission shaft.

A split-type HET split four-wheel drive configuration may be employed: two HET semi-coupling parts which do not share a rotating shaft with a flywheel are combined into a semi-coupling part, the rated electromotive force of the combined semi-coupling part is the sum of the rated electromotive forces of the two semi-coupling parts before combination, main circuits of the two flywheel shaft end semi-coupling parts and the combined semi-coupling part are connected in series by adopting an external connection conductor, the rotating shaft of the combined semi-coupling part is connected with a transfer case or an inter-shaft differential which distributes the driving force of a front shaft and a rear shaft, or is connected with a fixed speed ratio reducer or is connected with a stepped speed ratio reducer, and the transfer case or the inter-shaft differential is connected with a front driving axle main reducer and a rear driving axle main reducer, or is.

And a lead connected with an external direct current power supply can be connected in parallel to an external connection conductor of the combined semi-coupling part, so that the two flywheels can be charged or discharged in an inserting mode. When the charging is carried out by plugging, the circuit connection area (5) of the merging half coupling parts is disconnected, the circuit connection area (5) of the two flywheel shaft end half coupling parts is connected, the relevant magnet exciting coils which enable the magnetic flux of the two HET flywheel end rotors to reach the maximum value are connected, the maximum exciting current is always maintained (in order to enable the rotating speeds of the two flywheels to be consistent when the charging is finished, the exciting currents of the two rotors are properly adjusted, the rotating speed is lower, the higher electromotive force and the higher electric power are obtained), the direct current power supply voltage is adjusted to be equal to the sum of the electromotive forces of the two HET flywheel end rotors, the direction is opposite to the sum, the main current circuit is connected with the direct current power supply, the direct current power supply voltage is adjusted to reach the rated limit of the plugging main current or the rated limit of the plugging power, the direct current power supply voltage is continuously adjusted to be increased in the process of, the current is limited in the front, the power is limited in the rear, and only the power is limited when the rotating speed starting point of the flywheel is higher; when the energy charging is finished, the voltage of the direct current power supply is firstly reduced to obtain zero current, the main current line is disconnected with the direct current power supply, and HET excitation is cancelled. When the power plug-in unloading is carried out, the preparation procedure is the same as the above, the current direction is opposite, and the operation procedure is opposite, namely, the voltage of the direct current power supply is reduced until the power plug-in unloading rated limit value or the power plug-in unloading main current rated limit value is reached. This plug-in charging or discharging is suitable for low power applications.

The fixed-speed-ratio reducer comprises a gear, a belt, a chain, a worm drive and the like. Gear drives are generally used here.

A second type of adjustment method may be employed for each set of HET in the various drive configurations of the concentrated HET and the four-wheel drive configuration of the split HET. During adjustment, the values of ω 1 and ω 2 are measured in real time, the parameter value of Me2 is directly given, the scheme that the number of parameters of the excitation current to be solved is greater than or equal to 2 is adopted, the formula (a11) is used as a constraint condition, and a certain optimal combined solution of the parameters of the excitation current to be solved is obtained, for example, the optimal solution with the minimum sum of the ohmic heat of the main current (I0 · I0 · R0) and the ohmic heat of the excitation current (Σ Poi) of HET is obtained, and the optimal solution can be calculated immediately or called from a database prepared in advance. And finally, using the obtained parameter value of the excitation current to be solved in an execution link.

The formula of the electromagnetic law of a series main circuit consisting of two flywheel shaft end half-coupling parts and a combining half-coupling part in a separated HET two-wheel driving structure and a four-wheel driving structure with transfer has the following form:

Electromotive force of flywheel a shaft end coupling part rotor:

E1a＝ω1a·∑Ф1a/(2π) (c1)

electromotive force of flywheel b shaft end half coupling rotor:

E1b＝ω1b·ΣФ1b/(2π) (c2)

electromotive force of the rotor of the combined half-couple:

E2ab＝ω2ab·∑Ф2ab/(2π) (c3)

sum of electromotive forces of main current loop:

∑Eab＝E1a+E1b+E2ab (c4)

main current:

I0ab＝ΣEab/R0ab (c5)

the electromagnetic torque of the flywheel a shaft end semi-coupling part rotor is as follows:

Me1a＝-I0ab·∑Ф1a/(2π) (c6)

the electromagnetic torque of the flywheel b shaft end semi-coupling part rotor:

Me1b＝-I0ab·∑Ф1b/(2π) (c7)

merging the electromagnetic torque borne by the semi-couple rotor:

Me2ab＝-I0ab·ΣФ2ab/(2π) (c8)

neglecting the effect of temperature changes on the permeability of the material, neglecting the effect of air gap variations on the magnetic reluctance, Σ Φ 1a, Σ Φ 1b, and Σ Φ 2ab can be expressed as a function of the absolute value | I0ab | of the main current I0ab and the corresponding half-couple field coil current:

ΣФ1a＝Ff1a(|I0ab|，Ia11，Ia12，…，Ia1m) (c9)

ΣФ1b＝Ff1b(|I0ab|，Ib11，Ib12，…，Ib1m) (c10)

ΣФ2ab＝Ff2ab(|I0ab|，Iab21，Iab22，…，Iab2m) (c11)

from the formulas (c1) to (c5), (c9) to (c111), it can be found that:

I0ab＝Fi0ab(ω1a，ω1b，ω2ab，R0ab，Ii01，Ii02，…，Ii0m) (c12)

from the formulas (c6), (c9), and (c12), it can be found that:

Me1a＝Fm1a(ω1a，ω1b，ω2ab，R0ab，Ii01，Ii02，…，Ii0m) (c13)

from the formulas (c7), (c10), and (c12), it can be found that:

Me1b＝Fm1b(ω1a，ω1b，ω2ab，R0ab，Ii01，Ii02，…，Ii0m) (c14)

from the formulas (c8), (c11), and (c12), it can be found that:

Me2ab＝Fm2ab(ω1a，ω1b，ω2ab，R0ab，Ii01，Ii02，…，Ii0m) (c15)

from the formulas (c13), (c14), we can obtain:

Me1a/Me1b＝Fm1ab(ω1a，ω1b，ω2ab，R0ab，Ii01，Ii02，…，Ii0m) (c16)

where Me1a/Me1b is the ratio of the Me1a parameter to the Me1b parameter, { Ii01, Ii02, …, Ii0m } is the collection of { Ia11, Ia12, …, Ia1m }, { Ib11, Ib12, …, Ib1m }, { Iab21, Iab22, …, Iab2m }.

Aiming at a system consisting of two flywheel shaft end half-coupling parts and a combined half-coupling part in a separated HET two-wheel driving structure and a four-wheel driving structure with transfer, the second HET adjusting method can be expanded and applied for adjustment. During adjustment, parameter values of ω 1a, ω 1b and ω 2ab are measured in real time, a Me2ab parameter value and a Me1a/Me1b ratio are directly given, a scheme that the number of parameters of the excitation current to be de-excited is greater than or equal to 3 is adopted, and equations (c15) and (c16) are used as constraint conditions to obtain an optimal solution of the parameters of the excitation current to be de-excited, wherein the optimal solution is the minimum sum of the ohmic heat of the main current (I0ab · I0ab · R0ab) and the ohmic heat of the excitation current (Σ Poi), and can be calculated immediately or called from a database prepared in advance. And finally, using the obtained parameter value of the excitation current to be solved in an execution link.

The power steering unit is arranged at a driver seat of a vehicle, and comprises: the vehicle brake control system comprises a vehicle forward or reverse setting unit, a vehicle driving torque Me2 or Me2ab command unit and a vehicle brake command unit. For a vehicle having a step-ratio mechanical transmission, an initial gear setting unit is also included. And in the aspect of power distribution of the two flywheels and HET (heat engine) transmission, setting the proportional value of the two sets of HET electromagnetic torques. For a system consisting of the two flywheel shaft end half-coupling parts and the combined half-coupling part, the ratio value specifically refers to the ratio Me1a/Me1b, and for a system consisting of two independent HET output ends, the ratio value specifically refers to the ratio between the electromagnetic torques Me2 of rotors at two HET output ends.

The method for setting two sets of HET electromagnetic torque proportional values can be manually operated by a driver seat setting unit, namely the driver operates the setting unit to set before starting or during rolling, can also be automatically executed by a control system, namely the control system automatically sets before starting or during rolling or during non-rolling, can also be simultaneously configured with the two measures, and can be used for setting by singly using one measure or jointly using the two measures.

The brake operation travel is divided into two sections, the first travel section corresponds to a kinetic energy recovery brake torque relative value from zero to the maximum value, the second travel section corresponds to a friction brake torque relative value from zero to the maximum value, and the kinetic energy recovery brake torque of the maximum value is simultaneously maintained in the second travel section. The kinetic energy recovery braking is to recover the kinetic energy of the vehicle to a flywheel through HET reverse power flow transmission, and the friction braking is to convert the kinetic energy of the vehicle into heat energy by adopting a wheel friction braking element.

The HET system formed by two flywheel shaft end half-coupling parts and a combined half-coupling part is provided with a HET regulation control system. For a system consisting of two independent sets of HETs, two sets of HET regulation control systems which are logically independent from each other are provided, but one set of hardware system can be shared.

The vehicle start-up procedure is as follows: the current of each magnet exciting coil of the HET is in a zero value state, the liquid metal of the circuit connection area (5) is in a retraction open circuit state, the vehicle is set to be in a forward or reverse state, the proportional value of two sets of HET electromagnetic torques is set, a driving torque instruction is given, the liquid metal of the circuit connection area is reset, the HET regulation control system controls output of the driving torque, and the vehicle is started to run. For a vehicle equipped with a step-ratio mechanical transmission, the initial gear position should also be set before a drive torque command is given.

The set initial gear ratio can be any one gear of the mechanical transmission device with the step-variable transmission ratio, including a minimum transmission gear ratio. In a range where the vehicle running speed is increased from zero to a maximum speed, the control is such that the gear ratio values are sequentially decreased from the initial gear value to the minimum gear value. When the initial gear selects the minimum transmission gear, the gear is not changed, which is equivalent to using fixed-ratio transmission.

The gear shifting operation during running is automatically controlled by an HET regulating control system, when the preset gear shifting speed is reached, the HET output torque is reduced to zero (namely the exciting current is reduced to zero), the original gear is disengaged, two parts to be engaged are subjected to friction synchronization by using a synchronizer, a new gear is engaged, and the HET outputs the required torque according to the current driving torque instruction.

(d) Fuel engine and flywheel hybrid power system for vehicle using HET

The invention relates to a vehicle hybrid power system, which is mainly composed of a flywheel and a single-pole direct current electromagnetic transmission machine (HET) with ring groove current collection and internal cooling besides a fuel engine, wherein the flywheel is used as an energy carrier, and the HET is used for transmitting energy by stepless speed change and torque conversion and is a control center for controlling the direction and the size of energy flow.

A fuel engine and flywheel hybrid system for use in cars, buses, trucks and the like, comprising: the engine outputs shaft work by burning fuel, one or two energy storage flywheel devices, a set of transmission system connecting the engine, the flywheel devices and a drive axle main reducer, and control systems thereof, etc., wherein the core equipment of the transmission system is a single-pole direct current electromagnetic transmission machine (HET) with ring groove current collection and internal cooling.

The energy storage flywheel device is a vertical shaft type flywheel device arranged on a vehicle chassis, and one or two flywheel devices can be adopted. The single flywheel scheme is relatively simple and can be selected under the conditions of less energy storage capacity of the flywheel and small gyro moment. The double flywheel scheme is relatively complex, can offset gyro moment, and can be selected under the condition of pursuing high stability and high energy storage capacity.

The two flywheels of the double-flywheel scheme have the same specification and size, and only have opposite rotation directions. The moment directions of the pair of flywheels with opposite rotation directions when generating the gyro moment are also opposite, and the gyro moments with the same rotation speeds of the two flywheels can completely cancel each other, namely the action on the vehicle is totally zero, and only the action of the pair of flywheels on the chassis of the vehicle is shown.

The vertical shaft type flywheel has four remarkable advantages, namely, the adoption of an optimized bearing combination scheme is facilitated, the adoption of a wheel body flexible connection structure is facilitated, the optimal arrangement of a large-diameter flywheel in a vehicle is facilitated, and the reduction of the opportunity and the size of flywheel gyro moment generated during the running of the vehicle is facilitated, so that the impact load of the gyro moment on the flywheel structure, the bearing and the vehicle chassis is reduced.

A loading disc (69) can be arranged at the lower end of the flywheel rotating shaft, when the flywheel is loaded and charged quickly, the loading disc is used for connecting a loading joint and the rotating shaft of an external loading system, and high-power quick loading and charging are carried out by transmitting mechanical torque to the flywheel rotating shaft. The loading power of the loading mode to each flywheel can reach more than one thousand kilowatt, and the energy charging time is basically equivalent to that of automobile oil filling.

Other descriptions of the structural schemes of the vertical shaft flywheel devices can be found in the description in the section of the summary of the invention of "(c) flywheel power system for vehicles using HET".

According to the division of single flywheel and double flywheel, the division of centralized type and separated type HET, the division of two-wheel and four-wheel drive, the division of direct four-wheel and transfer four-wheel drive, the scheme of the invention provides the following 12 subdivided power system compositions:

General description of single flywheel, concentrated HET architecture: an energy storage flywheel device and two centralized HETs are adopted, one HET (recorded as HET1) is positioned at the flywheel end, the rotor at the input end of the HET shares a rotating shaft with the flywheel, the other HET (recorded as HET3) is positioned at the engine end, the rotor at the input end of the HET is connected with the output shaft of an engine or is connected through a mechanical transmission device with a fixed speed ratio, and the rotor at the output end of the HET is connected with an output transmission shaft (recorded as transmission shaft 3) through a clutch (recorded as clutch 3);

(1) single flywheel, concentrated HET, two-wheeled drive structure: description following "general description of single flywheel, concentrated HET architecture": a pair of bevel gears is arranged at the upper end of a rotating shaft of a rotor at the output end of the HET1, one bevel gear is directly connected with the rotating shaft, the other bevel gear is connected with a main speed reducer of a drive axle sequentially through a transmission shaft (marked as a transmission shaft 1) and a clutch (marked as a clutch 1), or a fixed speed ratio speed reducer or a stepped speed ratio speed reducer is also connected in series between the clutch 1 and the main speed reducer, or a universal transmission shaft is additionally arranged in the universal transmission shaft, and the transmission shaft 1 is connected with a transmission shaft 3 through a group of gears;

(2) single flywheel, centralized HET, four-wheel drive structure with transfer: description following "general description of single flywheel, concentrated HET architecture": a pair of bevel gears are arranged at the upper end of a rotating shaft of a rotor at the output end of the HET1, one bevel gear is directly connected with the rotating shaft, the other bevel gear is connected with a transfer case or an interaxial differential which distributes the driving force of front and rear shafts through a transmission shaft (marked as a transmission shaft 1) and a clutch (marked as a clutch 1) in sequence, or a fixed-speed-ratio reducer or a stepped-speed-ratio reducer is also connected in series between the clutch 1 and the transfer case or the interaxial differential, and the transfer case or the interaxial differential is connected with a main reducer of front and rear drive axles, or a universal transmission shaft is additionally arranged in the universal transmission shaft, and the transmission shaft 1 is connected;

(3) Single flywheel, centralized HET, direct four wheel drive structure: description following "general description of single flywheel, concentrated HET architecture": the upper end of a rotating shaft of an output end rotor of the HET1 is provided with a three-fork bevel gear set which comprises a vertical shaft driving bevel gear and two driven bevel gears, the driving bevel gear is directly connected with the rotating shaft, one driven bevel gear is connected with a main speed reducer of a drive axle through a transmission shaft (marked as a transmission shaft 1) and a clutch (marked as a clutch 1) in sequence, or a fixed speed ratio speed reducer or a stepped speed ratio speed reducer is also connected in series between the clutch 1 and the main speed reducer, or a universal transmission shaft is additionally arranged in the driving shaft, the other driven bevel gear is connected with a main speed reducer of another drive axle through a transmission shaft (marked as a transmission shaft 2), an inter-axle differential and a clutch (marked as a clutch 2) in sequence, or a fixed speed ratio speed reducer or a stepped speed ratio speed reducer is also connected in series between the clutch 2 and the, the transmission shaft 1 is connected with the transmission shaft 3 through a group of gears;

general description of dual flywheel, centralized HET architecture: two energy storage flywheel devices with opposite rotation directions and three centralized HETs are adopted, the first HET (recorded as HET1) is positioned at one flywheel end, the second HET (recorded as HET2) is positioned at the other flywheel end, input end rotors of HET1 and HET2 share a rotating shaft with the corresponding flywheel, the third HET (recorded as HET3) is positioned at the end of an engine, the input end rotor of the third HET is connected with an output shaft of the engine or connected through a mechanical transmission device with a fixed speed ratio, and the output end rotor of the third HET is connected with an output transmission shaft (recorded as a transmission shaft 3) through a clutch (recorded as a clutch 3);

(4) Double flywheel, concentrated HET, two-wheel drive structure: description following "general description of dual flywheel, concentrated HET architecture": the upper end of a rotating shaft of an output end rotor of the HET1 is provided with a three-fork bevel gear set (comprising a vertical shaft driving bevel gear and two driven bevel gears), wherein the driving bevel gear is directly connected with the rotating shaft, the upper end of the rotating shaft of the output end rotor of the HET2 is provided with a pair of bevel gears, one bevel gear is directly connected with the rotating shaft, the other bevel gear is connected with one driven bevel gear of the three-fork bevel gear set through a universal transmission shaft, the other driven bevel gear of the three-fork bevel gear set is connected with a drive axle main reducer sequentially through a transmission shaft (recorded as a transmission shaft 1) and a clutch (recorded as a clutch 1), or a fixed speed ratio reducer or a stepped speed ratio reducer is further connected in series between the clutch 1 and the main reducer, or a universal transmission shaft is further added, and the;

(5) double flywheel, centralized HET, four-wheel drive structure with transfer: description following "general description of dual flywheel, concentrated HET architecture": the upper end of a rotating shaft of an output end rotor of the HET1 is provided with a three-fork bevel gear set (comprising a vertical shaft driving bevel gear and two driven bevel gears), wherein the driving bevel gear is directly connected with the rotating shaft, the upper end of the rotating shaft of the output end rotor of the HET2 is provided with a pair of bevel gears, one bevel gear is directly connected with the rotating shaft, the other bevel gear is connected with a driven bevel gear of the three-fork bevel gear set through a universal transmission shaft, the other driven bevel gear of the three-fork bevel gear set is connected with a transfer case or an interaxial differential which distributes the driving force of a front shaft and a rear shaft through a transmission shaft (recorded as a transmission shaft 1) and a clutch (recorded as a clutch 1) in sequence, or a fixed-speed-ratio reducer or a stepped-speed-ratio reducer is also connected in series between the clutch 1 and the, or a universal transmission shaft is additionally arranged in the transmission device, and the transmission shaft 1 is connected with the transmission shaft 3 through a group of gears;

(6) Double flywheel, centralized HET, direct four-wheel drive structure: description following "general description of dual flywheel, concentrated HET architecture": the upper ends of output end rotor rotating shafts of HET1 and HET2 are respectively provided with a three-fork bevel gear set (comprising a vertical shaft driving bevel gear and two driven bevel gears), the two driving bevel gears are respectively and directly connected with the two rotating shafts, each driven bevel gear on HET1 and HET2 is connected with a universal transmission shaft, the other driven bevel gear on HET1 is connected with a main reducer of a drive axle through a transmission shaft (marked as a transmission shaft 1) and a clutch (marked as a clutch 1) in sequence, or a fixed-speed-ratio reducer or a stepped-speed-ratio reducer is also connected in series between the clutch 1 and the main reducer, or a universal transmission shaft is additionally arranged, the other driven bevel gear on HET2 is connected with the main reducer of another drive axle through a transmission shaft (marked as a transmission shaft 2), an inter-shaft differential and a clutch (marked as a clutch 2), or a fixed-speed-ratio reducer or a stepped-speed-ratio reducer is also connected in series between the clutch 2 Or a universal transmission shaft is additionally arranged in the transmission device, and the transmission shaft 1 is connected with the transmission shaft 3 through a group of gears;

(7) Single flywheel, disconnect-type HET, two-wheeled drive structure: an energy storage flywheel device and a semi-separated HET (comprising three HET semi-coupling parts) are adopted, the first semi-coupling part (marked as HETh11) and the flywheel share a rotating shaft, the second semi-coupling part (marked as HETh12) rotating shaft is connected with a drive axle main reducer, or is connected with a fixed speed ratio reducer or a stepped speed ratio reducer, or is additionally provided with a universal transmission shaft, the third semi-coupling part (marked as HETh3) rotating shaft is connected with an engine output shaft, or is connected with a fixed speed ratio mechanical transmission device, and main circuits of the three HET semi-coupling parts are connected in series through an external terminal (16) and an external connection conductor to form a main current closed loop; during design, the maximum designed electromotive force of the HETh11 and the HETh12 can be selected to offset;

(8) single flywheel, disconnect-type HET, take the four-wheel drive structure of transfer case: an energy storage flywheel device and a semi-separated HET (comprising three HET semi-coupling parts) are adopted, the first semi-coupling part (marked as HETh11) shares a rotating shaft with the flywheel, the second semi-coupling part (marked as HETh12) rotating shaft is connected with a transfer case or an inter-shaft differential which distributes the driving force of a front shaft and a rear shaft, or is connected with a fixed speed ratio reducer or a stepped speed ratio reducer, the transfer case or the inter-shaft differential is connected with a front drive axle main reducer and a rear drive axle main reducer, or is additionally provided with a universal transmission shaft, the rotating shaft of the third semi-coupling part (marked as HETh3) is connected with an engine output shaft, or is connected with a fixed speed ratio mechanical transmission device, and main circuits of the three HET semi-coupling parts are connected in series through an external terminal (16) and an external coupling conductor to form a main current closed; during design, the maximum designed electromotive force of the HETh11 and the HETh12 can be selected to offset;

(9) Single flywheel, disconnect-type HET, direct four-wheel drive structure: an energy storage flywheel device and two separated HETs (comprising four HET half coupling parts) are adopted, the first half coupling part (marked as HETh11) and the flywheel share a rotating shaft, the rotating shaft of the second half coupling part (marked as HETh12) is connected with a main speed reducer of a drive axle, or connected with a fixed-speed-ratio reducer or a step-ratio reducer, or additionally provided with a universal drive shaft, a rotating shaft of a third half coupling (marked as HETh22) is connected with a main reducer of another drive axle, or connected through a fixed-speed-ratio reducer or a step-ratio reducer, or additionally provided with a universal transmission shaft, a fourth half coupling (marked as HETh3) rotating shaft is connected with an output shaft of the engine, or connected through a fixed speed ratio mechanical transmission device, the main circuits of the four HET semi-coupling parts are connected in series through an external terminal (16) and an external connection conductor to form a main current closed loop; during design, the designed maximum electromotive force of the flywheel side HETh11 is selected to be offset with the sum of the designed maximum electromotive forces of the two axle sides HETh12 and HETh22, the designed maximum electromotive forces of the two axle sides HETh12 and HETh22 are generally the same, and the designed maximum rotating speeds are also the same;

(10) Double flywheel, disconnect-type HET, two-wheeled drive structure: two energy storage flywheel devices with opposite rotation directions and two separated HETs (comprising four HET half coupling parts) are adopted, a first half coupling part (marked as HETh11) shares a rotating shaft with one flywheel, a second half coupling part (marked as HETh21) shares a rotating shaft with the other flywheel, a third half coupling part (marked as HETh12) rotating shaft is connected with a drive axle main reducer, or is connected with a fixed speed ratio reducer or a stepped speed ratio reducer, or is additionally provided with a universal transmission shaft, a fourth half coupling part (marked as HETh3) rotating shaft is connected with an engine output shaft, or is connected with a fixed speed ratio mechanical transmission device, and main circuits of the four HET half coupling parts are connected with an external connection conductor in series through an external terminal (16) to form a main current closed loop; during design, the designed maximum electromotive force of the axle side HETh12 is selected to be offset with the sum of the designed maximum electromotive forces of the two flywheel sides HETh11 and HETh21, the designed maximum electromotive forces of the two flywheel sides HETh11 and HETh21 are generally the same, and the designed maximum rotating speeds are also the same;

(11) double flywheel, separation type HET, four-wheel drive structure with transfer: two energy storage flywheel devices with opposite rotation directions and two separated HETs (comprising four HET half coupling parts) are adopted, the first half coupling part (recorded as HETh11) and one flywheel share a rotating shaft, the second half coupling part (recorded as HETh21) and the other flywheel share a rotating shaft, the rotating shaft of the third half coupling part (recorded as HETh12) is connected with a transfer gear or an inter-shaft differential gear for distributing the driving force of a front shaft and a rear shaft, or is connected with a fixed-speed-ratio reducer or a step-variable-speed-ratio reducer, a transfer case or an inter-axle differential is connected with a front drive axle main reducer and a rear drive axle main reducer, or a universal drive shaft is additionally arranged in the engine, a rotating shaft of a fourth half coupling (marked as HETh3) is connected with an output shaft of the engine, or connected through a fixed speed ratio mechanical transmission device, the main circuits of the four HET semi-coupling parts are connected in series through an external terminal (16) and an external connection conductor to form a main current closed loop; during design, the designed maximum electromotive force of the axle side HETh12 is selected to be offset with the sum of the designed maximum electromotive forces of the two flywheel sides HETh11 and HETh21, the designed maximum electromotive forces of the two flywheel sides HETh11 and HETh21 are generally the same, and the designed maximum rotating speeds are also the same;

(12) Double flywheel, disconnect-type HET, direct four-wheel drive structure: two energy storage flywheel devices with opposite rotation directions and two semi-separated HETs (comprising five HET semi-coupling parts) are adopted, a first semi-coupling part (marked as HETh11) shares a rotating shaft with a flywheel, a second semi-coupling part (marked as HETh21) shares a rotating shaft with another flywheel, a third semi-coupling part (marked as HETh12) rotating shaft is connected with a main reducer of a drive axle, or is connected with the main reducer of the drive axle through a fixed-speed-ratio reducer or a step-speed-ratio reducer, or is additionally provided with a universal transmission shaft, a fourth semi-coupling part (marked as HETh22) rotating shaft is connected with the main reducer of another drive axle, or is connected with the fixed-speed-ratio reducer or the step-speed-ratio reducer, or is additionally provided with a universal transmission shaft, a fifth semi-coupling part (marked as HETh3) rotating shaft is connected with an engine output shaft, or is connected with a fixed-speed-ratio mechanical transmission device, and main circuits of the five HET semi-coupling parts are connected in series through an external terminal (16) and an external coupling A closed loop; during design, the sum of the designed maximum electromotive forces of the two axle sides HETh12 and HETh22 is selected to be offset with the sum of the designed maximum electromotive forces of the two flywheel sides HETh11 and HETh21, the designed maximum electromotive forces of the two axle sides HETh12 and HETh22 are generally the same, the designed maximum rotating speeds are also the same, and the designed maximum electromotive forces of the two flywheel sides HETh11 and HETh21 are generally the same, and the designed maximum rotating speeds are also the same.

The fixed ratio speed reducer or mechanical transmission device comprises a gear, a belt, a chain, a worm transmission and the like. Gear drives are generally used here.

When the vehicle stops, the flywheel can be charged or discharged by an external power supply, and the flywheel can be charged by the engine.

When the vehicle runs, the flywheel and the engine have the following five power flow state combinations: flywheel-driven vehicles (either forward or reverse); the engine drives the vehicle (forward or reverse) and simultaneously charges the flywheel; the engine and the flywheel drive the vehicle (go forward or reverse) simultaneously; flywheel braking vehicles (forward or reverse); the flywheel brakes the vehicle (forward or reverse) while the engine charges the flywheel.

For the above-described (1), (2), (4), and (5) sub-division structure, the clutch 1 is engaged when the vehicle is driven or the kinetic energy is recovered and braked; when the engine runs with load, the clutch 3 is engaged, otherwise, the clutch 3 is disengaged; when the flywheel is charged or discharged by power plug, the hand brake brakes the vehicle, the clutch 1 is engaged, and the clutch 3 is disengaged; when the engine applies a load to the flywheel in a stopped state, the hand brake brakes the vehicle, disengages the clutch 1, and engages the clutch 3.

In the above-described (3) and (6) subdivided structures, the clutch 1 and the clutch 2 are engaged when the vehicle is driven or the kinetic energy is recovered and braked; when the engine runs with load, the clutch 3 is engaged, otherwise, the clutch 3 is disengaged; when the flywheel is charged or discharged by power plug, the hand brake brakes the vehicle, the clutch 1 and the clutch 2 are engaged, and the clutch 3 is disengaged; when the engine applies a load to the flywheel in a stopped state, the hand brake brakes the vehicle, disengages the clutch 1 and the clutch 2, and engages the clutch 3.

For the subdivision structures from (7) to (12), when the flywheel is charged or discharged in an inserted mode, the circuit connection area (5) of the HET half coupling at the flywheel end is switched on, the circuit connection areas (5) and the excitation current circuits of other HET half couplings are switched off, and an external power supply is switched on; when the flywheel is loaded by the engine in a stopped state, the hand brake brakes the vehicle, the external power supply is disconnected, the circuit connection area (5) of all the HET half-couplers is connected, and the excitation current circuits of other HET half-couplers except the HET half-coupler at the flywheel end and the HET half-coupler at the engine side are disconnected.

For the separated HET, a lead connected with an external direct-current power supply can be connected in parallel to an external connection conductor of each flywheel shaft end HET half-coupling part so as to realize (respectively) plug-in charging or unloading of each flywheel. When the charging is carried out, a circuit connection area (5) of an HET half coupling at the non-flywheel shaft end is disconnected, the circuit connection area (5) of the HET half coupling at the flywheel shaft end is connected, a relevant excitation coil which enables the magnetic flux of a rotor at the HET end to reach the maximum value is connected, the maximum excitation current is always maintained, the voltage of a direct current power supply is adjusted to be equal to the electromotive force of the rotor at the HET end, the direction is opposite to that of the electromotive force, a main current circuit is connected with the direct current power supply, the voltage of the direct current power supply is increased to reach the rated limit value of the main current of the power plug-in or the rated limit value of the power plug-in, the voltage of the direct current power supply is continuously adjusted to be increased in the process of charging and accelerating the flywheel, the main current and/or the power plug-; when the energy charging is finished, the voltage of the direct current power supply is firstly reduced to obtain zero current, the main current line is disconnected with the direct current power supply, and HET excitation is cancelled. When the power plug-in unloading is carried out, the preparation procedure is the same as the above, the current direction is opposite, and the operation procedure is opposite, namely, the voltage of the direct current power supply is reduced until the power plug-in unloading rated limit value or the power plug-in unloading main current rated limit value is reached. This plug-in charging or discharging is suitable for low power applications.

A second type of adjustment method for HET may be adopted for each set of concentrated HET in the above-mentioned (1) to (6) subdivision structures.

The electromagnetic law formula of a main circuit composed of three or four or five HET half-couples connected in series has the following form (the case of three or four HET half-couples applies to some of them):

electromotive force of HET half-couple rotor at flywheel 1 end:

Eh11＝ωh11·∑Фh11/(2π) (d1)

electromotive force of HET half-couple rotor at flywheel 2 end:

Eh21＝ωh21·ΣФh21/(2π) (d2)

electromotive force of the half-couple rotor of the HET on the axle 1 side:

Eh12＝ωh12·∑Фh12/(2π) (d3)

electromotive force of the HET half-couple rotor on the axle 2 side:

Eh22＝ωh22·∑Фh22/(2π) (d4)

electromotive force of the engine-side HET half-couple rotor:

Eh3＝ωh3·∑Фh3/(2π) (d5)

sum of electromotive forces of main current circuits of the (7) th and (8) th subdivision structures:

∑E＝Eh11+Eh12+Eh3 (d6)

the sum of electromotive forces of main current loops of the subdivision structure of the (9) th type:

ΣE＝Eh11+Eh12+Eh22+Eh3 (d7)

sum of electromotive forces of main current circuits of the (10) th and (11) th subdivision structures:

∑E＝Eh11+Eh21+Eh12+Eh3 (d8)

sum of electromotive forces of main current loops of subdivision (12):

ΣE＝Eh11+Eh21+Eh12+Eh22+Eh3 (d9)

main current:

I0＝ΣE/R0 (d10)

the electromagnetic torque of the HET semi-couple rotor at the end of the flywheel 1 is as follows:

Mhe11＝-I0·∑Фh11/(2π) (d11)

electromagnetic torque applied to HET semi-coupled rotor at 2 end of flywheel:

Mhe21＝-I0·ΣФh21/(2π) (d12)

the electromagnetic torque of the HET semi-couple rotor on the axle 1 side is as follows:

Mhe12＝-I0·∑Фh12/(2π) (d13)

the electromagnetic torque of the HET semi-couple rotor on the 2 side of the axle is as follows:

Mhe22＝-I0·ΣФh22/(2π) (d14)

electromagnetic torque to which the engine-side HET half-couple rotor is subjected:

Mhe3＝-I0·∑Фh3/(2π) (d15)

Neglecting the effect of temperature changes on the permeability of the material, neglecting the effect of air gap variations on the magnetic resistance, Σ Φ h11, Σ Φ h21, Σ Φ h12, Σ Φ h22 and Σ Φ h3 can be expressed as the following function of the absolute value | I0| of the main current I0 and the corresponding HET half-couple field coil current:

∑Фh11＝Ffh11(|I0|，Ih111，Ih112，…，Ih11m) (d16)

∑Фh21＝Ffh21(|I0|，Ih211，Ih212，…，Ih21m) (d17)

∑Фh12＝Ffh12(|I0|，Ih121，Ih122，…，Ih12m) (d18)

∑Фh22＝Ffh22(|I0|，Ih221，Ih222，…，Ih22m) (d19)

∑Фh3＝Ffh3(|I0|，Ih31，Ih32，…，Ih3m) (d20)

for the (7) th and (8) th subdivision structures,

obtained from the formulas (d1), (d3), (d5), (d6), (d 10):

I0＝Fi0(ωh11，ωh12，ωh3，R0，I1，I2，…，In) (d21)

from the formulas (d11), (d16), (d21), it can be found that:

Mhe11＝Fmh11(ωh11，ωh12，ωh3，R0，I1，I2，…，In) (d22)

from the formulas (d13), (d18), (d21), it can be found that:

Mhe12＝Fmh12(ωh11，ωh12，ωh3，R0，I1，I2，…，In) (d23)

from the formulas (d15), (d20), (d21), it can be found that:

Mhe3＝Fmh3(ωh11，ωh12，ωh3，R0，I1，I2，…，In) (d24)

for three HET semi-couple series systems with subdivision structures of (7) and (8), the second HET regulating method can be applied in an expanded mode, and Mhe12, Mhe3 or Mhe11 parameters are used as control commands. During adjustment, parameter values of ω h11, ω h12 and ω h3 are measured in real time, parameter values of Mhe12 are directly given, parameter values of Mhe3 or Mhe11 are given by power flow management strategy calculation, a scheme that the number of parameters of the exciting current to be solved is more than or equal to 3 is adopted, a formula (d23), a formula (d24) or a formula (d22) is used as a constraint condition, and a certain optimal combined solution of the parameters of the exciting current to be solved is obtained, for example, an optimal solution with the minimum sum of the main current ohmic heat (I0. I0. R0) and the exciting current ohmic heat (Sigma Poi) of the system is obtained, and the optimal solution can be calculated immediately or called from a database prepared in advance. And finally, using the obtained parameter value of the excitation current to be solved in an execution link.

For the subdivision structure of the (9) th kind,

from the formulae (d1), (d3), (d4), (d5), (d7), (d 10):

I0＝Fi0(ωh11，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d25)

from the formulas (d11), (d16), (d25), it can be found that:

Mhe11＝Fmh11(ωh11，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d26)

from the formulas (d13), (d18), (d25), it can be found that:

Mhe12＝Fmh12(ωh11，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d27)

from the formulas (d14), (d19), (d25), it can be found that:

Mhe22＝Fmh22(ωh11，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d28)

from the formulas (d15), (d20), (d25), it can be found that:

Mhe3＝Fmh3(ωh11，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d29)

for the four HET half-couple series system with the subdivision structure of the (9) th kind, the above HET second kind of adjusting method can be applied in an extension mode, and Mhe12, Mhe22, Mhe3 or Mhe11 parameters are used as control commands. During adjustment, parameter values of ω h11, ω h12, ω h22 and ω h3 are measured in real time, a sum value of Mhe12 and Mhe22 is directly given, parameter values of Mhe12, Mhe22, Mhe3 or Mhe11 are given by calculation through a power flow management strategy, a scheme that the number of parameters of excitation current to be solved is greater than or equal to 4 is adopted, and a certain optimal combined solution of the parameters of the excitation current to be solved, such as an optimal solution with the minimum sum of main current ohmic heat (I0 · I0 · R0) and excitation current ohmic heat (Σ Poi) of the system, is obtained by taking formulas (d27), (d28), (d29) or (d26) as constraint conditions, wherein the optimal solution can be calculated in real time or called from a database prepared in advance. And finally, using the obtained parameter value of the excitation current to be solved in an execution link.

For the (10) th and (11) th subdivision structures,

from the formulae (d1), (d2), (d3), (d5), (d8), (d 10):

I0＝Fi0(ωh11，ωh12，ωh21，ωh3，R0，I1，I2，…，In) (d30)

from the formulas (d11), (d16), (d30), it can be found that:

Mhe11＝Fmh11(ωh11，ωh12，ωh21，ωh3，R0，I1，I2，…，In) (d31)

from the formulas (d13), (d18), (d30), it can be found that:

Mhe12＝Fmh12(ωh11，ωh12，ωh21，ωh3，R0，I1，I2，…，In) (d32)

from the formulas (d12), (d17), (d30), it can be found that:

Mhe21＝Fmh21(ωh11，ωh12，ωh21，ωh3，R0，I1，I2，…，In) (d33)

from the formulas (d15), (d20), (d30), it can be found that:

Mhe3＝Fmh3(ωh11，ωh12，ωh21，ωh3，R0，I1，I2，…，In) (d34)

for the four HET half-couple series systems with the subdivision structures of (10) and (11), the above HET second-class adjusting method can be applied in an extension mode, and Mhe12, Mhe3, Mhe11 or Mhe21 parameters are used as control commands. During adjustment, parameter values of ω h11, ω h12, ω h21 and ω h3 are measured in real time, parameter values of Mhe12 are directly given, parameter values of Mhe3, Mhe11 or Mhe21 are given by calculation through a power flow management strategy, a scheme that the number of excitation current parameters to be de-excited is greater than or equal to 4 is adopted, a certain optimal combined solution of the excitation current parameters to be de-excited is obtained by taking the formula (d32), the formula (d34), the formula (d31) or the formula (d33) as a constraint condition, for example, the optimal solution with the minimum sum of main current ohmic heat (I0. I0. R0) and excitation current ohmic heat (Sigma Poi) of the system is obtained, and the optimal solution can be calculated immediately or called from a database prepared in advance. And finally, using the obtained parameter value of the excitation current to be solved in an execution link.

For the subdivision structure of the (12) th kind,

from the formulae (d1), (d2), (d3), (d4), (d5), (d9), (d 10):

I0＝Fi0(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d35)

from the formulas (d11), (d16), (d35), it can be found that:

Mhe11＝Fmh11(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d36)

from the formulas (d12), (d17), (d35), it can be found that:

Mhe21＝Fmh21(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d37)

from the formulas (d13), (d18), (d35), it can be found that:

Mhe12＝Fmh12(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d38)

from the formulas (d14), (d19), (d35), it can be found that:

Mhe22＝Fmh22(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d39)

from the formulas (d15), (d20), (d35), it can be found that:

Mhe3＝Fmh3(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In) (d40)

for the five HET half-couple series system with the subdivision structure of the (12) th kind, the above HET second kind of adjusting method can be applied in an extension mode, and Mhe12, Mhe22, Mhe3, Mhe11 or Mhe21 parameters are used as control commands. During adjustment, parameter values of ω h11, ω h21, ω h12, ω h22 and ω h3 are measured in real time, a sum value of Mhe12 and Mhe22 is directly given, parameter values of Mhe12, Mhe22, Mhe3, Mhe11 or Mhe21 are calculated and given by using a power flow management strategy, a scheme that the number of parameters of the excitation current to be de-excited is more than or equal to 5 is adopted, and a formula (d38), (d 39), (d40), a formula (d36) or (d37) is used as a constraint condition to obtain an optimal combined solution of the parameters of the excitation current to be de-excited, such as an optimal solution with the minimum sum of the main current ohmic heat (I0. I0. R0) and the excitation current ohmic heat (Sigma Poi) of the system, wherein the optimal solution can be calculated immediately or called from a database prepared in advance.

The engine is provided with a starter and a corresponding storage battery, but under the condition that the flywheel has available energy or recovers kinetic energy, the energy of the flywheel or the recovered kinetic energy is preferably adopted to start the engine, the engine is directly dragged to an idle speed, and then oil injection and ignition (a gasoline engine) or compression ignition (a diesel engine) are carried out. This avoids the need for a starter and battery and provides a starting process with greater energy efficiency.

The power steering unit is arranged at a driver seat of the vehicle and comprises a vehicle driving torque command steering output unit, the command is a relative value representing the magnitude of the driving torque, the command range corresponds to the maximum value from zero to the current available value, and the maximum value of the current available vehicle driving torque is calculated by a power control system according to the current state measurement parameters. For the subdivision structures of (4), (5), (6), (10) and (11), the power control unit can also comprise a setting unit for the torque distribution proportion of the two flywheels; for the (9) th subdivision, the power steering unit may also include a setting unit that allocates a proportion of the torque to the front and rear drive shafts; for the (12) th subdivision, the power steering 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 torque distribution ratio of the two flywheels or the two drive shafts can be manually executed by a driver seat setting unit, namely the driver operates the setting unit to set before starting or during rolling, can also be automatically executed by a power control system, namely the control system automatically sets before starting or during rolling or during non-rolling, and can also be configured with the two measures simultaneously, wherein one measure is used independently or the two measures are used jointly to execute the setting.

The power control unit comprises a vehicle brake command control output unit, the unit comprises a kinetic energy recovery brake and a friction brake, the two brakes share one set of control device, the brake operation travel is divided into two sections, the first travel section corresponds to a kinetic energy recovery brake torque relative value from zero to the maximum value, the second travel section corresponds to a friction brake torque relative value from zero to the maximum value, and the kinetic energy recovery brake torque of the maximum value is simultaneously maintained in the second travel section. The kinetic energy recovery braking is to recover the kinetic energy of the vehicle to a flywheel through HET reverse power flow transmission, and the friction braking is to convert the kinetic energy of the vehicle into heat energy by adopting a wheel friction braking element. The maximum value of the kinetic energy recovery braking torque is the maximum value which can be obtained currently and is calculated by the power control system according to the measured parameters of the current state.

For a vehicle having a step-ratio mechanical transmission, the power steering unit further includes an initial gear setting unit. The set initial gear ratio can be any one gear of the mechanical transmission device with the step-variable transmission ratio, including a minimum transmission gear ratio. In a range where the vehicle running speed is increased from zero to a maximum speed, the control is such that the gear ratio values are sequentially decreased from the initial gear value to the minimum gear value. When the initial gear selects the minimum transmission gear, the gear is not changed, which is equivalent to using fixed-ratio transmission. The shift operation in running is automatically controlled by the power control system, when the preset gear shift speed is reached, the transmission torque is reduced to zero, the original gear is disengaged, two parts to be engaged are synchronous by friction of a synchronizer, a new gear is engaged, and the required torque is transmitted according to the current driving torque instruction.

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

The energy charging system for the vehicle energy storage flywheel directly and mechanically drives the flywheel shaft by using external energy charging station equipment, the loading power can reach 2000kW, and the loading time can be shortened to be within a plurality of minutes.

The system has the following three types of schemes:

the first type of scheme:

the system comprises: the device comprises a loading joint mechanically connected with a loading disc at the lower end of a rotating shaft of an energy storage flywheel of the vehicle during operation, an electric motor connected with an alternating current power grid, and a transmission system between the loading joint and the electric motor.

The transmission system includes a set of ring-groove current collection and internally-cooled single-pole direct current electromagnetic transmission (HET), and is divided into a separated HET scheme and a centralized HET scheme.

The HET of the split-type HET scheme has a loading-side half-coupling HETho (output side) and an energy-supply-side half-coupling HEThi (input side), and is divided into a vertical-type HETho scheme and a horizontal-type HETho scheme according to the type of the HETho.

The HETho of the vertical HETho scheme is positioned on the upper side of the separated HET, and the upper end of the HETho rotating shaft can be connected with a vertical universal transmission shaft. The matched HEThi can select a vertical structure of a coaxial line and also can select a horizontal structure. When the vertical HEThi is adopted, the rotating shaft of the vertical HEThi is connected with the rotating shaft of the vertical motor below, or is connected with the rotating shaft of the vertical motor below through a speed-up gear box, or is connected with the rotating shaft of the horizontal motor below the side through a speed-up gear box with bevel gears. When the horizontal HEThi is adopted, the rotating shaft of the HEThi is connected with the rotating shaft of the horizontal motor on the side surface, or is connected with the rotating shaft of the horizontal motor on the side surface through a speed-increasing gear box.

The HETho rotating shaft of the horizontal HETho scheme is connected with a vertical universal transmission shaft at the upper side through a speed-up gear box with bevel gears. The matched HEThi is a horizontal structure, and a rotating shaft of the HEThi is connected with a rotating shaft of a horizontal motor on the side surface, or is connected with the rotating shaft of the horizontal motor on the side surface through a speed-increasing gear box.

The centralized HET schemes are further classified into a vertical HET scheme and a horizontal HET scheme. When the vertical HET scheme is adopted, the rotor at the HET output end is positioned at the upper side, the rotating shaft of the rotor at the HET input end is connected with the vertical universal transmission shaft above, and the rotating shaft of the rotor at the HET input end is connected with the rotating shaft of the vertical motor below, or is connected with the rotating shaft of the vertical motor below through a speed-up gear box, or is connected with the rotating shaft of the horizontal motor below laterally through a speed-up gear box with bevel gears. When the horizontal HET scheme is adopted, a rotor rotating shaft at the HET output end is connected with a vertical universal transmission shaft above the side through a speed-up gear box with a bevel gear, and a rotor rotating shaft at the HET input end is connected with a rotating shaft of a horizontal motor on the side surface or is connected with a rotating shaft of a horizontal motor on the side surface through a speed-up gear box.

The second scheme is as follows:

the system comprises: the device comprises a loading joint mechanically connected with a loading disc at the lower end of a rotating shaft of an energy storage flywheel of a vehicle during operation, an electric motor connected with an alternating current power grid, a vertical shaft type flywheel device for buffering, and a transmission system between the loading joint and the buffering flywheel and between the buffering flywheel and the electric motor.

The transmission system comprises two sets of annular groove current collection and internally cooled single-pole direct current electromagnetic transmission machines (HET), one set of HET (loading HET) is positioned between the buffering flywheel and the loading joint, and the other set of HET (energy supply HET) is positioned between the buffering flywheel and the motor.

Part before the damper flywheel (part between the load coupling and the damper flywheel): the HET loading end can be of a vertical separation type or a vertical concentration type, a rotor at the input end of the HET loading end is positioned at the lower side and connected with an upper extension shaft of a vertical buffering flywheel, and the upper end of a rotating shaft of a rotor at the output end of the HET loading end is connected with a vertical universal transmission shaft; the vertical separated type can be used without adding a universal transmission shaft.

Part after the damper flywheel (part between the damper flywheel and the motor): the energy supply HET can be vertical separated type or vertical centralized type, the rotor at the output end of the energy supply HET is positioned at the upper side and is connected with a lower extension shaft of a vertical buffer flywheel, and the lower end of the rotating shaft of the rotor at the input end of the energy supply HET is connected with the rotating shaft of a vertical motor below, or is connected with the rotating shaft of the vertical motor below through a speed-up gear box, or is connected with the rotating shaft of a horizontal motor below the side through a speed-up gear box with a bevel gear; the energy supply HET also can be composed of an output end vertical HET half coupling part and an input end horizontal HET half coupling part, wherein the output end vertical HET half coupling part is positioned at the upper side and connected with a downward extending shaft of the vertical buffering flywheel, and a rotating shaft of the input end horizontal HET half coupling part is connected with a rotating shaft of the lateral horizontal motor or is connected with the rotating shaft of the lateral horizontal motor through a speed-up gear box.

The buffering flywheel is used in a mechanical connection loading and energy charging system of a vehicle flywheel and can play the following roles: the frequent starting of a large motor (typical power is 2000kW) is avoided, a smaller-power motor can be used for normally charging the buffering flywheel, the power grid is stabilized, the equipment investment is reduced, and the multipoint loading of an energy charging station can be met by using a larger-capacity buffering flywheel.

The motor in the above-mentioned mechanically coupled load charging system may be a synchronous motor or an asynchronous motor, the synchronous motor being advantageous to the grid. After the motor is started, the motor runs at a synchronous rotating speed or a stable rotating speed with small slip ratio without speed regulation. When the vehicle flywheel or the buffering flywheel is required to be unloaded from the power grid, the motor can be operated reversely to be used as a generator.

In the scheme of the mechanical connection loading energy charging system without the universal transmission shaft, the (loading) HET adopts a separated structure, and the output end half-coupling part is of a vertical structure and is movable. At this time, the external connection conductor between the two separated half-coupling parts of the (loaded) HET adopts a mixed flexible cable, or the middle part of the external connection conductor adopts a mixed flexible cable, so as to obtain the dislocation movement tolerance.

The third scheme is as follows:

The system comprises: the loading device comprises a loading joint mechanically connected with a loading disc at the lower end of a rotating shaft of the energy storage flywheel of the vehicle during operation, a direct-current power supply connected with an alternating-current power grid, and a transmission system and a circuit connecting wire between the loading joint and the direct-current power supply.

The transmission system comprises an HET half-couple, and the HET half-couple is powered by a direct-current power supply through a coaxial conductor or a mixed-row flexible cable. A distinction is made between the HET half-couple vertical and horizontal solutions. When the vertical HET semi-couple part is adopted, the upper end of a rotating shaft can be connected with a vertical universal transmission shaft, or the vertical HET semi-couple part can be directly used without the universal transmission shaft, and the direct current power supply adopts a mixed flexible cable or adopts a mixed flexible cable at the middle part; when a horizontal HET semi-coupling part is adopted, a rotating shaft of the HET semi-coupling part is connected with a vertical universal transmission shaft above the side through a speed-up gear box with a bevel gear.

The designed voltage value of the direct current power supply can be 30-50V, and the more series stages of the HET half-coupling parts, the higher the rated voltage value. The direct current power supply is obtained by rectifying and reducing the alternating current of a power grid, the output voltage is adjustable, and the flywheel runs in a maximum current limit boundary, a maximum power limit boundary and the range of the maximum current limit boundary when being loaded. The direct current power supply can be easily arranged at the charging station to carry out multi-head loading on a plurality of vehicles and a plurality of flywheels. The DC power supply can be added with devices such as an inverter, and when the flywheel of the vehicle needs to be unloaded, the energy reversely returns to the AC power grid.

The concentrated HET in the mechanical connection loading charging system can adopt the schemes shown in fig. 5, fig. 6, fig. 7, fig. 16, fig. 19 and fig. 21. The split type HET half-coupling in the mechanical connection loading charging system can adopt the scheme shown in fig. 8-15, 30 and 31.

The above-mentioned mechanical connection loading energy charging system to the vehicle flywheel can also be added with a vertical cylindrical gear speed increaser in the transmission system, which is located near the side of the vehicle flywheel, namely: when the universal transmission shaft is arranged, the speed increaser is connected with the upper end of the existing vertical universal transmission shaft; when the universal transmission shaft is not arranged, the speed increaser is connected with the upper end of the rotating shaft of the existing HET semi-coupling part with the vertical loading end. The speed increaser is added to reasonably reduce the rotating speed of a universal transmission shaft and a loading end vertical HET semi-coupling part which are positioned at the top end of a transmission system. The speed increaser can be designed into a single stage or a plurality of stages, and the output shaft and the input shaft can be parallel dislocated or coaxial, so that the coaxial line is favorable for operation.

The loading joint is assembled on the uppermost rotating shaft of the top equipment of the transmission system, and when the vertical cylindrical gear speed increaser is configured, the loading joint is assembled on the output shaft of the vertical cylindrical gear speed increaser; when the speed increaser is not configured and the vertical universal transmission shaft is configured, the loading joint is assembled on the output shaft of the universal transmission shaft; when the speed increaser and the universal transmission shaft are not arranged and the loading end vertical HET semi-coupling part is arranged, the loading joint is assembled on the rotating shaft of the HET semi-coupling part.

The loading joint is mechanically connected with a loading disc at the lower end of a rotating shaft of a vehicle flywheel, and a mosaic structure or a friction structure is adopted. The selection of this connection configuration focuses on the following factors: the flywheel loading disc can be engaged, torque-transmitting and disengaged within the range from zero rotating speed to maximum rotating speed, the capacity of transmitting torque, the overall dimension, the structure is simple, the engagement is easy, the engagement impact force, the axial thrust and the radial resultant force are as small as possible, the vibration and the heating are as small as possible, and the blast air abrasion caused by the independent daily rotation of the flywheel loading disc when the flywheel loading disc is not loaded is small and the noise is low. The embedded structure has the advantages of large torque, small size and no heat generation, and has the following defects: the rotation speed tolerance is small, the centering needs to be accurate, the impact is generated, and the blast abrasion and the noise caused by the teeth or teeth of the loading disc are large. The advantages and disadvantages of the friction type structure are just opposite to those of the embedded type structure. The embedded structure is preferably a gear type structure or a jaw type structure with larger torque transmission capacity, has simple structure and is beneficial to realizing long-stroke joint of two separating elements. The friction type structure is preferably a cylindrical surface joint form which does not generate axial thrust, and a hydraulic operation pressurization mode which has large acting load and simple structure, such as an outer rubber tube hydraulic structure. The hydraulic oil of the hydraulic structure is supplied by a hydraulic station of an auxiliary system and is transmitted to a hydraulic working cavity of the loading joint through an axle center oil transmission hole on the pipeline and the loading rotating shaft, the sealing joint of the pipeline and the loading rotating shaft is preferably positioned at the lower shaft end of the loading rotating shaft which is exposed to be contacted, and when the lower shaft end of the rotating shaft cannot be contacted, the sealing joint is designed on a section of cylindrical surface of the loading rotating shaft.

The mechanical connection loading and energy charging system for the vehicle flywheel can be additionally provided with a set of manipulator system for moving the loading joint in the direction and a detection system for the rotating shaft direction of the vehicle vertical flywheel.

A manipulator system which can move the loading joint in the direction, and a detection system for the rotating shaft direction of the vertical flywheel of the vehicle, which are used for centering, positioning and moving the loading joint and the supporting and fixing part thereof. The manipulator system is provided with three spherical hinge fulcrums on the outer surface of a supporting and fixing part of the loading joint, and the spatial positions of the three fulcrums are controlled by six linear precession executing devices, so that the adjustment movement of the spatial position and the direction angle of the loading joint is controlled. Working procedure before loading: opening the flywheel shaft end protective cover, measuring the space position and the direction angle (three space coordinates and two direction angles) of the flywheel shaft end in a non-contact manner, adjusting and moving the loading joint and the supporting and fixing part thereof to a preparation position and a posture (the same as the direction angle of the flywheel) by utilizing a manipulator system, and then linearly translating the loading joint to a loading working position.

The vertical universal transmission shaft comprises a pair of universal joints, a telescopic spline transmission shaft in the middle, transmission shafts at two ends, bearings and fixed supporting pieces, and the like, no matter whether the transmission shaft at the upper end of the transmission shaft is connected with a vertical cylindrical gear speed increaser, a moving object controlled and operated by a manipulator system or manually comprises the transmission shaft at the upper end of the universal transmission shaft, and the universal transmission shafts with five degrees of freedom automatically adapt to the movement and the turning angle. Constant velocity joints are preferred, and cross joint joints can be used when the joint angle is small in the loaded operating position and when the vibration is within the allowable range.

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

(f) Wind power generation system applying HET

The wind power generation system adopts a single-pole direct current electromagnetic transmission machine (HET) with ring groove current collection and internal cooling as stepless speed change and torque conversion transmission equipment between a wind wheel (or a speed-up gearbox) and a generator, so that the wind wheel always keeps the optimal tip speed ratio and speed change operation under all working conditions below the designed wind speed, a synchronous or asynchronous generator always keeps the synchronous constant speed operation or the asynchronous approximate constant speed operation, and stable power frequency and high-quality electric energy is provided for a power grid.

A wind power generation system comprising: the wind power generator comprises a wind wheel for absorbing wind energy, either a horizontal shaft type or a vertical shaft type, a generator which directly outputs power frequency alternating current and is connected with a power grid (or connected with an off-grid user), either a synchronous generator or an asynchronous generator, a transmission system for connecting the wind wheel and the generator, and control systems of the devices. The drive train has two types of solutions.

The first type of scheme:

the scheme is called as a gearless direct connection scheme, and a single-pole direct current electromagnetic transmission machine (HET) which collects current by using an annular groove and is internally cooled is directly connected with a wind wheel and a generator. The HET adopts a separated type, one HET half coupling part is connected with a wind wheel shaft and operates with the same rotating speed and variable speed with a wind wheel, and the other HET half coupling part is connected with a generator shaft and operates with the same rotating speed and constant speed or approximately constant speed with a generator. The HET half-coupling on the wind wheel side has a very low rotation speed, and adopts a hollow shaft, an inner rotor type structure or an outer rotor type structure (figure 11), and the hollow structure of the outer rotor type is beneficial to arranging a stator at an inner ring so as to obtain the advantages of smaller weight, shorter cable and accessory pipelines and the like. The size and the weight of the HET half coupling on the wind wheel side are large, so that the HET half coupling on the wind wheel side has a large defect, and the HET half coupling on the wind wheel side has the advantages of canceling a large-speed-ratio speed-increasing gear box, and reducing maintenance work and fault hidden dangers thereof.

The second scheme is as follows:

the scheme is called as 'connection with speed increasing', a speed increasing gear box and a single-pole direct current electromagnetic transmission (HET) with ring groove current collection and internal cooling are adopted, and the arrangement sequence is as follows in sequence: wind wheel, gear box, HET, generator. The HET adopts a centralized type or a separated type, one HET rotor is connected with an output shaft of a gear box to perform variable speed operation, and the other HET rotor is connected with a generator shaft to perform constant speed or approximate constant speed operation with the same rotating speed as the generator. The gearbox step-up ratio is generally selected to be equal to the ratio of the generator rotation speed to the wind wheel design rotation speed, so that the two rotors of the HET have the same design rotation speed, and a smaller gearbox step-up ratio can be selected. The 'connection with speed increasing' scheme is obviously superior to the 'gearless direct connection' scheme in terms of weight and cost factors.

The generator adopts a universal synchronous generator or an asynchronous generator, the synchronous generator runs at a constant rotating speed, the asynchronous generator runs at an approximate constant rotating speed, and power frequency alternating current is directly output and is used for supplying power to a power grid or an off-grid user through boosting.

The wind wheel can adopt a horizontal shaft type or a vertical shaft type. But widely used are horizontal axis wind wheels with three airfoil blades. The horizontal axis wind turbine may employ fixed pitch angle blades or variable pitch angle blades.

Under the condition of designing wind speed and below the wind speed, the horizontal axis type wind wheel runs at the designed pitch angle variable rotating speed, and the rotating speed of the wind wheel is controlled to change along with the wind speed by utilizing the adjusting function of the HET and is always kept near the optimal tip speed ratio state.

Under the condition that the wind speed is higher than the designed wind speed to the cut-out wind speed, for a horizontal axis type wind wheel adopting blades with fixed pitch angles, a stall method is used for carrying out power limitation control, the wind wheel is controlled to keep the designed rotating speed by utilizing the adjusting function of HET, or the wind wheel is driven to rotate at variable speed (mainly speed reduction) so as to enable the wind wheel to output and maintain the designed power; for a horizontal axis wind wheel adopting variable-pitch angle blades, a variable-pitch angle method or an active stall control method is used for power limitation control, and the adjusting function of HET is utilized to control the wind wheel to keep the designed rotating speed or the wind wheel is driven to rotate at variable speed (mainly to reduce the speed) so as to keep the designed power output of the wind wheel.

The transmission system is provided with a set of mechanical brake device, the mechanical brake device of the 'gearless direct connection' scheme is arranged at the wind wheel shaft, and the mechanical brake device of the 'connection with speed increasing' scheme can be arranged at the wind wheel shaft and can also be arranged at the output shaft of the gearcase. The wind wheel is equipped with aerodynamic braking measure, the variable pitch blade wind wheel adopts a 'feathering' braking method, and the fixed pitch blade is provided with a 'blade tip' feathering braking structure or a 'spoiler' braking structure.

The horizontal axis type wind wheel adopts the following wind aligning device: yaw drive initiative is to fan constructs, to the tail rudder of wind, to the wind side wheel.

(g) Wind power generation system applying HET and flywheel

The scheme of the invention adopts a single-pole direct current electromagnetic transmission machine (HET) with a flywheel and a ring groove for collecting current and internally cooling as an energy storage device and transmission equipment, is applied to a wind power generation system, realizes the function of stable power generation of the wind power generation system with the energy storage device, exerts the transmission advantage of the HET, greatly improves the wind energy capture efficiency, and thus comprehensively improves the wind power generation system.

A wind power generation system comprising: the wind power generator comprises a horizontal shaft type or vertical shaft type wind wheel for absorbing wind energy, a generator connected with a power grid or connected with an off-grid user, an energy storage flywheel device, a set of transmission system of a monopole direct current electromagnetic transmission machine (HET) containing ring groove collector and internal cooling, and a control system of the devices.

The energy storage flywheel comprises a wheel body, a rotating shaft, a bearing, a vacuum chamber and the like, wherein the large mass part of the wheel body is made of unidirectional continuous fiber reinforced composite materials in a circumferential winding mode, and the bearing is a mechanical rolling bearing or a magnetic bearing. The preferred solution for the energy storage flywheel is to use a vertical flywheel.

The description of the vertical flywheel can be seen in the description in the section of the summary of the invention of "(c) flywheel power system for vehicle using HET".

The transmission system among the wind wheel, the generator and the flywheel in the wind power system has three schemes: the first type is a scheme without HET between the wind wheel and the generator, which is equivalent to the scheme that an energy storage device and transmission equipment thereof are added on the conventional wind power system, the second type is a scheme that a set of independent HET is arranged between the wind wheel and the generator, and the third type is a scheme that the wind wheel, the generator and the flywheel are respectively connected with an HET half coupling.

In the first type of solution, the wind wheel is either directly connected to the generator (direct drive solution), or connected to the generator through a step-up gearbox; one end rotor of a set of HET (marked as HETf) for transmitting flywheel energy is connected with a flywheel rotating shaft, and the other end rotor is connected with a generator rotating shaft or connected with the generator rotating shaft through a pair of bevel gears; HETf can be isolated or concentrated; the end of the generator shaft connected with the HETf can face the wind wheel (except for direct drive scheme) or back to the wind wheel (namely the connected shaft extension end is positioned at one side connected with the wind wheel or the opposite side thereof, the same below); the flywheel can be of a vertical or horizontal shaft type, and is preferably a vertical flywheel; when using horizontal axis wind wheels, horizontal generators (including cases where the wind wheel and generator axes have some elevation angle, the same applies below), and vertical flywheels, HETf has three options: one is a horizontal one-vertical separation type HETf, a horizontal half coupling part HETfhe rotating shaft is connected with a horizontal generator rotating shaft, a vertical half coupling part HETfhf rotating shaft is connected with a flywheel rotating shaft, the other is an 'two-vertical separation type HETf', a vertical half coupling part HETfhe rotating shaft is connected with the horizontal generator rotating shaft through a pair of bevel gears, a vertical half coupling part HETfhf rotating shaft is connected with the flywheel rotating shaft, the third is a 'vertical concentration type HETf', a rotor rotating shaft of the vertical concentration type HETf is connected with the horizontal generator rotating shaft through a pair of bevel gears, and the other rotor rotating shaft is connected with the flywheel rotating shaft.

In the second scheme, a set of HET (marked as HETw) is adopted between the wind wheel and the generator to transmit power, a rotor at one end of the HETw is connected with a rotating shaft of the generator, and a rotor at the other end of the HETw is directly connected with a rotating shaft of a flywheel or is connected with the rotating shaft of the flywheel through a speed-up gear box; HETw can be isolated or concentrated; when a horizontal shaft type wind wheel and a horizontal generator are adopted, a split horizontal HETw is adopted in the scheme without the speed-increasing gear box, the rotating speed of an HET semi-coupler at the wind wheel side is very low, a hollow shaft and inner rotor type structure or an outer rotor type structure can be adopted, and a split or concentrated horizontal HETw is adopted in the scheme with the speed-increasing gear box; one end rotor of a set of HET (marked as HETf) for transmitting flywheel energy is connected with a flywheel rotating shaft, and the other end rotor is connected with a generator rotating shaft or connected with the generator rotating shaft through a pair of bevel gears; HETf can be isolated or concentrated; the end of the generator rotor connected with the HETf can face the wind wheel or be back to the wind wheel; the flywheel can be of a vertical or horizontal shaft type, and is preferably a vertical flywheel; when a horizontal axis wind wheel, a horizontal generator and a vertical flywheel are adopted, the HETf has three options: one is a horizontal one-vertical separation type HETf, a horizontal half coupling part HETfhe rotating shaft is connected with a horizontal generator rotating shaft, a vertical half coupling part HETfhf rotating shaft is connected with a flywheel rotating shaft, the other is an 'two-vertical separation type HETf', a vertical half coupling part HETfhe rotating shaft is connected with the horizontal generator rotating shaft through a pair of bevel gears, a vertical half coupling part HETfhf rotating shaft is connected with the flywheel rotating shaft, the third is a 'vertical concentration type HETf', a rotor rotating shaft of the vertical concentration type HETf is connected with the horizontal generator rotating shaft through a pair of bevel gears, and the other rotor rotating shaft is connected with the flywheel rotating shaft.

In the third scheme, a wind wheel rotating shaft is directly connected with an HET half-coupling (marked as HEThw, the rotating speed is very low, a hollow shaft and an inner rotor type structure or an outer rotor type structure can be adopted), or is connected with an HET half-coupling (marked as HEThw) through a speed-increasing gear box, a generator rotating shaft is connected with an HET half-coupling (marked as HEThe), a flywheel rotating shaft is connected with an HET half-coupling (marked as HEThf), main current circuits of the three HET half-couplings are connected in series, and the principle is equivalent to 1.5 separation type HET; the flywheel may be of vertical or horizontal axis type, preferably a vertical flywheel.

Comparison of the second and third categories of protocols: the second scheme adopts two sets of HETs (HETw and HETf) which are mutually independent, has flexible adjustment and control and large adjustable range and has the defect of four rotors (or half-couples); the third scheme adopts 1.5 sets of HET connected in series, has three HET half-coupling parts (HEThw, HEThe and HEThf), has small structural quantity, but is limited by the fact that the main currents of the three parts must be the same, and is not flexible in regulation and control and limited in optimized operation.

When a horizontal shaft type wind wheel and a vertical flywheel are adopted, the rotation center line of the flywheel and the yaw rotation center line are preferably coincident or parallel, the moment of the flywheel gyro can be reduced to zero by the coincidence or the parallel of the two center lines, and the radial load generated on the structure and the bearing due to the gravity center movement of the flywheel can be eliminated by the coincidence of the two center lines.

When the second and third schemes are adopted, the generator can adopt a universal synchronous or asynchronous power frequency alternating current generator, and the generator directly outputs power frequency alternating current under power frequency in synchronous constant-speed operation or asynchronous approximately constant-speed operation, and supplies power to a power grid or off-grid users through boosting; at this time, a horizontal axis wind wheel is adopted, and the blades of the wind wheel can be fixed pitch angle blades or variable pitch angle airfoil section blades.

The power capacity of the generator in the wind power system and the power capacity of the related equipment (including the step-up transformer connected to the network, other power grid connecting equipment and cables) can be designed in a derating way, namely, the rated capacity of the generator is designed according to the capacity specification lower than the rated power of the wind wheel, for example, the rated electromagnetic power of the generator and the rated power of the related equipment are half of the rated power of the wind wheel. The flywheel structure in the wind power system can transfer power capacity, and the power capacity of HETf or HEThf for transferring flywheel energy can be designed in a reduced amount, for example, the power capacity is half of the rated power of a wind wheel. The above-mentioned derating design at the generator end and the derating design at the flywheel end can be adopted at the same time, for example, the capacity of both ends is halved.

The second class of regulatory approaches described above for HET can be employed for a separate set of HETs (HETf or HETw).

The electromagnetic law formula for a series main circuit of 1.5 split-type HETs with three HET half-couples (HEThw, hete, and HEThf) has the following form:

electromotive force of HEThw half-couple rotor:

Ew＝ωw·∑Фw/(2π) (g1)

electromotive force of the heth half-couple rotor:

Ee＝ωe·∑Фe/(2π) (g2)

electromotive force of HEThf half-couple rotor:

Ef＝ωf·∑Фf/(2π) (g3)

sum of electromotive forces of main current loop:

ΣE＝Ew+Ee+Ef (g4)

main current:

I0＝ΣE/R0 (g5)

electromagnetic torque to which the HEThw half-couple rotor is subjected:

Mew＝-I0·∑Фw/(2π) (g6)

electromagnetic torque applied to the HEThe half-coupling rotor:

Mee＝-I0·∑Фe/(2π) (g7)

electromagnetic torque to which the HEThf half-couple rotor is subjected:

Mef＝-I0·∑Фf/(2π) (g8)

neglecting the effect of temperature changes on the permeability of the material, neglecting the effect of air gap variations on the magnetic resistance, Σ Φ w, Σ Φ e and Σ Φ f can be expressed as the absolute value | I0| of the main current I0 and the corresponding half-couple field coil current as a function of:

∑Фw＝Ffw(|I0|，Iw1，Iw2，…，Iwm) (g9)

∑Фe＝Ffe(|I0|，Te1，Ie2，…，Iem) (g10)

∑Фf＝Fff(|I0|，If1，If2，…，Ifm) (g11)

from the formulas (g1) to (g5), (g9) to (g11), it can be found that:

I0＝Fi0(ωw，ωe，ωf，R0，I1，I2，…，In) (g12)

from the formulas (g6), (g9), and (g12), it can be found that:

Mew＝Fmw(ωw，ωe，ωf，R0，I1，I2，…，In) (g13)

from the formulas (g7), (g10), and (g12), it can be found that:

Mee＝Fme(ωw，ωe，ωf，R0，I1，I2，…，In) (g14)

from the formulas (g8), (g11), and (g12), it can be found that:

Mef＝Fmf(ωw，ωe，ωf，R0，I1，I2，…，In) (g15)

the second HET type adjusting method can be applied to a series system of three HET half-coupling parts HEThw, HEThe and HEThf in an expanded mode, and Mew, Mee or Mef parameters are used as control instructions. During adjustment, parameter values of ω w, ω e and ω f are measured in real time, a given Mew parameter value is calculated by using a target operation line on a wind wheel torque-rotation speed characteristic diagram, a given Mee or Mef parameter value is calculated by using a power flow management strategy, a scheme that the number of parameters of the excitation current to be de-excited is more than or equal to 3 is adopted, and a certain optimal combined solution of the parameters of the excitation current to be de-excited, such as an optimal solution with the minimum sum of the main current ohmic heat (I0. I0. R0) and the excitation current ohmic heat (Sigma Poi) of the system, is obtained by using a formula (g13), a formula (g14) or a formula (g15) as a constraint condition, wherein the optimal solution can be calculated immediately or called from a database prepared in advance. And finally, using the obtained parameter value of the excitation current to be solved in an execution link.

When the second and third schemes are adopted, under the condition of designing wind speed and below, the horizontal axis type wind wheel runs at the designed pitch angle variable rotating speed, and the rotating speed of the wind wheel is controlled to change along with the wind speed by utilizing the adjusting function of HET and is always kept near the optimal tip speed ratio state; under the condition that the wind speed is higher than the designed wind speed to the cut-out wind speed, a stall method is used for carrying out power limitation control on a horizontal axis type wind wheel adopting blades with fixed pitch angles, the adjusting function of an HET is used for controlling the wind wheel to keep the designed rotating speed, or the wind wheel is enabled to run in a variable speed (mainly in a speed reduction mode) so that the wind wheel outputs and maintains the designed power, a pitch angle changing method or an active stall control method is used for carrying out power limitation control on the horizontal axis type wind wheel adopting blades with variable pitch angles, the adjusting function of the HET is used for controlling the wind wheel to keep the designed rotating speed, or the wind wheel is enabled to run in a variable speed (mainly.

A set of mechanical brake device is configured on the transmission shaft, the mechanical brake device without the speed-up gear box scheme is arranged at the wind wheel shaft, and the mechanical brake device with the speed-up gear box scheme can be arranged at the wind wheel shaft and also can be arranged at the output shaft of the gear box. The wind wheel is equipped with aerodynamic braking measure, the variable pitch blade wind wheel adopts a 'feathering' braking method, and the fixed pitch blade is provided with a 'blade tip' feathering braking structure or a 'spoiler' braking structure.

The conventional operation of the wind power system adopts a stable power generation operation method, the generator is operated according to the planned average power generation power, when the wind wheel output power is higher than the average value under a large wind condition or gust, the higher difference is absorbed by the flywheel, and when the wind wheel output power is lower than the average value under a small wind condition, the insufficient difference is compensated and output by the flywheel.

The wind power system can also play a role in regulating the peak of the power grid, when the power grid needs to store energy and the wind speed is low, the generator is used as a motor, the flywheel absorbs the electric energy from the power grid, and when the load of the power grid is increased and the wind speed is low, the flywheel outputs the stored energy in full force.

(h) Flywheel energy storage and conversion system applying HET

The scheme of the invention adopts a single-pole direct current electromagnetic transmission machine (HET) with ring groove current collection and internal cooling as the transmission equipment of the energy storage flywheel, thereby realizing a new energy storage and conversion system with powerful power, high efficiency and low cost.

A flywheel energy storage and conversion system applicable to fixed places such as power grid peak shaving, wind power generation and uninterruptible power supply comprises: an energy storage flywheel device, a motor/generator, a set of annular groove current collectors, an internally cooled single-pole DC electromagnetic transmission (HET), and their control systems.

The motor/generator adopts a synchronous motor or an asynchronous motor, is directly connected with a power frequency power grid, runs at a synchronous rotating speed (the synchronous motor) or a rotating speed close to the synchronous rotating speed (the asynchronous motor) after being started, is positioned in an atmospheric environment (in a non-vacuum container), and adopts a horizontal or vertical structure. When energy is input to the flywheel from the power grid, the motor operates in a motor state, and when the energy is output to the power grid from the flywheel, the motor operates in a generator state. When the flywheel is powered, the motor is started by taking the flywheel and HET to the rated speed.

The HET may employ a vertical concentration type scheme: the rotor at the lower end is connected with the upper shaft end of the flywheel rotating shaft through a coupling, or is directly connected with the upper shaft end of the flywheel rotating shaft, or is connected with the upper shaft end of the flywheel rotating shaft through a clutch (for disengaging the clutch when HET does not work), and the rotor at the upper end is connected with the lower shaft end of the vertical motor rotating shaft through a coupling, or is directly connected with the lower shaft end of the vertical motor rotating shaft.

HET may also employ a split HET protocol: the HET semi-coupling on the flywheel side is of a vertical structure, a rotor of the HET semi-coupling is connected with the upper shaft end of the flywheel rotating shaft through a coupling, or is directly connected with the upper shaft end of the flywheel rotating shaft, or is connected with the upper shaft end of the flywheel rotating shaft through a clutch (used for disengaging the clutch when the HET does not work), the HET semi-coupling on the motor side is of a horizontal structure, and the rotor of the HET semi-coupling is connected with the shaft end of the horizontal motor rotating shaft through the coupling, or is directly connected with the.

The second type of adjustment for HET described above can be used for HET.

Drawings

In the following figures, some of the figures show a half-sectional view (or schematic view) of only one side of the axis line based on an axisymmetric structure.

FIG. 1: the schematic diagram of the HET meridian plane of the centralized type, the two-axis single magnetic flux (without sharing the two axes), the far-axis coil, the solid axis, the axial plane type and the excitation with the permanent magnet.

FIG. 2: the HET meridian plane schematic diagram is characterized by comprising a centralized type, a single double magnetic flux with two shafts (shared by two shafts), a far-axis coil, a solid shaft, an axial plane type, excitation with a permanent magnet and an externally-connected terminal led out from the middle.

FIG. 3: the device comprises a centralized type HET meridian plane schematic diagram, a two-axis single-double magnetic flux (shared by two axes), a far-axis coil, a solid axis, an axial plane type HET meridian plane schematic diagram, a permanent magnet excitation type HET meridian plane schematic diagram and a single magnetic flux side lead-out external terminal.

FIG. 4: the schematic diagram of the HET meridian plane of the centralized type, two shafts, a single double magnetic flux (shared by two shafts), a far shaft coil, a solid shaft, an axial plane type and excitation with a permanent magnet.

FIG. 5: a centralized-type two-axis double magnetic flux (shared by two axes), a near-axis coil, a solid axis and an axial plane type HET meridian plane schematic diagram.

FIG. 6: the HET meridian plane schematic diagram is characterized by comprising a centralized double-magnetic-flux (no two shafts are shared in the form), a two-shaft double-magnetic-flux (two shafts are shared), a near-axis coil, a solid shaft, an axial plane type and two shafts rotating in the same direction.

FIG. 7: a centralized HET meridian plane schematic diagram of a two-axis single magnetic flux (without sharing two axes), a far-axis coil, a solid axis and an axial plane.

FIG. 8: meridian plane schematic diagrams of split type, single magnetic flux, paraxial coil, solid shaft and axial plane type HET semi-couple parts.

FIG. 9: meridian plane schematic diagrams of split type, double magnetic flux, paraxial coil, solid shaft and axial plane type HET semi-couple.

FIG. 10: meridian plane schematic diagrams of split type, double magnetic flux, paraxial coil, hollow shaft and axial plane type HET semi-couple.

FIG. 11: meridian plane schematic diagrams of split type, double-magnetic-flux, outer rotor and axial plane type HET semi-couple parts.

FIG. 12: meridian plane schematic diagrams of split type, double magnetic flux, two-stage external series connection, near-axis coil, solid axis and axial plane type HET half-couple.

FIG. 13: meridian plane schematic diagrams of split type, double magnetic flux, three-level external series connection, near-axis coil, solid axis and axial plane type HET half-couple.

FIG. 14: meridian plane schematic diagrams of split type, double magnetic flux, two-stage internal series connection, near-axis coils, solid axes and axial plane type HET half-couple parts.

FIG. 15: meridian plane diagrams of HET semi-couple parts with separated type, double magnetic fluxes, near-axis coils, solid shafts, axial plane type, egg-shaped central islands and non-full-height rotor conductors.

FIG. 16: the HET meridian plane schematic diagram is characterized by comprising a centralized double-magnetic-flux (no two shafts are shared in the form), a two-shaft double-magnetic-flux (two shafts are shared), a near-axis coil, a solid shaft, an axial plane type and two shafts with opposite rotation directions.

FIG. 17: the central type, two shafts, a single double magnetic flux (with two shafts shared), a far shaft coil, a solid shaft, an axial plane type and an HET meridian plane schematic diagram of an external terminal led out from the middle.

FIG. 18: the device comprises a centralized type, a single double magnetic flux with two shafts (shared by two shafts), a far-axis coil, a solid shaft, an axial plane type and an HET meridian plane schematic diagram with one side led out of an external terminal.

FIG. 19: the centralized type, two shafts, a single double magnetic flux (with two shafts shared), a far-axis coil, a solid shaft, an axial plane type and an HET meridian plane schematic diagram without leading-out external terminals.

FIG. 20: split type, double magnetic flux, near-axis coil, solid axis, egg-shaped central island, axial surface type HET half couple meridian plane diagram.

FIG. 21: a concentrated type, a two-axis double magnetic flux (shared by two axes), a near-axis coil, a solid axis, an egg-shaped central island and an axial plane type HET meridian plane diagram.

FIG. 22: meridian plane diagrams of split type, double magnetic flux, near-axis coil, hollow shaft, axial plane type, single stage, egg-shaped central island and horizontal HET semi-couple.

FIG. 23: horizontal separated HET half-couple HEThey meridian plane diagram (double magnetic flux, paraxial coil, hollow shaft, axial plane type, single-stage, egg-shaped central island).

FIG. 24: meridian plane diagram (double magnetic flux, near-axis coil, solid shaft, axial plane type, single-stage and egg-shaped central island) of motor lateral horizontal separated HET semi-couple.

FIG. 25: meridian plane diagram (one) of flywheel and separated half-coupling of HET.

FIG. 26: meridian plane diagram (II) of flywheel and separated HET semi-couple (part A).

FIG. 27 is a schematic view showing: a flywheel and a separated HET non-flywheel shaft end half-coupling part of a four-wheel drive car power system are schematically arranged.

FIG. 28: a schematic layout of an engine, a flywheel and a separated HET non-flywheel shaft end half-coupling part of a car hybrid power system.

FIG. 29: vertical separated HET half-couple HETfhf meridian plane diagram (double magnetic flux, paraxial coil, solid shaft, axial plane type, single-stage, egg-shaped central island).

FIG. 30: loading end vertical separation type half-couple HETho meridian plane diagram (double magnetic flux, near-axis coil, two-stage external series connection, non-full-high rotor conductor, egg-shaped central island).

FIG. 31: energy supply end vertical separation type half-couple HEThi meridian plane diagram (double magnetic flux, near-axis coil, solid shaft, two-stage external series connection, non-full-high rotor conductor and egg-shaped central island).

FIG. 32: loading joint and loading spindle upper end structure and support (left half section and right half section intersect at an angle of 135 °).

FIG. 33: the loading joint and the flywheel loading disc (the intersection angle of the left half section and the right half section is 135 degrees).

FIG. 34: fig. 33 is a partially enlarged view.

FIG. 35: a plurality of sets of wheel bodies connected in series and a plurality of sections of cylindrical central shafts are connected.

FIG. 36: flywheel upper end structure.

FIG. 37: a stationary disc of a suction type axial support permanent magnet bearing.

FIG. 38: an axial permanent magnet bearing and a lower end radial bearing.

FIG. 39: meridian plane diagrams (double magnetic flux, near-axis coil, solid shaft, axial plane type, two-stage external series connection and egg-shaped central island) of flywheel side vertical separated HET semi-couple pieces.

FIG. 40: provided is a wind power generation system with HET.

FIG. 41: provided is a wind power generation system with a flywheel and a HET.

FIG. 42: the separated HET is characterized in that the rotating shaft (2) and the stator magnetizer (10) are externally and internally provided with magnetic conduction cylinders, double magnetic fluxes at the left end are 9000r/min and 318Nm, single magnetic fluxes at the right end are 6000r/min, 159Nm and 39171A.

FIG. 43: the separated HET is characterized in that the rotating shaft (2) and the stator magnetizer (10) are magnetically conducted on the inner cylindrical surface and the outer cylindrical surface, the left end is provided with double magnetic fluxes of 9000r/min and 318Nm, and the right end is provided with double magnetic fluxes of 6000r/min, 159Nm and 39171A.

FIG. 44: fig. 42 is a partially enlarged view of a plate-shaped center island, a stator conductor (6) is separately assembled inside, and a cooling passage is provided on the side of the exciting coil.

FIG. 45: fig. 42 is a partially enlarged view of a plate-shaped center island, a cooling passage on the side of the stator conductor (6) on which the exciting coil is not provided, and a separate assembly type.

FIG. 46: fig. 47 shows a cross sectional view a-a, an egg-shaped central island, a rotor shaft (2) and a stator magnetizer (10) are magnetically conductive to the outer and inner cylindrical surfaces.

FIG. 47: the stator conductor (6) in fig. 46 is viewed axially from the right (solid line).

FIG. 48: fig. 50 shows a sectional view taken along the line a-a, in which the egg-shaped center island, the rotating shaft (2) and the stator magnetizer (10) are magnetically conductive at the inner and outer cylindrical surfaces, and the exciting coil is designed near the shaft.

FIG. 49: fig. 48 is a partially enlarged view.

FIG. 50: the stator conductor (6) in fig. 48 is viewed axially from the right (solid line).

FIG. 51: fig. 43 is a partially enlarged view showing that the plate-shaped central island, the inner side of the stator conductor (6) are separately assembled, and the rotating shaft (2) and the stator magnetizer (10) are magnetically conducted on the inner cylindrical surface and the outer cylindrical surface.

FIG. 52: flywheel arrangement (nominal stored energy 1567 kWh).

FIG. 53: and (3) connecting a flywheel-side vertical separation type HET half coupling (HETfhf) with the flywheel.

FIG. 54: meridian plane diagrams of the flywheel (176) and the flywheel-side HET half-coupling (HETfhf, 177).

FIG. 55: and a plurality of sets of wheel bodies connected in series and a plurality of sections of cylindrical central shafts are connected.

FIG. 56: flywheel device (rated stored energy 38465 kWh).

FIG. 57: and the flywheel-side vertical separated HET half coupling is connected with the flywheel.

FIG. 58: flywheel energy storage and conversion systems using HET.

FIG. 59: fig. 61 is a sectional view taken along line a-a, showing an egg-shaped center island, in which the shaft (2) and the stator magnetizer (10) are magnetically conductive at inner and outer cylindrical surfaces.

FIG. 60: fig. 59 is a partially enlarged view.

FIG. 61: the stator conductor (6) in fig. 59 is viewed axially from the right (solid line).

FIG. 62: fig. 42, fig. 43 are partially enlarged views, and B-B view in fig. 63, showing the flexible parallel-serial external connection wire and the terminal thereof.

FIG. 63: fig. 62 is a view a-a of the flexible hybrid external electric wire and its terminal.

Detailed Description

A specific design of the split HET, as shown in figure 43. The left half coupling HEThw is designed as an output end and transmits power to a main speed reducer of a vehicle drive axle, and the right half coupling HEThe is designed as an input end and receives power of an engine. HEThw and HEThe are single-stage, double-flux, axial plane type, and have the maximum main current of 39171A. HEThw maximum rotational speed 9000r/min, maximum electromagnetic torque 318Nm, HEThe maximum rotational speed 6000r/min, maximum electromagnetic torque 159 Nm. The HEThw and HEThe have a structure of ring groove current collection and internal cooling, and the inner cylindrical surface of the rotating shaft 2 and the outer cylindrical surface of the stator magnetizer 10 are matched to form a magnetic circuit air gap.

Each rotor has a rotor magnetic and electric conductor 3, and a rotor electric conductor 4 is soldered to each of the two axial sides of the rotor. The three rotor pieces have the same inner diameter and outer diameter and are sleeved with the rotating shaft 2 in an interference mode, and an insulating film is bonded on the sleeved cylindrical surface of the rotating shaft 2 before sleeving. The rotor magnetic and electric conductor 3 is made of 20 steel, the rotor electric conductor 4 is made of chromium bronze QCr0.5, and the rotating shaft 2 is made of 40Cr steel.

The main circuit on the stator is composed of the following components: two stator electric conductors 6, two stator magnetic and electric conductors 7, two external terminals 16, a flexible parallel external wire 208 and a connector 209 (fig. 62 and 63) between the HEThw and the heth respectively.

Each stator magnetic and electric conductor 7 is connected with the adjacent stator electric conductor 6 and the external terminal 16 by soldering to form an assembly. A retaining ring 210 is used to radially retain two external terminals 16 of the same HET half. A single-sided adhesive film insulation is used between the opposing surfaces of the two external terminals 16 of the same HET half and between the opposing surfaces of the positioning ring 210. The stator magnetic conductive body 7 adopts electromagnetic pure iron DT4A, and the stator conductive body 6, the external terminal 16 and the positioning ring 210 adopt chromium bronze QCr0.5.

The flexible mixed-row external connection electric wire and the connector have 24 groups which are uniformly distributed along the circumference, and each group is provided with 108 short electric wires, 108 long electric wires, two short electric wire connecting plates and two long electric wire connecting plates. The electric wire adopts the straight welding polyurethane enameled copper round wire of nominal diameter 1.8mm, and the electric wire fishplate bar adopts chromium bronze QCr0.5. Both ends of the short wire are brazed in the blind holes of the short wire connection plate, and both ends of the long wire are brazed in the blind holes of the long wire connection plate through the through holes of the short wire connection plate. The short wire tab and the long wire tab at one end are bonded by an insulating adhesive to form a joint 209 and are electrically contacted with the external terminal 16 through the wedge surface.

HEThw and heth each have dual flux loops excited by field coil 9, each flux loop passing through shaft 2, rotor magnetic and electrical conductor 3, stator magnetic and electrical conductor 7, stator magnetic and electrical conductor 10, and the air gap between adjacent components. The stator magnetizer 10 is made of 45 steel. The relative surfaces of the stator magnetizer 10, the stator electric conductor 6, the stator magnetic conductor 7 and the external terminal 16 are insulated by adopting a film with adhesive on one surface.

The air gap between the rotating shaft 2 and the stator magnetizer 10 adopts the scheme that the inner cylindrical surface of the rotating shaft 2 is matched with the outer cylindrical surface of the stator magnetizer 10, and compared with the scheme (figure 42) that the outer cylindrical surface is matched with the inner cylindrical surface, the scheme has the following characteristics: the steel bearing seat is directly processed on the stator magnetizer 10 component, so that the number of parts and connection are reduced, and the stator structure and the supporting rigidity are increased; reducing the axial magnetic attraction force on the rotor; the original seal arranged between the stator conductor 6 and the excitation coil 9 is arranged between the stator conductor 6 and the stator magnetizer 10, and the original axial seal is changed into radial seal, so that the adverse effects of axial size deviation and deformation displacement of related parts are eliminated; it is only possible to use when the outer diameter of the rotating shaft 2 is relatively large, and it is possible to lower the radial position of the exciting coil 9 (as in the case of the heth).

The excitation coil 9 is designed by adopting a rectangular cross section and is formed by winding a copper strip with the thickness of 0.5mm after being dipped in insulating paint, copper wires are brazed at two ends of the copper strip, and an external lead is connected with an excitation direct current power supply. Two excitation coils 9 of the same HET half-couple are connected in series to an excitation direct-current power supply, the output voltage of the excitation direct-current power supply is adjusted by adopting a direct-current chopper, so that the current value of the excitation coils 9 is controlled, the current value of the excitation coils of HEThw is recorded as I2, and the current value of the excitation coils of HEThe is recorded as I1. The copper strip wound coil is convenient to process and good in compactness, the outward heat conduction performance of the copper strip wound coil is obviously higher than that of a copper round wire wound coil, and the equal-width copper strip wound coil has the characteristics of more convenience in processing and uniform current density.

The circuit connection region 5 is located between the rotor conductor 4 and the stator conductor 6, and its radial position is set at a position about 16% of the inner diameter of the inner and outer diameter sections of the rotor conductor 4. The liquid metal conducting medium adopts gallium indium tin alloy, the ratio of gallium indium tin is 62: 25: 13, and the freezing point is about 5 ℃.

The circuit connection region gap has an inverted U-shape (fig. 51) with an inclined channel in the middle section. And a circular flow gap 203 in the form of a plate-shaped central island is arranged, and is communicated with one of the three-fork-shaped communicating gap corresponding to the large radius end of the inclined channel, and the other communicated three-fork-shaped communicating gap corresponding to the small radius end of the inclined channel. The inner side wall face of the circulation slit passage is constructed by a plate-shaped member 211, and the outer side wall face is constructed by a main body portion, an "inner" discrete portion 214, and an end cap portion 215 of the stator conductor 6. The plate-like element 211 is fixed by circumferentially equispaced "rivet" assemblies 212, and the "inboard" discrete part 214 and the end cap part 215 are respectively fixed by circumferentially equispaced screws. The "inside" discrete part 214 of the full turn structure is first heated and expanded to the position of the rotor's positive U-shaped slot and then assembled with the stator conductor body part. The contact surfaces of the 'inside' discrete part 214, the end cap part 215 and the main body part of the stator conductor and the gaps at the screw are filled with conductive sealant. The plate-like part 211, the "inside" discrete part 214, and the end cap part 215 are of the same chromium bronze qcr0.5 material as the main body part of the stator conductor.

Two liquid metal liquid inlet holes and two liquid metal liquid outlet holes are uniformly distributed in the circumferential direction of the main body part of the stator conductor, the liquid inlet holes and the liquid outlet holes are communicated with the turning part of the circulation slit channel, and the incident flow direction of the liquid inlet holes and the suck-back flow direction of the liquid outlet holes are consistent with the rotor rotation direction. The liquid inlet hole and the liquid outlet hole are communicated with a liquid metal delivery pump, a filter and a volume adjusting valve in an external auxiliary system, so that liquid metal can be filled and unloaded to the circuit connection area, the filling volume of the liquid metal in the circuit connection area can be adjusted, and solid impurities and bubbles in the liquid metal can be filtered.

Aiming at the four circuit connection areas 5 of HEThw and HEThe, a volume regulating valve which can uniformly regulate the gas pressure difference on two sides of the circuit connection areas is arranged. Since the four circuit connection areas are designed to have the same shape and size and the same main current flows, the meridional lorentz forces Flm generated on the liquid metal are the same under the same liquid metal filling amount condition and all point to the outer side of the main current loop, so that only one common volume adjusting valve can be arranged. The valve adopts a piston structure, a piston cylinder is communicated with an intermediate air gap chamber (namely an inner side gas chamber of a main current ring) of HEThw and HEThe, the pressure of the intermediate air gap chamber is reduced along with the increase of the volume of the cylinder during adjustment, and two end sealing chambers (namely outer side gas chambers of the main current ring) of HEThw and HEThe are communicated with each other, the volume is unchanged, and the same initial pressure is always kept. Thereby creating a gas pressure differential force across the air gap at the circuit-connecting region that acts in a direction opposite to the direction of the lorentz force Flm. During regulation control, the actual measurement value and the trend predicted value of the main current I0 are comprehensively utilized to regulate the position of the piston in real time, so that the magnitude of the generated gas pressure difference acting force is approximately equal to the Lorentz force Flm value.

And the gas chambers on two sides of the circuit connection area are filled with nitrogen, and the dynamic seal of the nitrogen chamber adopts a magnetic fluid seal structure. The rolling bearing for supporting the rotor is arranged outside the nitrogen chamber and is in contact with the outside air.

On the rotor and stator wall surfaces of the circuit connection area, including the wall surface of the circular flow slit channel, a tin-nickel alloy Sn65Ni35 with good surface hardness, conductivity and wettability is electroplated.

A cooling passage 201 is provided between the stator conductor 6 and the excitation coil 9 and the stator magnetizer 10. And the stator magnetizer 10 component is provided with a cooling channel inlet and a cooling channel outlet, and 7 inlets and 7 outlets are uniformly distributed in the circumferential direction of each cooling channel. And machining a baffling wall body on the stator conductor 6 member, wherein the baffling wall body serves as a part of the wall surface of the cooling channel, so that the coolant fluid in the cooling channel flows along the serpentine flow channel. The coolant fluid is water. The inlet and outlet of the cooling channel are communicated with a water pump and a radiator in an external accessory system.

The rotor of HEThw is denoted as rotor 2, the rotor of heth is denoted as rotor 1, and the general functional formulas (a7) and (a8) of total magnetic fluxes Σ Φ 1 and Σ Φ 2 can be expressed as follows, in accordance with the independence possessed by the split-type half-couple magnetic field:

∑Ф1＝Ff1(|I0|，I1) (a12)

∑Ф2＝Ff2(|I0|，I2) (a13)

Formulas (a12) and (a13) can be obtained through numerical simulation calculation or measured through experiments, wherein the value range of I0 is from zero to the design value, the value range of I1 is from zero to the design value I1d, the value range of I2 is from-I2 d to the design value I2d, and the negative value range of I2 corresponds to the vehicle reversing working condition.

From the equations (a1) to (a4), (a12) to (a13), and Eout — 0 condition, one can obtain:

I0＝Fi0(ω1，ω2，R0，I1，I2) (a14)

from the formulas (a5), (a12), (a14), it can be found that:

Me1＝Fm1(ω1，ω2，R0，I1，I2) (a15)

from the formulas (a6), (a13), (a14), it can be found that:

Me2＝Fm2(ω1，ω2，R0，I1，I2) (a16)

an HET second type adjusting method is adopted, and an electromagnetic torque Me2 parameter is used as a control command. During adjustment, the values of omega 1 and omega 2 are measured in real time, the parameter value of Me2 is directly given, I1 and I2 are used as parameters of excitation current to be solved, and a formula (a16) is used as a constraint condition to obtain the optimal solution of the parameters I1 and I2, which meets the minimum sum of the main current ohmic heat (I0. I0. R0) and the excitation current ohmic heat (Sigma Poi). In actual operation, the optimal solution is called from a database prepared in advance and used for executing links.

The optimal solution database stores an optimal value matrix of I1 and I2 parameters, the matrix is a three-dimensional matrix, the three dimensions are omega 1, omega 2 and Me2 parameters respectively, the omega 1 parameter ranges from zero to the design value, the omega 2 parameter ranges from the maximum negative value (corresponding to the maximum reverse speed) to the design value, and the Me2 parameter ranges from the maximum negative value (corresponding to the maximum reverse negative torque) to the design value.

(b) Fuel engine power system for vehicle using HET

A car power system scheme mainly comprises a gasoline engine, a separated HET and the like. The front-mounted gasoline engine is driven by the front wheel, and the gasoline engine and the HET are transversely arranged. The maximum power of the gasoline engine is 100kW, and the rotating speed is 6000r/min at the maximum power.

As shown in fig. 43, the split-type HET is similar to the HET in the embodiment of "(a) the ring groove current collection and internally cooling single-pole direct current electromagnetic transmission (HET)". Other descriptions of the HET protocol not described in this embodiment are found in the section of the embodiments of "(a) pocket-groove current collection, internally cooled homopolar electromagnetic drive (HET)".

The rotating shaft of the right half coupling member HEThe is connected with the output shaft of the gasoline engine through a coupling, the rotating shaft of the left half coupling member HEThw is connected with a main speed reducer of a front axle through a coupling, the main speed reducer is of a two-stage cylindrical gear structure, and the transmission ratio is 5.84.

The electromagnetic torque Me2 parameter instruction pedal, the vehicle brake pedal and the forward/reverse setting switch are arranged at the driving position of the vehicle. After the engine is started to the idle condition, the driving of the vehicle to move forward or backward is determined by a Me2 parameter command, and the stable working line of the engine is a selected target operation line Meo ═ f (ω e) on a characteristic diagram of the engine torque Me and the rotating speed ω e, and the slope of the curve can be a positive slope, a negative slope or a zero slope, or an infinite slope corresponding to a vertical line.

The engine regulation method comprises the following steps: using a Me1 parameter (numerical value is calculated by a formula (a 15)) obtained in an HET adjusting process, and calculating to obtain an engine output shaft end balance torque Meb by adopting a formula Meb-Mf 1/K-Me1/K, wherein Mf1 is the mechanical friction torque of an HEThe rotor, and K is a transmission ratio omega e/omega 1; finding a balanced accelerator opening value α b of a corresponding point on an engine characteristic diagram from the Meb value and the current ω e value, and finding an engine output shaft end target torque Meo from an Meo ═ f (ω e) curve (if the curve is a vertical line, the value of Meo directly takes the Meb value); if the Meb value is just equal to Meo, executing the balanced accelerator opening value alpha b, and enabling the working point to fall on a target operation line, wherein the rotating speed of the engine tends not to change; if the Meb value is not equal to Meo, firstly, an intersection point (omega ebo, Mebo) of a balanced accelerator opening degree line and a target operation line is obtained, when the omega ebo value is larger than the current omega e value, the engine needs to be accelerated to operate, the engine is operated according to an actual accelerator opening degree value larger than the balanced accelerator opening degree alpha b value, when the omega ebo value is smaller than the current omega e value, the engine needs to be decelerated to operate according to an actual accelerator opening degree value smaller than the balanced accelerator opening degree alpha b value, the deviation of the actual accelerator opening degree value and the balanced accelerator opening degree alpha b value is determined according to the distance between the (omega e, Meb) point and the (omega ebo, Mebo) point on an engine characteristic diagram, the larger the distance is, the smaller the deviation is taken, the distance is zero, and the deviation is zero.

Vehicle start-up procedure: and (3) enabling the current of each magnet exciting coil of the HET to be in a zero value state, enabling the liquid metal of the circuit connection area 5 to be in a retraction open circuit state, starting the engine to an idling working condition (the engine is not in the idling working condition), resetting the liquid metal of the circuit connection area, setting a vehicle to be started or backed, starting an Me2 parameter instruction pedal, putting the HET and the engine regulating system which run continuously according to the regulating method, and starting the vehicle to run.

Vehicle rolling procedure: the Me2 parameter commands the pedal to return to zero, the engine to idle or to shut down, the respective field coil current of the HET to return to zero, and the liquid metal in the circuit connection area to retract to open circuit.

Vehicle parking procedure: the Me2 parameter instruction pedal returns to zero, the engine returns to an idling working condition or until flameout, each magnet exciting coil current of the HET returns to zero, the liquid metal of the circuit connection area retracts to be disconnected, and when braking is needed, the brake pedal is started after the Me2 parameter instruction pedal returns to zero until the vehicle stops.

A kinetic energy recovery starting button is arranged, when the vehicle slides and the gasoline engine is flamed out or is not ignited (such as slope sliding), the button can be selected to be pressed, a special program is started, a storage battery and a motor do not need to be started, only the kinetic energy of the vehicle is utilized, and the gasoline engine is driven to be ignited and started to an idling working condition through HET reverse power transmission.

(c) Flywheel power system for vehicle using HET

A four-wheel drive car power system (figure 27) is mainly composed of two vertical shaft type flywheel devices, a transmission system from the flywheel devices to a drive axle main reducer, control systems of the flywheel devices and the drive axle main reducer, and the like. The drive train contains two separate sets of HETs that are independent of each other.

The two vertical shaft flywheel devices 71 are arranged on the chassis of the vehicle, are adjacently arranged along the center line of the longitudinal shaft of the vehicle, and are arranged in the middle of the length direction of the vehicle. Each flywheel is connected to the frame 73 by four ear flanges 74 and a support assembly 75. The two flywheels have the same specification and size, and are only opposite in rotation direction.

Each of the vertical axis flywheel devices embodiments (fig. 25) is as follows.

The main parameters are as follows: rated rotation speed of 10000r/min, outer diameter of 1354.4mm, vacuum container height of 440.2mm, total height of 535.3mm, flywheel mass of 748.8kg on the rotating shaft, and rated stored energy of 30.6 kWh.

The high-strength glass fiber roving reinforced epoxy resin has two mass blocks 53, and the material is winding-formed high-strength glass fiber roving reinforced epoxy resin. In order to adapt to the large round angle of the shell 52, the junction between the two end faces of the outer ring mass block and the outer circle is designed to be a round chamfer, so as to ensure that the deformation contour of the mass block generated at the maximum rotating speed still has enough safety clearance with the shell.

Has a support 54 made of aluminum alloy.

Between the steel rotary shaft 51 and the support body 54, a steel support disc 62 and a urethane elastic material ring 63 are provided. The central inner hole of the supporting disc is in interference fit connection with the rotating shaft by adopting a conical surface, the disc body of the supporting disc is positioned below the supporting body, and an elastic material ring 63 is arranged between the supporting disc and the supporting body and is in adhesive connection with the supporting disc and the supporting body. The elastic material ring plays roles of flexible connection, load bearing and axial positioning.

The vacuum vessel shell 52 is designed as two halves split along a vertical axis, with a flange in the middle of the outer circumferential surface of the shell and the flange inside the vessel. The flange edge at the inner side is not provided with a fastening bolt and is pressed tightly by the pressure generated by the vacuum of the container. Four-section lug flanges 74 and fastening bolts thereof are provided at four corners of the container outside at an angle of 45 ° which does not affect the arrangement width and length. And arranging a rubber sealing ring at the edge of the whole flange, arranging vacuum sealing grease at the outer side of the rubber sealing ring, and arranging a soft metal sealing ring at the inner side of the rubber sealing ring. The mounting support for the housing (and the entire flywheel unit) is connected to the frame 73 by means of exposed ear flanges 74 and a support assembly 75.

The radial support bearing of the rotating shaft 51 adopts two groups of rolling bearings, the rolling bearing at the lower end bears radial load, and a single-row deep groove ball bearing is adopted; the rolling bearing at the upper end bears radial load and bidirectional axial load, and is used as an axial positioning end and adopts a pair of angular contact ball bearings. A spherical roller bearing for radial protection is arranged on the lower end rolling bearing side; a CARB circular ring roller bearing for radial protection is arranged on the upper end rolling bearing side.

The axial supporting bearing of the rotating shaft 51 adopts a permanent magnetic suction type axial supporting magnetic suspension bearing, the axial positioning bearing which is positioned close to the upper end is provided with a step-shaped rotating disc 59 and a step-shaped static disc 60, the static disc is directly and fixedly connected with a bearing seat, the rotating disc is positioned below the static disc, an air gap is arranged between the adjacent side end faces of the two discs, the rotating disc is of a 45-steel axial symmetry structure, the static disc is made of aluminum alloy, the axial symmetry mixed structure of the electromagnetic pure iron and the neodymium iron boron permanent magnet is characterized in that an aluminum alloy structure is a base body of a static disc, a mixed disc structure formed by arranging electromagnetic pure iron rings and neodymium iron boron permanent magnet rings at intervals forms a side end face opposite to a rotating disc, the permanent magnet rings magnetize in the radial outward or inward direction, the magnetizing directions of the adjacent permanent magnet rings are opposite, and the upward magnetic attraction of an air gap magnetic field acts on the rotating disc and is designed to offset the gravity of a rotor. The magnetic suspension bearing has no hysteresis and eddy current loss.

The lower end of the flywheel rotating shaft is provided with a loading disc 69 which is used for connecting a loading joint and a rotating shaft of an external loading system, and high-power rapid loading and energy charging are carried out by transmitting mechanical torque to the flywheel rotating shaft. The rated design loading power is 2000 kW.

Each flywheel is correspondingly provided with a set of separated HET, and each flywheel and a rotor (HET input end rotor) of the corresponding HET share a rotating shaft. The two sets of split HETs have the same specification and size.

Specific embodiments of each set of isolated HET are as follows.

Each split-type HET has two half-coupling parts with the same electromagnetic structure and size, the flywheel shaft end half-coupling part (part a in fig. 25) and the flywheel are coaxially and vertically installed, and the non-flywheel shaft end half-coupling part 72 is horizontally installed on the frame, and the meridian plane view of the half-coupling part is shown in fig. 20. Each half coupling part is of a double-flux, single-stage, solid shaft and axial surface type, has a structure of collecting current by a ring groove and cooling the inside, and the outer cylindrical surface of the rotating shaft 2 and the inner cylindrical surface of the stator magnetizer 10 are matched to form a magnetic circuit air gap.

The design value of the rotating speed of each half coupling is 10000r/min, the design value of the electromagnetic power is 240kW, and the design value of the main current is 40794A. And under the working condition of a design point, the sum of the ohm thermal power of all the exciting current of the HET, the friction power of the liquid metal at the circuit connection area and the ohm thermal power of the main current is about 4% of the designed electromagnetic power value of 240 kW.

The supporting end covers 36 at the two ends of the non-flywheel shaft end semi-coupling part and the supporting end cover 36 at the upper end of the flywheel shaft end semi-coupling part are both used as bearing seats, and a magnetic fluid sealing element 37 is arranged on the inner ring of the bearing seats. The supporting end cover 36 at the lower end of the flywheel shaft end coupling part is matched and connected with the upper side wall of the vacuum container shell 52 of the flywheel, the supporting end cover and the vacuum container shell can mutually axially slide, and a rubber sealing ring is arranged on a sliding cylindrical surface. The dynamic seal at the lower end of the flywheel shaft end coupling part and the dynamic seal of the vacuum container shell 52 are combined into a magnetic fluid sealing part 37, namely the former uses the latter, and the sealing performance of the latter is preferably considered. The supporting end cover 36 is made of aluminum alloy, axial magnetic attraction force on the rotor is not generated as much as possible, and the non-magnetic conduction requirement of the magnetic fluid sealing element 37 arranged on the inner ring of the end cover is met.

The rotating shaft 2 of the non-flywheel shaft end semi-coupling part is formed by interference fit of a central thin shaft and an outer ring shaft, rolling bearings are arranged at two ends of the central thin shaft, and a shaft extension is arranged at one end of the central thin shaft and is connected with an external rotating shaft. The material of the central thin shaft is 40Cr steel, the material of the outer ring shaft is 20 steel, the magnetic fluid sealing element 37 is matched with the outer ring shaft, and the outer ring shaft is provided with an inner groove at the position, so that magnetic leakage of magnetic fluid sealing is reduced, and stress concentration is also reduced.

The rotating shaft of the flywheel shaft end semi-coupling part is also formed by interference fit of a central shaft and an outer ring shaft, but the central shaft and the flywheel steel rotating shaft 51 share one shaft. The material of the central shaft is 40Cr steel, the outer ring shaft is 20 steel, and the magnetic fluid sealing element 37 is matched with the central shaft.

Each half rotor has a rotor magnetic and electric conductor 3, and a rotor electric conductor 4 is respectively soldered and connected on both axial sides of the rotor. The three rotor pieces have the same inner diameter and outer diameter and are sleeved with the outer ring shaft in an interference manner, and an insulating film is bonded on the sleeved cylindrical surface of the outer ring shaft before sleeving. The rotor magnetic and electric conductor 3 is made of 20 steel, and the rotor electric conductor 4 is made of chromium bronze QCr0.5.

The following components constitute the main circuit on each set of separated HET stators: the flywheel shaft end half-coupling part and the non-flywheel shaft end half-coupling part respectively comprise two stator electric conductors 6, two stator magnetic conductive electric conductors 7 and two external terminals 16, and flexible mixed-row external connection wires and connectors are arranged between the flywheel shaft end half-coupling part and the non-flywheel shaft end half-coupling part.

Each stator magnetic and electric conductor 7 is connected with the adjacent stator electric conductor 6 and the external terminal 16 by soldering to form an assembly. Between the opposite surfaces of the two external terminals 16 of the same HET half-couple, a film insulation with adhesive on one side is used. The stator magnetic conductive body 7 adopts electromagnetic pure iron DT4A, and the stator conductive body 6 and the external terminal 16 adopt chromium bronze QCr0.5.

The flywheel shaft end semi-coupling part and the non-flywheel shaft end semi-coupling part are both provided with double magnetic flux loops excited by an excitation coil 9, and each magnetic flux loop passes through the rotating shaft 2, the rotor magnetic and electric conductors 3, the stator magnetic and electric conductors 7, the stator magnetic and electric conductors 10 and an air gap between adjacent parts. The stator magnetizer 10 adopts 20 steel. The relative surfaces of the stator magnetizer 10, the stator electric conductor 6, the stator magnetic conductor 7 and the external terminal 16 are insulated by adopting a film with adhesive on one surface.

The excitation coil 9 is wound by a copper round wire and is externally connected with an excitation direct-current power supply. Two excitation coils 9 of the same HET half-couple are connected in series to an excitation direct-current power supply, and the output voltage of the excitation direct-current power supply is adjusted by adopting a direct-current chopper, so that the current value of the excitation coils 9 is controlled.

The circuit connection region 5 is located between the rotor conductor 4 and the stator conductor 6, and its radial position is set at a position about 20% of the inner diameter of the inner and outer diameter sections of the rotor conductor 4. The liquid metal conducting medium adopts gallium indium tin alloy, the ratio of gallium indium tin is 62: 25: 13, and the freezing point is about 5 ℃.

The circuit connection area gap is in an inverted U shape, and the middle section of the circuit connection area gap is an inclined channel. And a circulating gap in an egg-shaped central island form is arranged, and is communicated with one of the inverted U-shaped gaps, the three-fork opening of the circulating gap corresponds to the large radius end of the inclined channel, and the other communicated three-fork opening of the circulating gap corresponds to the small radius end of the inclined channel. The egg-shaped central island is provided with an integral part for combining a plane mounting ring and an egg-shaped ring, 56 struts are circumferentially and uniformly distributed between the plane mounting ring and the egg-shaped ring, and the surfaces of the struts are formed by rotating arc generatrices. The inner side wall of the circular flow slit channel is formed by an egg-shaped ring, and the outer side wall is formed by a main body part, an end cover part and a plane mounting ring of the stator conductor 6. The planar mounting ring and the end cap portion are fixed to the main body portion of the stator conductor 6 by screws, and the contact surfaces and gaps at the screws are filled with conductive sealant. The integral part of the egg-shaped central island and the end cover part of the stator conductor are made of chromium bronze QCr0.5 materials which are the same as those of the main body part of the stator conductor.

Aiming at four circuit connection areas 5 of the flywheel shaft end semi-coupling part and the non-flywheel shaft end semi-coupling part, a volume regulating valve for uniformly regulating the gas pressure difference on two sides of the circuit connection area is arranged. Since the four circuit connection areas are designed to have the same shape and size and the same main current flows, the meridional lorentz forces Flm generated on the liquid metal are the same under the same liquid metal filling amount condition and all point to the outer side of the main current loop, so that only one common volume adjusting valve can be arranged. The valve adopts a piston structure, a piston cylinder is communicated with a middle air gap chamber (namely an inner side air chamber of a main current ring) of a flywheel shaft end semi-coupling part and a non-flywheel shaft end semi-coupling part, the pressure of the middle air gap chamber is reduced along with the increase of the volume of the cylinder during adjustment, two end sealing chambers (namely an outer side air chamber of the main current ring) of the flywheel shaft end semi-coupling part and the non-flywheel shaft end semi-coupling part are communicated with each other, the volume is unchanged, and the same initial pressure is always kept. Thereby creating a gas pressure differential force across the air gap at the circuit-connecting region that acts in a direction opposite to the direction of the lorentz force Flm. During regulation control, the actual measurement value and the trend predicted value of the main current I0 are comprehensively utilized to regulate the position of the piston in real time, so that the magnitude of the generated gas pressure difference acting force is approximately equal to the Lorentz force Flm value.

A cooling passage 201 is provided between the stator conductor 6 and the excitation coil 9 and the stator magnetizer 10. The stator magnetizer 10 component is provided with a cooling channel inlet and a cooling channel outlet which are uniformly distributed in the circumferential direction, a baffling wall body is processed on the stator conductor 6 component, and the baffling wall body serves as a part of the cooling channel wall body, so that the coolant in the cooling channel flows along a snake-shaped flow channel. The coolant fluid is water. The inlet and outlet of the cooling channel are communicated with a water pump and a radiator in an external accessory system.

And a lead connected with an external direct current power supply is connected in parallel to an external connection conductor of each flywheel shaft end HET semi-coupling part so as to realize (respectively) plug-in charging or unloading of each flywheel. The external power supply for charging or discharging the flywheel in an inserted mode adopts voltage-adjustable direct-current power supply equipment which is arranged in a vehicle and connected with alternating current of a power grid, and the maximum power is designed to be 7 kW. When the charging is carried out, the circuit connection area 5 of the HET half coupling at the non-flywheel shaft end is disconnected, the circuit connection area 5 of the HET half coupling at the flywheel shaft end is connected, the relevant magnet exciting coil which enables the magnetic flux of the rotor at the HET end to reach the maximum value is connected, the maximum exciting current is always maintained, the direct current power supply voltage is adjusted to be equal to the electromotive force of the rotor at the HET end, the direction is opposite to that of the electromotive force, the main current circuit is connected with the direct current power supply, the direct current power supply voltage is increased to reach the rated limit value of the main current of the power plug-in or the rated limit value of the power plug-in, the direct current power supply voltage is continuously adjusted and increased in the process of charging and accelerating the flywheel, the main current and/or the power plug-in of the rated limit value are kept, the; when the energy charging is finished, the voltage of the direct current power supply is firstly reduced to obtain zero current, the main current line is disconnected with the direct current power supply, and HET excitation is cancelled. When the power plug-in unloading is carried out, the preparation procedure is the same as the above, the current direction is opposite, and the operation procedure is opposite, namely, the voltage of the direct current power supply is reduced until the power plug-in unloading rated limit value or the power plug-in unloading main current rated limit value is reached.

Each set of separated HET adopts a second type of adjusting method, and takes the directly given electromagnetic torque parameter of the non-flywheel shaft end half-coupling part as a control instruction.

Two non-flywheel shaft end semi-coupling parts 72 are horizontally arranged on the frame, a non-flywheel shaft end semi-coupling part rotating shaft corresponding to the front flywheel is connected with the front drive axle main speed reducer through a two-stage speed ratio speed reducer, and a non-flywheel shaft end semi-coupling part rotating shaft corresponding to the rear flywheel is connected with the rear drive axle main speed reducer through a two-stage speed ratio speed reducer. The front and the rear two-stage speed reducers have the same design, and the front and the rear drive axles also have the same reduction ratio. The front and rear driving axles are disconnected and adopt independent suspensions.

A power control unit is arranged at a vehicle driver seat: the device comprises a driving pedal, a brake pedal, a forward 1 gear, a forward 2 gear and a reverse 1 gear initial setting control lever and two flywheel torque ratio setting buttons.

The stroke of the driving pedal correspondingly outputs a driving torque relative value instruction from zero to the maximum value, the torque and the stroke adopt a nonlinear relation, and the torque is slowly increased in the initial stage, so that the control on the slow running speed of the vehicle is easily realized.

The stroke of the brake pedal is divided into two sections, wherein the first section recovers the relative value of the brake torque corresponding to the kinetic energy from zero to the maximum value, the second section recovers the brake torque corresponding to the relative value of the friction brake torque from zero to the maximum value, and the second section simultaneously maintains the maximum value of the kinetic energy. The kinetic energy recovery braking is to recover the kinetic energy of the vehicle to the flywheel through HET reverse power flow transmission, and the friction braking is to convert the kinetic energy of the vehicle into heat energy by adopting four wheel friction brake discs.

The 1 st gear of the positive vehicle, 2 nd gear of the positive vehicle, 1 st gear of backing a car presumes the control lever and gives consideration to setting of setting and initial speed ratio gear of the vehicle in the positive vehicle, the 1 st gear of the positive vehicle presumes the initialisation means, in the range of the speed of the positive vehicle from zero to a middle switching speed of the vehicle, the step speed change decelerator is located in the greater transmission ratio state of 1 st gear, in the range of the middle switching speed to maximum speed, is located in the minor transmission ratio state of 2 nd gear; the 2-gear initial setting of the main vehicle means that the step-variable speed reducer is always in a 2-gear small transmission ratio state; the reverse 1-gear initial setting means that the step-variable speed reducer is in a 1-gear large transmission ratio state within a range from zero to an intermediate speed when the vehicle runs in a reverse mode, and the speed limit does not exceed the intermediate speed. When backing, the HET output shaft and the rear shaft system rotate reversely, and no special backing gear set is arranged.

The two flywheel torque proportion setting buttons are used for setting the rotating shaft electromagnetic torque proportion values of the two HET output end rotors by hands of a driver before starting or during sliding. The control system also has the function of automatically setting a torque ratio value, wherein the automatic setting can be executed before starting or during rolling or during non-rolling running, and the automatically set ratio value is calculated according to a logic criterion arranged in the control system. When the bicycle is used, one of manual operation setting and automatic setting is selected for use, and the setting button has an automatic gear.

The HET regulating system is used for controlling the forward driving torque and the reverse driving torque of the vehicle, the forward driving or reverse intention is set before the vehicle is started, a driver gives a relative value instruction of the driving torque from zero to the maximum through a driving pedal, and the HET regulating system commands the HET to output the required forward driving torque or reverse driving torque according to two sets of HET electromagnetic torque proportion set values.

The HET regulating system commands HET to transmit the kinetic energy of the vehicle to the flywheel according to two HET electromagnetic torque proportion set values to manufacture the required forward and reverse braking torque.

Vehicle start-up procedure: before starting, the current of each magnet exciting coil of the HET is in a zero value state, the liquid metal of the circuit connecting area 5 is in a retraction open circuit state, the control lever is used for executing the initial setting of the 1 st gear of the vehicle, the 2 nd gear of the vehicle or the 1 st gear of the reverse vehicle, the proportional value of two sets of HET electromagnetic torques is manually or automatically set, the driving pedal is used for giving a driving torque instruction, the HET regulating system is used for controlling the liquid metal of the circuit connecting area to return to the original position and outputting the driving torque, and therefore the vehicle is started to.

The gear shifting operation during running is automatically controlled by an HET regulating system, when the preset gear shifting speed is reached, the HET output torque is reduced to zero (namely the exciting current is reduced to zero), the original gear is disengaged, two parts to be engaged are subjected to friction synchronization by using a synchronizer, a new gear is engaged, and the HET is enabled to output the required torque according to the current driving torque instruction.

(d) Fuel engine and flywheel hybrid power system for vehicle using HET

A passenger car hybrid powertrain system (fig. 28), comprising: a gasoline engine 76, a vertical shaft flywheel gear 71, a transmission system connecting the engine, the flywheel gear and a drive axle main reducer, and a control system thereof.

A vertical shaft flywheel arrangement 71 is arranged in the vehicle chassis and is connected to the frame via four ear flanges 74 and a bearing assembly 75.

A specific embodiment of the vertical axis flywheel device (fig. 26) is as follows.

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

Has a support 54 made of aluminum alloy.

The vacuum vessel shell 52 is designed as two halves split along a vertical axis, with a flange in the middle of the outer circumferential surface of the shell and the flange inside the vessel. The flange edge at the inner side is not provided with a fastening bolt and is pressed tightly by the pressure generated by the vacuum of the container. Four-section lug flanges 74 and fastening bolts thereof are provided at four corners of the container outside at an angle of 45 ° which does not affect the arrangement width and length. And arranging a rubber sealing ring at the edge of the whole flange, arranging vacuum sealing grease at the outer side of the rubber sealing ring, and arranging a soft metal sealing ring at the inner side of the rubber sealing ring. The mounting support for the housing (and the entire flywheel unit) is connected to the frame by means of exposed ear flanges 74 and a support assembly 75.

The shell 52 is of a three-layer composite structure, the middle layer is made of glass chopped fiber reinforced epoxy resin, the two outer surface layers are made of aluminum alloy materials, and the middle layer and the outer surface layers are connected in an adhesive mode. A magnetic fluid seal assembly is provided between the housing 52 and the shaft 51.

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

The axial supporting bearing of the rotating shaft 51 adopts a permanent magnetic suction type axial supporting magnetic suspension bearing, an axial positioning bearing which is positioned close to the upper end is provided with a rotating disc 59 and a static disc 60, the static disc is directly and fixedly connected with a bearing seat, the rotating disc is positioned below the static disc, an air gap is arranged between the adjacent side end faces of the two discs, the rotating disc is of a 45-steel axial symmetry structure, the static disc is of an axial symmetry mixed structure of aluminum alloy, electromagnetic pure iron and neodymium iron boron permanent magnets, the aluminum alloy structure is a base body of the static disc, the mixed disc structure formed by the electromagnetic pure iron rings and neodymium iron boron permanent magnet rings arranged alternately forms the side end face opposite to the rotating disc, the permanent magnet rings are magnetized along the radial direction outwards or inwards, the magnetizing directions of the adjacent permanent magnet rings are opposite, the upward magnetic suction force of an air gap magnetic field acts on the rotating disc, and. The magnetic suspension bearing has no hysteresis and eddy current loss.

The maximum power of the front-mounted gasoline engine is 60kW, the maximum working condition rotating speed is 6000r/min, the power of the maximum efficiency working condition is 40kW, and the maximum efficiency working condition rotating speed is 4000 r/min.

The transmission system comprises three separated HET semi-coupling parts 72 and adopts a single flywheel, a separated HET and a two-wheel driving structure. The first half coupling (noted as HETh11) and the flywheel share a rotating shaft, the second half coupling (noted as HETh12) rotating shaft is connected with a main speed reducer of a front axle through a three-stage speed ratio gear speed reducer 77, the third half coupling (noted as HETh3) rotating shaft is connected with an output shaft of an engine 76 through a single-stage gear speed reducer, and main circuits of the three HET half couplings are connected in series through an external terminal and an external conductor to form a main current closed loop.

The three separated HET semi-coupling parts are of double-flux, single-stage, near-axis coil, solid shaft and axial surface type and have the same electromagnetic structure and size. A meridian plane view of the flywheel shaft end half-coupling HETh11 is shown in part a of fig. 26, and meridian plane views of the shaft side half-coupling HETh12 and the engine side half-coupling HETh3 mounted on the frame are shown in fig. 20.

The maximum design value of the rotating shaft rotating speed of each half coupling is 13793.1r/min, and the maximum design value of the main current is 29576A. The maximum design values for the electromagnetic power of both HETh11 and HETh12 were 240 kW. The HETh3 electromagnetic power is rated at 60kW, and the maximum magnetic flux is the same as that of HETh11 and HETh12, so that only 1/4 of the maximum design value of the main current is needed when the HETh3 reaches 60kW electromagnetic power under the condition of using the maximum magnetic flux and the maximum rotating speed.

"(c) flywheel powertrain for a vehicle employing HET" the description of the embodiments in part for the flywheel shaft end half-coupling applies to HETh11 and for the non-flywheel shaft end half-coupling applies to HETh12 and HETh3 with the only exceptions: the rotor magnetic and electric conductors 3 of the HETh11, the HETh12 and the HETh3 are made of 30 steel.

Exciting currents I1, I2, … and In the formulas (d21) to (d24) are replaced by exciting currents Ih11, Ih12 and Ih3 of HETh11, HETh12 and HETh3, an adjusting method aiming at the three HET half-couple series system with the subdivision structure of the (7) th type is adopted, and the HET is adjusted by taking Mhe12 and Mhe11 parameters as control commands. During adjustment, parameter values of ω h11, ω h12 and ω h3 are measured in real time, parameter values of Mhe12 are directly given, the given parameter values of Mhe11 are calculated by using a power flow management strategy, Ih11, Ih12 and Ih3 are used as excitation current parameters to be solved, and formulas (d23) and (d22) are used as constraint conditions, so that the optimal solution of the parameters of Ih11, Ih12 and Ih3, which enables the sum of main current ohmic heat (I0, I0, R0) and excitation current ohmic heat (Sigma Poi) to be minimum, is obtained. In actual operation, the optimal solution is called from a database prepared in advance and used for executing links.

The engine regulation method comprises the following steps: selecting a target operation line Meo ═ f (ω e) on a characteristic diagram of the engine torque Me and the rotational speed ω e, wherein the slope of the curve can be a positive slope, a negative slope or a zero slope, or an infinite slope corresponding to a vertical line; calculating an engine output shaft end balance torque Meb by using Mhe3 parameters (numerical values are calculated by the formula (d 24)) obtained in the HET adjusting process and adopting a formula Meb of Mhf3/K-Mhe3/K, wherein Mhf3 is the mechanical friction torque of an HETh3 rotor, and K is a transmission ratio omega e/omega h 3; finding a balanced accelerator opening value α b of a corresponding point on an engine characteristic diagram from the Meb value and the current ω e value, and finding an engine output shaft end target torque Meo from an Meo ═ f (ω e) curve (if the curve is a vertical line, the value of Meo directly takes the Meb value); if the Meb value is just equal to Meo, executing the balanced accelerator opening value alpha b, and enabling the working point to fall on a target operation line, wherein the rotating speed of the engine tends not to change; if the Meb value is not equal to Meo, firstly, an intersection point (omega ebo, Mebo) of a balanced accelerator opening degree line and a target operation line is obtained, when the omega ebo value is larger than the current omega e value, the engine needs to be accelerated to operate, the engine is operated according to an actual accelerator opening degree value larger than the balanced accelerator opening degree alpha b value, when the omega ebo value is smaller than the current omega e value, the engine needs to be decelerated to operate according to an actual accelerator opening degree value smaller than the balanced accelerator opening degree alpha b value, the deviation of the actual accelerator opening degree value and the balanced accelerator opening degree alpha b value is determined according to the distance between the (omega e, Meb) point and the (omega ebo, Mebo) point on an engine characteristic diagram, the larger the distance is, the smaller the deviation is taken, the distance is zero, and the deviation is zero.

And a lead connected with an external direct current power supply is connected in parallel to an external connection conductor of the HET semi-coupling part at the end of the flywheel shaft for realizing the charging or discharging of the flywheel by plugging. The external power supply for charging or discharging the flywheel in an inserted mode adopts voltage-adjustable direct-current power supply equipment which is arranged in a vehicle and connected with alternating current of a power grid, and the maximum power is designed to be 7 kW. When the charging is carried out, the circuit connection area 5 of the HET half coupling at the non-flywheel shaft end is disconnected, the circuit connection area 5 of the HET half coupling at the flywheel shaft end is connected, the relevant magnet exciting coil which enables the magnetic flux of the rotor at the HET end to reach the maximum value is connected, the maximum exciting current is always maintained, the direct current power supply voltage is adjusted to be equal to the electromotive force of the rotor at the HET end, the direction is opposite to that of the electromotive force, the main current circuit is connected with the direct current power supply, the direct current power supply voltage is increased to reach the rated limit value of the main current of the power plug-in or the rated limit value of the power plug-in, the direct current power supply voltage is continuously adjusted and increased in the process of charging and accelerating the flywheel, the main current and/or the power plug-in of the rated limit value are kept, the; when the energy charging is finished, the voltage of the direct current power supply is firstly reduced to obtain zero current, the main current line is disconnected with the direct current power supply, and HET excitation is cancelled. When the power plug-in unloading is carried out, the preparation procedure is the same as the above, the current direction is opposite, and the operation procedure is opposite, namely, the voltage of the direct current power supply is reduced until the power plug-in unloading rated limit value or the power plug-in unloading main current rated limit value is reached.

Under the condition that the flywheel has available energy or recovers kinetic energy, the flywheel energy or the recovered kinetic energy is preferably used for starting the engine, and the engine is directly dragged to the idle speed and then injected with oil for ignition.

When the vehicle stops, the operation of starting the engine by using the energy of the flywheel is carried out by a control system as follows: and (3) connecting the circuit connection regions 5 of the three HET semi-coupling parts, giving a set electromagnetic torque Mhe3 value instruction for starting the anti-drag engine, setting the electromagnetic torque Mhe12 to be zero, performing control operation on the HET series system by adopting a corresponding HET regulation method, and starting the engine to reach the idle speed by utilizing flywheel energy.

When the vehicle runs, the operation of starting the engine by using flywheel energy or recovered kinetic energy is carried out by a control system as follows: and a set electromagnetic torque Mhe3 value instruction for starting the anti-drag engine is given, the original instruction of the electromagnetic torque Mhe12 is maintained, the HET series system is controlled and operated by adopting a corresponding HET adjusting method, and the engine is started to reach the idle speed by utilizing flywheel energy or recovered kinetic energy.

When the vehicle stops running, the engine for charging energy to the flywheel preferentially selects the working condition with the maximum efficiency, and when the shorter loading time is needed, the working condition with higher power is used until the working condition with the maximum power is obtained. Before the selected engine loading condition is reached, a working condition increasing transition process starting from an idling condition is carried out, when the rotating speed of the flywheel before loading is not lower than the index rotating speed, namely the loaded power capacity is not lower than the power of the engine loading condition, the working condition increasing transition process is fast, when the rotating speed of the flywheel before loading is lower than the index rotating speed, the working condition increasing transition process is synchronous with the process that the flywheel increases to the index rotating speed, and then the larger torque of the flywheel is controlled to accelerate the transition process.

The following are three typical scenarios of engine charging to flywheel when the vehicle is stopped:

initial zero flywheel speed case: and (3) switching on a circuit connection region 5 of three HET semi-coupling parts, giving a Mhe12 zero command, giving a Mhe11 command according to two sections, giving a front section Mhe11 command which is constantly equal to the maximum torque Mhe11max, converting into constant power control when the rotating speed omega h11 of the flywheel reaches the index rotating speed omega h11p, and giving a Mhe11 command which is equal to the ratio Pload/omega h11 of the power of the engine loading working condition and the rotating speed of the flywheel.

Case where the initial rotation speed of the flywheel is non-zero but lower than the index rotation speed: the circuit connection region 5 of three HET semi-coupling parts is switched on, a Mhe12 zero instruction is given, a Mhe11 instruction is given according to three segments, a curve from zero to maximum torque Mhe11max is adopted in a front segment Mhe11 instruction, a middle segment Mhe11 instruction is constantly equal to the maximum torque Mhe11max, when the rotating speed omega h11 of the flywheel reaches the index rotating speed omega h11p, the constant power control is converted, and a Mhe11 instruction is equal to Pload/omega h 11.

The condition that the initial rotating speed of the flywheel is higher than the index rotating speed: the circuit connection region 5 of the three HET halves is switched on, Mhe12 zero commands are given, Mhe11 commands are given in two segments, the front segment Mhe11 commands follow a curve rapidly from zero to Pload/ω h11, and the rear segment Mhe11 commands are equal to Pload/ω h 11.

The flywheel is provided with an upper loading speed limit, namely the flywheel is loaded with energy until the speed reaches the upper loading speed limit, and the upper speed limit is taken as the maximum speed 13793.1r/min of the flywheel.

And setting an operation rotation speed lower limit value 9194.5r/min for the flywheel, stopping outputting power by the flywheel when the rotation speed of the flywheel reaches the operation rotation speed lower limit value from high to low, starting to load energy to the flywheel, and stopping driving the vehicle by using the flywheel before the rotation speed of the flywheel rises to the middle limit value rotation speed 9655.2 r/min.

When the vehicle runs, the two stages of the total speed increasing stage (occasionally speed reducing stage) and the total speed reducing stage (occasionally speed increasing stage) of the flywheel are alternated all the time. Maintaining uninterrupted continuity of driving or braking vehicle torque at the transition from the current phase to the next phase, namely: axle side torque Mhe12 remains constant and engine and flywheel side torque and power are smoothly transitioned into balance.

The overall speed-up stage of the flywheel: starting from the lower limit value of the running rotating speed and ending at the upper limit value of the loading rotating speed; the engine always outputs power even when the flywheel brakes the vehicle; in the region from the lower limit value of the operating rotating speed to the middle limit value of the rotating speed, the engine operates under the maximum power working condition; in the region between the middle limit rotating speed and the loading rotating speed upper limit, the engine operating condition is preferably at a maximum efficiency condition and is used for loading a flywheel and driving the vehicle, when the power Pmaxe of the engine at the maximum efficiency condition is completely used for driving the vehicle and is still insufficient, the flywheel turns to output power to assist driving, and when the driving power of the flywheel reaches the maximum value or is insufficient at the moment, the power of the engine is increased, namely the power Pmaxe is transited to the maximum power Pmax, and the maximum driving power of the flywheel and the maximum power of the engine are completely used for driving the vehicle.

And (3) overall flywheel deceleration stage: starting from the upper limit value of the loading rotating speed and ending at the lower limit value of the running rotating speed; the engine occasionally outputs power; when the flywheel brakes the vehicle, the engine does not run; mainly using a flywheel to drive a vehicle, adding engine power Pmaxe when the driving power of the flywheel is insufficient when the maximum value reaches the current time, correspondingly reducing the amplitude of the flywheel power, and increasing the engine power when the sum of the maximum power of the flywheel and the Pmaxe is insufficient, namely, the power Pmaxe is transited to the maximum power Pmax.

A power control unit is arranged at a vehicle driver seat: the system comprises a driving pedal, a brake pedal, a 1-gear forward driving, a 2-gear forward driving, a 3-gear forward driving and a 1-gear reverse driving initial setting control lever.

The stroke of the driving pedal correspondingly outputs a driving torque relative value instruction from zero to the maximum value, the torque and the stroke adopt a nonlinear relation, and the torque is slowly increased in the initial stage, so that the control on the slow running speed of the vehicle is easily realized. The maximum value of the driving torque refers to the maximum value which can be obtained currently, and is calculated by the power control system according to the measured parameters of the current state.

The stroke of the brake pedal is divided into two sections, wherein the first section recovers the relative value of the brake torque corresponding to the kinetic energy from zero to the maximum value, the second section recovers the brake torque corresponding to the relative value of the friction brake torque from zero to the maximum value, and the second section simultaneously maintains the maximum value of the kinetic energy. The kinetic energy recovery braking is to recover the kinetic energy of the vehicle to the flywheel through HET reverse power flow transmission, and the friction braking is to convert the kinetic energy of the vehicle into heat energy by adopting four wheel friction brake discs. The maximum value of the kinetic energy recovery braking torque is the maximum value which can be obtained currently and is calculated by the power control system according to the measured parameters of the current state.

The 1 st gear of driving, 2 nd gear of driving, 3 st gear of driving, 1 st gear of backing a car initial setting control lever compromise the vehicle and set up and the setting of initial velocity ratio gear, and 1 st gear transmission is bigger, and 2 nd gear transmission is placed in the middle, and 3 grades of transmission is less. The 1-gear initial setting of the vehicle is that the three-level speed ratio gear reducer is in a 1-gear transmission ratio state in a range from zero to a first intermediate switching speed of the vehicle driving speed, is in a 2-gear transmission ratio state in a range from the first intermediate switching speed to a second intermediate switching speed, and is in a 3-gear transmission ratio state in a range from the second intermediate switching speed to the highest vehicle speed; the vehicle-ahead 2-gear initial setting means that the vehicle-ahead driving speed is in a 2-gear transmission ratio state in a range from zero to a second intermediate switching speed, and is in a 3-gear transmission ratio state in a range from the second intermediate switching speed to the highest vehicle speed; the initial setting of the 3-gear of the vehicle is that the three-level speed ratio gear reducer is always in a 3-gear transmission ratio state. The reverse 1-gear initial setting means that the three-level speed ratio gear reducer is in a 1-gear transmission ratio state and the speed limit does not exceed the intermediate speed in a range from zero to one intermediate speed of the reverse running speed of the vehicle. When backing, HETh12 pivot and rear shafting reverse, do not have the special reverse gear train.

The shift operation in running is automatically controlled by the power control system, when the preset gear shift speed is reached, the transmission torque is reduced to zero, the original gear is disengaged, two parts to be engaged are synchronous by friction of a synchronizer, a new gear is engaged, and the required torque is transmitted according to the current driving torque instruction.

The mechanical connection loading energy charging system for the vehicle flywheel adopts the following sequential composition scheme: the loading joint, the loading end vertical separation type half coupling HETho (figure 30) and a manipulator system, the energy supply end vertical separation type half coupling HEThi (figure 31), a bevel gear speed increaser and a horizontal synchronous motor. The load rated power is 2000 kW.

The loading joint is assembled at the upper end of the HETho rotating shaft, and the loading joint and a loading disc 69 at the lower end of the rotating shaft of the vehicle flywheel adopt an externally-hooped rubber pipe hydraulic connecting structure. The loading joint is provided with a hydraulic connecting disc 80 and a spline disc 81, the spline disc is in fit connection and torque transmission with an involute spline of the HETho rotating shaft, the hydraulic connecting disc and the spline disc are positioned by adopting a spigot, the torque is transmitted by four cylindrical pins 87 uniformly distributed in the circumferential direction, and the central end face of the hydraulic connecting disc and the shaft end face of the HETho rotating shaft are tightly attached and fixed by four screws 88. The outer edge of the hydraulic connecting disc is in a cylinder shape extending upwards, a circumferential groove is formed in the inner wall of the cylinder part, a rubber ring 82 made of polyurethane is arranged in the groove, the outer surface of the rubber ring is provided with a longer inner cylindrical surface and a longer outer cylindrical surface, three axially arranged annular round holes are formed in the rubber ring, two circumferentially uniformly distributed radial through holes facing outwards are formed in each annular round hole, two hydraulic oil paths 83 communicating the radial through holes are machined in the hydraulic connecting disc corresponding to the positions of the two rows of radial through holes, the two hydraulic oil paths are converged in an axle center oil hole of the hydraulic connecting disc, and the axle center oil hole is in butt joint communication with an axle center through hole 84 in a HETho rotating shaft. The hydraulic oil is supplied by a hydraulic station of an auxiliary system and is input into the axle center through hole 84 and an oil way communicated with the axle center through hole through a pipeline and a sealing joint of the lower end shaft head of the HETho rotating shaft. The outer cylindrical surface and the outer fillet surface of the rubber ring are in adhesive sealing with the groove surface of the hydraulic connecting disc so as to ensure the butt sealing of the two rows of radial through holes and the hydraulic oil circuit. After the hydraulic oil circuit is emptied and filled with oil, when the hydraulic oil circuit is not pressurized, the rubber ring keeps the initial shape, the radius of the inner cylindrical surface of the rubber ring is 0.5mm larger than that of the outer cylindrical surface of the flywheel loading disc, and the loading head can be operated to axially move (approach or leave); when the pressure intensity of hydraulic oil is increased, the pressure of an inner hole cavity of the rubber ring is increased, the rubber ring expands, the radius of the inner cylindrical surface of the rubber ring is reduced, and the function of tightly holding the outer cylindrical surface of the flywheel loading disc is achieved; and after the pressure of the hydraulic oil is reduced, the rubber ring is restored to the original shape. When the HETho rotating shaft rotates, the generated centrifugal force effect can increase the hydraulic oil pressure of the inner hole cavity of the rubber ring, and meanwhile, the centrifugal force of the rubber ring is increased to enable the inner cylindrical surface of the rubber ring to move outwards. In order to avoid the uncertainty of the centrifugal force effect and the action effect thereof, the HETho rotating shaft is in a zero rotating speed state before the HETho rotating shaft does not reach the loading working position and when the HETho rotating shaft leaves from the loading working position. In order to prevent air from remaining in a joint area when the rubber ring externally embraces the loading disc, two annular grooves 85 are processed on the outer cylindrical surface of the loading disc, the axial positions of the grooves correspond to the axial positions of two annular round holes of the rubber ring, two groups of exhaust holes 86 which are uniformly distributed in the circumferential direction are processed on the loading disc, and the grooves are communicated with the outside.

The loading end vertical separation type half-couple HETho and the energy supply end vertical separation type half-couple HEThi are arranged on the same axial line, and both adopt an electromagnetic structure type of two-stage external series connection, each stage of double magnetic flux, a near-axis excitation coil and a half-high rotor conductor 4. The main parameters of each half-couple are: the rotor comprises 2000kW of electromagnetic rated power, 10000r/min of rated rotation speed, 65644A of main current, 30.5V of electromotive force rated value, 85.285mm of shaft surface radius of a rotating shaft, 145.8mm of maximum radius of a rotor, 232.8mm of radius of a stator body, 600.5mm of axial length of the stator and 175kg of rotor mass.

Half-coupling HETho and half-coupling HEThi have most of the same structural details as the split-type HET half-coupling (fig. 20) used in the previous power system embodiment, which was described above, and only the major differences between half-coupling HETho and HEThi and the split-type HET half-coupling shown in fig. 20 will be described below.

The HETho and the HEThi have a two-stage structure in series, and are basically formed by combining single-stage structures shown in fig. 20 in series, the four excitation coils 9 of two single-stage structures are reduced into three excitation coils 9 (corresponding to excitation currents I1, I2 and I3 in fig. 12, 30 and 31) of two-stage series structures, that is, two coils which are positioned in the middle of the four original excitation coils and have the same excitation current direction are combined into one coil (corresponding to I3), and the two original main magnetic circuits are combined into one main magnetic circuit, so that the two original stator magnetizers 10 are eliminated. The two end coils with the excitation currents I1 and I2 have the same structure and the same number of turns, and the magnetic path structures are also symmetrical, so that the magnetic fluxes generated when I1 and I2 are equal and passing through the rotor magnetic and electric conductors also have the same magnitude. The intermediate coil with excitation current I3 has a greater number of turns, arranged to ensure that the flux produced by the I3 rating is the same magnitude as the flux produced by the I1 and I2 ratings, i.e., has the added effect of two single stage configurations. In practical application, the wires of the three excitation coils are connected in series, I1 and I2 are always equal in size and same in direction, I3 and I1 are opposite in direction, and the ratio of the values of I3 and I1 is always equal to the ratio of the number of turns of the rotor, so that the functional relation between the magnetic flux of all rotors and the change of the influencing factors of the rotors is simplified, and the electromagnetic law formula of the separated type HET half-couple shown in fig. 20 and the adjusting method thereof can be contrasted.

Between the two stages of each half-pair, between HETho and HEThi, the connection of the main circuit employs a hybrid flex cable arranged between the external terminals 16. The mixed flexible cable uses red copper wire material with wire diameter of a few tenths of millimeters, and thin wires form a circular flexible wire bundle with the outer contour diameter of 6mm, and the circular flexible wire bundle is connected between two-stage external terminals of each half-couple and between external terminals of HETho and HEThi. The wire bundles in the same path and the same current direction are arranged into a row along the radial direction, the wire bundles in different paths and different current directions are alternately mixed and arranged into fan-shaped blocks, eight fan-shaped blocks are uniformly distributed along the circumference, and spaces for other pipelines and lead wires to pass through are reserved among the fan-shaped blocks. The lead bundle is connected with the red copper external terminal in a brazing mode or connected with the red copper external terminal and the red copper external terminal through the middle transition terminal of the red copper in a brazing mode. The length of the wire bundle between the HETho and the HEThi external terminals meets the limit requirement that the HETho and the rotating shaft thereof move upwards and leftwards and rightwards to reach the working position, namely, the wire bundle has sufficient telescopic flexibility.

The manipulator system is provided with three spherical hinge pivot points (three pivot points P1, P2 and P3) on the outer surface of the HETho, the three pivot points have the same Zb coordinate (the Zb value is zero) in an attached rectangular coordinate system taking the axial lead of the HETho rotating shaft as a longitudinal axis Zb, the distances between the three pivot points and the Zb axis are also the same (the distance is R which is 340mm), the three pivot points are uniformly distributed along the circumference, and the P1 point is taken on the Xb axis. The absolute coordinates of three fulcrums are controlled by adopting six linear stepping actuators, a ground absolute diagonal coordinate system (X, Y, Z) is superposed with an appendage diagonal coordinate system (Xb, Yb, Zb) of an initial position, the Z-axis coordinates of the three fulcrums are directly controlled, the Y-axis coordinates of a point P1 are directly controlled, the X-axis coordinates of points P2 and P3 are directly controlled, and the X-axis coordinates of a point P1 and the Y-axis coordinates of points P2 and P3 are indirectly controlled by a three-fulcrum rigid connection relation. Z-axis control of each pivot: the lower end component is rigidly fixed on a fixed frame and a fixed foundation, the upper end of the lower end component is provided with a cylindrical hole seat with a key groove, the lower end of the upper end component is provided with a shaft extension with a key, the prismatic kinematic pair is assembled, the lower end of the shaft extension end is connected with an output shaft of a linear stepping actuating device (specifically a stepping motor and a lead screw nut transmission mechanism, the same below), and a machine foot of the linear stepping actuating device is fixed on the lower end component. Y-axis control at point P1: a prismatic motion pair is adopted, one component is a component at the upper end of a Z-axis control motion pair with a point P1, a pair of cylindrical hole seats with key grooves and with axes parallel to a Y axis are arranged on the component, two ends of the other component are provided with shaft extensions with keys, the middle part of the other component is provided with a cylindrical hole seat without a key groove and with axes parallel to an X axis, the shaft extensions at two ends and the pair of hole seats are assembled into the prismatic motion pair, one end of the shaft extension is connected with an output shaft of a linear stepping execution device, and a machine foot of the linear stepping execution device is fixed on the upper end component. X-axis control of point P2 (point P3): a prismatic motion pair is adopted, one component is a component at the upper end of a Z-axis control motion pair at a point P2 (point P3), a pair of cylindrical hole seats with key grooves and with axes parallel to an X axis are arranged on the component, two ends of the other component are provided with shaft extensions with keys, the middle part of the other component is provided with a cylindrical hole seat without a key groove and with axes parallel to a Y axis, the shaft extensions at two ends and the pair of hole seats are assembled into the prismatic motion pair, one end of the shaft extension is connected with an output shaft of a linear stepping execution device, and a leg of the linear stepping execution device is fixed on the upper end component. A cylindrical piston is assembled in each of three cylindrical hole seats without key grooves, a spherical joint bearing seat is installed at the center of the end face of one end, close to the Z axis, of each piston, a spherical hinge is combined with a matched spherical rod head, the spherical centers of the three spherical hinges are P1, P2 and P3, and three supporting rods with spherical rod heads are fixedly connected to a supporting ring plate 92 additionally arranged at the upper end flange of the HETho stator.

The detection system for the vehicle vertical flywheel rotating shaft direction is matched with a manipulator system, nine distance data between three measurement mark points on a symmetrical fixing piece which is coaxial with a rotating shaft and is arranged at the end of the flywheel rotating shaft and three fixed reference points of the detection system are measured by adopting a non-contact distance measuring instrument, and the spatial three-dimensional absolute coordinates of the three measurement mark points are calculated and determined, so that the spatial position and the direction angle (three spatial coordinates and two direction angles) of the end of the flywheel rotating shaft are determined. Working procedure before loading: and opening a flywheel shaft end protective cover, measuring and determining the space position and the direction angle of the flywheel shaft end, adjusting and moving the HETho to a preparation position by using a manipulator system, and linearly translating the HETho to a loading working position after the shaft axis and the flywheel coincide. In order to ensure that the joint is centered and smoothly carried out before loading, a guiding measure is added: a guide sleeve ring 90 is additionally arranged on the end shell of the flywheel shaft, and a guide sleeve 89 is additionally arranged on the bearing seat at the upper end of the HETho, and the guide sleeve and the HETho are matched to play an auxiliary guide role in joint centering. This guiding measure can also be used when manually engaging the centering.

The rated power of the horizontal synchronous motor is 2000kW, the horizontal synchronous motor runs at the synchronous rotating speed of 3000r/min after being started, and when the flywheel energy storage of the vehicle is required to be unloaded to a power grid, the horizontal synchronous motor can run reversely to be used as a synchronous generator. The bevel gear speed increaser has a pair of spiral bevel gears with ground teeth, the two axes are perpendicular to each other, and the speed increasing transmission ratio is 3.333.

The device is characterized in that a fixed supporting device for a vehicle frame is arranged, a three-point supporting structure is adopted, namely a front two points and a rear one point of the vehicle are supported, three hydraulic jacks are arranged between the bottom surface of a standard set supporting base of the vehicle frame and a ground supporting seat, and the vehicle, an overhead tire and the fixed vehicle frame are controlled by a system to jack up the vehicle after the vehicle carries, so that the position of a flywheel located on the vehicle frame is stabilized.

(f) Wind power generation system applying HET

A specific embodiment of a 1.5MW wind power system with HET (fig. 40) is as follows.

The system comprises: the wind wheel comprises a horizontal shaft type variable-pitch blade wind wheel, a horizontal speed-up gear box connected with a wind wheel shaft, a ring groove current collection and internally cooled monopole direct current electromagnetic driving machine (HET) connected with an output shaft of the gear box and a generator shaft, a horizontal synchronous generator, a mechanical brake device arranged at the wind wheel shaft, a yaw driving active counter-wind mechanism, a cabin, a tower and a control and accessory system.

The wind wheel adopts three airfoil section blades, the maximum value Cpmax of the wind energy utilization coefficient Cp is 0.47, the corresponding optimal tip speed ratio (Vt/Vw) opt is 7(Vt is the tip linear velocity, Vw is the wind speed, Vt is Rt omega w, Rt is the wind wheel radius, omega w is the wind wheel angular velocity), and the optimal tip speed ratio and the maximum wind energy utilization coefficient value are applied at a rated design point. And selecting the rated wind speed of 12m/s with lower wind energy and wide applicable wind field range. The rated rotation speed of the wind wheel is 24.31r/min, the rated linear speed of the blade tip is 84m/s, and the rated power is 1670 kW. The diameter of the rotor is 66 m.

The speed increasing gear box increases the rotating speed of 24.31r/min to 1500r/min under the rated working condition, so that the rated rotating speeds of two rotors of the HET are the same, the speed increasing ratio K is 61.7, three-stage transmission is adopted, the front two stages are planetary gears, and the rear stage is a parallel shaft cylindrical gear.

The rated output power of the synchronous generator is 1.5MW, the synchronous generator runs at a constant speed of 1500r/min, outputs 50Hz alternating current and is connected to a power grid through a step-up transformer.

The HET is a horizontal separation type and is provided with a pair of HET half-coupling parts (shown in figure 22) with the same specification, the rated power is 1612kW, the rated rotating speed is 1500r/min, the rated main current is 107873A, and the rated efficiency is 97%. Each HET half-couple part is in a single-stage, hollow shaft, double magnetic flux and near-axis ring structure form, and the geometric and weight parameters of each HET half-couple part are as follows: the maximum outer diameter of the rotor is 701.8mm, the maximum outer diameter of the stator body is 928.9mm, the total length is 804.7mm, the weight of the rotor is 927kg, and the total weight is 2604 kg.

The HET half-coupling has most of the same structural details as the split-type HET half-coupling employed in the previous power system embodiment (fig. 20), which was described above, and only the major differences between the HET half-coupling and the split-type HET half-coupling illustrated in fig. 20 will be described below.

The rotating shaft is a hollow shaft, the middle section is a hollow 20-steel magnetizer 2, the two ends are 40Cr steel end shafts 180, 182 and 20-steel lantern rings 181, the lantern rings 181 are used for magnetic conduction of the magnetic fluid sealing element 37, interference connection is respectively realized between the magnetizer 2 and the end shafts and between the end shafts and the lantern rings, and sealing glue is coated on the contact end surfaces. Two end shafts are respectively provided with a rolling bearing (a deep groove ball radial bearing, grease lubrication and contact type sealing rings on two sides), the bearing on one side of the shaft extension end is an axial positioning end and can bear bidirectional axial load, and the bearing on one side of the shaft extension end is a free end capable of axially moving; the radial load of the bearing generated by the gravity of the rotor is larger than the minimum load of the bearing, and an additional pre-tightening measure is not needed to be added to the two bearings. The shaft extension end is provided with an external spline and is used for installing a coupling to be connected with a generator rotating shaft or a gearbox output shaft.

The main circuit between the two separated HET semi-coupling parts is connected by adopting the scheme of an external terminal 16 and a mixed flexible cable. The mixed-row flexible cable uses red copper wire material with wire diameter of a few tenths of millimeters, and the thin wires form a flexible wire bundle 91 which is connected to an external terminal. The wire bundles in the same current direction are arranged in a row along the radial direction, the wire bundles in each row in different current directions are alternately mixed and arranged into fan-shaped blocks, 16 fan-shaped blocks are uniformly distributed along the circumference, and spaces for other pipelines and leads to pass are reserved among the fan-shaped blocks. The lead bundle is connected with the red copper external terminal in a brazing mode or connected with the red copper external terminal and the red copper external terminal through the middle transition terminal of the red copper in a brazing mode.

A second type of adjustment method is used for HET. The gearbox-side HET half-couple rotor is marked as rotor 1, and the generator-side HET half-couple rotor is marked as rotor 2. And taking the parameter of the electromagnetic torque Me1 obtained by indirect calculation as a control command. During adjustment, the values of omega 1 and omega 2 are measured in real time, the parameter value of Me1 is given, I1 and I2 are used as parameters of excitation current to be de-excited, and the formula of Me 1-Fm 1 (omega 1, omega 2, R0, I1 and I2) is used as a constraint condition to obtain the optimal solution of the parameters I1 and I2, which meets the minimum sum of the main current ohmic heat (I0. I0. R0) and the excitation current ohmic heat (Sigma Poi). In actual operation, the optimal solution is called from a database prepared in advance and used for executing links.

The starting process of the wind power system comprises the following steps: when the starting wind speed is reached, the pitch angle of the wind wheel blade is reduced to a pitch angle with larger starting torque from a feathering position, the impeller is driven by wind power to be self-started, the HET drives the rotor of the synchronous generator to be increased from zero rotating speed to 1500r/min of synchronous rotating speed, and then the rotor is accessed to a power grid through a synchronous grid-connected operation program; when the starting process is completed, the blade pitch angle is rotated to the rated design pitch angle, and the rotating speed of the impeller is adjusted to the rotating speed value meeting the optimal blade tip speed ratio of 7.

Conventional operational control schemes in the cut-in wind speed to rated wind speed range: the design pitch angle of the wind turbine blade is kept; according to the purpose of maximum wind energy utilization, with the aim of keeping the optimal tip speed ratio as an operation target, selecting an optimal torque function Mwopt (Vwopt, ω w) as a target operation torque-rotating speed line from wind energy torque functions Mw (f) (Vw, ω w), wherein the optimal wind speed Vwopt is Rt · ω w/(Vt/Vw) opt; calculating an optimal torque Mwopt value by using a formula omega w-omega 1/K and an optimal torque function, and calculating a parameter value of an electromagnetic torque Me1 by using a formula Me 1-Mf 1+ (Mfw-Mwopt)/K + Mfgc, wherein Mf1 is the friction mechanical torque of the rotor 1, Mfw is the friction resistance torque of a wind wheel shaft, and Mfgc is the value of the friction resistance torque of a gear box reduced to the rotor 1; performing adjustment control on HET by taking the Me1 parameter value as a control instruction; when the actual wind speed Vw is greater than the optimal wind speed Vwopt, the actual wind energy torque Mw ═ f (Vw, ω w) is greater than the optimal torque Mwopt, and the currently executed electromagnetic torque Me1 cannot balance the wind speed, with the result that the wind wheel automatically increases the rotation speed, so that the optimal wind speed Vwopt approaches the current wind speed Vw until the balance operation is performed on the target operation torque-rotation speed line Mwopt ═ f (Vwopt, ω w); when the actual wind speed Vw is less than the optimum wind speed Vwopt, the path is reversed as described above, and as a result, the equilibrium operation is also performed on the target operation torque-rotation speed line.

Power limit control scheme in the range of rated wind speed to cut-out wind speed: the method is characterized in that a pitch angle change measure which changes towards the directions of reducing the stall tendency, reducing the attack angle of air flow and increasing the pitch angle of blades is adopted, the wind power of a wind wheel is kept constant in principle, and the rotating speed of the wind wheel is kept constant (equal to a rated value), namely, the wind energy utilization coefficient Cp of the wind wheel is required to change in inverse proportion to the third power of the wind speed, the tip speed ratio lambda is required to change in inverse proportion to the wind speed, a Cp-lambda diagram shows a target running track with the Cp value in direct proportion to the third power of the lambda, and the; calculating an intersection point family of the curve family and the target operation track curve by utilizing the Cp-lambda curve family under different pitch angles in the adjustable range of the pitch angle, and determining a corresponding rule of the pitch angle changing along with the wind speed from the intersection point family; the method comprises the steps of measuring local average wind speed Vw and values of omega 1 and omega 2 in real time, adjusting a pitch angle according to the rule, adjusting and controlling HET by taking a rated electromagnetic torque Me1d value as a preset Me1 parameter instruction, when the rotating speed of a wind wheel is lower than the rated rotating speed, properly reducing the Me1 instruction to reduce the output load of the wind wheel and increase the speed of the wind wheel, and when the rotating speed of the wind wheel is higher than the rated rotating speed, properly increasing the Me1 instruction to increase the output load of the wind wheel and reduce the speed of the wind wheel, so that the wind wheel is stabilized to run at the rated rotating speed.

The impeller braking and stopping process: when the cut-out wind speed is reached or other braking instructions are sent, firstly, the pitch angle of the wind wheel blade is rotated to a feathering position, aerodynamic braking is implemented, and then, a brake disc arranged at the wind wheel shaft is mechanically braked until the wind wheel is stopped rotating.

(g) Wind power generation system applying HET and flywheel

A specific embodiment of a 1.5MW wind power system with HET and flywheel (fig. 41) is as follows.

The system comprises: the horizontal type variable pitch blade wind wheel comprises a horizontal type variable pitch blade wind wheel, a horizontal type speed-up gear box connected with a wind wheel shaft, a ring groove current collection and internal cooling single-pole direct current electromagnetic driving machine (HETw) directly connected with an output shaft of the gear box and indirectly connected with a shaft of the generator, a horizontal type synchronous generator, a flywheel device, a ring groove current collection and internal cooling single-pole direct current electromagnetic driving machine (HETf) connected with a rotating shaft of the flywheel and the shaft of the generator, a mechanical brake device arranged at the wind wheel shaft, a yaw driving active counter-wind mechanism, a cabin, a tower and a control and accessory system.

The speed increasing gear box increases the rotating speed of 24.31r/min to 1500r/min under the rated working condition, so that the rated rotating speeds of two rotors of the HETw are the same, the speed increasing ratio K is 61.7, the rated input power is 1670kW, three-stage transmission is adopted, the front two stages are planetary gears, and the rear stage is a parallel shaft cylindrical gear.

The synchronous generator is designed by power halving, the rated output power is 750kW, the synchronous generator runs at a constant speed of 1500r/min, and 50Hz alternating current is output and is connected to a power grid through a step-up transformer.

The HETw is a horizontal separation type, has a pair of HET semi-couples (figure 22) with the same specification, and has the same rated input power 1612kW, rated rotating speed 1500r/min, rated main current 107873A and rated efficiency 97% as the HET in the specific embodiment of the wind power generation system (f) applying the HET.

The HETf is a separated type and is provided with a horizontal half-coupling part HETfh (figure 23) connected with a generator shaft and a vertical half-coupling part HETfh (figure 29) connected with a flywheel rotating shaft, wherein the rated output power is 750kW, namely, the power halving design is adopted and the rated main current 60959A is adopted.

The rated rotation speed of the HETphe half coupling is 1500r/min, the maximum outer diameter of the rotor is 571.1mm, the maximum outer diameter of the stator body is 806.6mm, the total length is 945mm, the weight of the rotor is 821kg, and the total weight is 2481 kg. The HETphe has two shaft extensions with external splines, but the structural form and characteristics of the HETphe are the same as those of the HET in the specific embodiment of the "(f) wind power generation system using HET".

The rated rotation speed of the HETfhf half coupling is 3796.25r/min, the design power is 3 multiplied by 750kW, so that the rated power can reach 750kW at the rated rotation speed of 1/3, the maximum outer diameter of a rotor is 527.7mm, the maximum outer diameter of a stator body is 756.5mm, the total length is 820mm, the weight of the rotor is 871kg, and the total weight is 2356 kg.

The average nominal efficiency of HETf was 97% under the following conditions: the power is 750kW of rated value, the HETfhe half couple rotating speed is 1500r/min of rated value, and the HETfhf half couple rotating speed is the full-range rotating speed from 1/3 rated speed to 100% rated speed, namely, the full process of storing energy from 1/3 rated speed, 1/9 energy to 100% rated speed and 100% energy of the flywheel is corresponded.

The equipment connection between speed-up gear box and generator is as follows: one coupling is connected with the output shaft of the gear box and the end shaft of the front half coupling part of the HETw, one set of external cables is connected with the main current circuits of the two half coupling parts of the HETw, one coupling is connected with the end shaft of the rear half coupling part of the HETw and the front end shaft of the horizontal half coupling part HETfh, and the other coupling is connected with the rear end shaft of the horizontal half coupling part HETfh and the rotating shaft of the generator. The HETphe rotating shaft is a dual-purpose transmission shaft and plays a role in connecting a HETw rear end shaft with a generator rotating shaft.

Flywheel installation (fig. 52) main parameters: the rated rotation speed 3796.25r/min, the rated transmission power 750kW, namely a power halving design, and the maximum transmission torque 5660Nm, wherein the torque can transmit the rated power 750kW at the rated rotation speed 1/3. The maximum outer diameter of the flywheel is 3360mm, the maximum outer diameter of the device is 3727mm, the total height of the device is 4675mm, the total weight of the device is 51581kg, the total weight of the rotor is 42837kg, and the rated energy storage is 1567 kWh.

The flywheel device (fig. 52) embodiment is as follows.

The flywheel rotor has 7 sets of wheels which are connected in series from top to bottom, each set of wheels has two mass blocks 53 and two supporting bodies 54 (fig. 35), each set of wheels is connected with a section of cylindrical central shaft 102, the upper and lower adjacent central shafts are connected by adopting flanges and threaded fasteners, the lower 6 sections of central shafts have the same structure, and the uppermost section of central shaft is provided with a flange plate connected with a flange plate 131 (fig. 35). When the assembly is installed, a set of wheel body and central shaft assembly at the lowest end is supported and arranged from the bottom, and the rest wheel body and central shaft assembly are connected in a sleeved and assembled mode from bottom to top.

The mass block material of the outer ring is made of winding-formed high-strength glass fiber twistless roving reinforced epoxy resin, the mass block material of the inner ring is made of winding-formed E-type glass fiber twistless roving reinforced epoxy resin, the support body material is made of winding-formed E-type glass fiber twistless roving reinforced unsaturated polyester resin, and the cylindrical central shaft is made of nodular cast iron.

The axial support permanent magnet bearings are formed by 5 tandem suction type axial support permanent magnet bearings each having a rotary disc 59 and a stationary disc 60 (fig. 36, 38), the rotary disc being located below the stationary disc with an air gap between adjacent side end faces of the two discs. The rotating discs are 5 soft magnetic material 45# steel conical discs with the same size structure, each rotating disc is fastened with the rotating shaft 101 through a fastening sleeve 147 (provided with an external conical surface and an internal cylindrical surface and longitudinally provided with a slit) and a nut 146, a middle spacer 148 is arranged between two adjacent rotating discs, and spacers 152 are arranged between the uppermost rotating disc and a convex shoulder on the main shaft and play roles of axial positioning and reliable axial force transmission. The static disc (fig. 37) is composed of an axial-symmetric non-magnetic material aluminum alloy base 151, a soft magnetic material electromagnetic pure iron ring 149 and a permanent magnetic material neodymium iron boron ring 150, the three are connected by gluing, the neodymium iron boron ring 150 is magnetized along the radial direction, the magnetizing directions of the adjacent neodymium iron boron rings are opposite, a main magnetic flux loop generates a stronger air gap magnetic field between the electromagnetic pure iron ring and the rotating disc through the neodymium iron boron ring, the two adjacent electromagnetic pure iron rings and the opposite rotating disc, and the rotating disc forms upward magnetic attraction to the rotating disc, so that the gravity of the rotor is offset. The connecting structure and assembling steps of the stationary plate 60 with other members are as follows: after the bearing set at the upper end of the rotating shaft and the parts nearby the bearing set and the steel bearing seat 153 are assembled, the uppermost static disc and the upper steel sleeve 154 are firstly installed, then the uppermost rotating disc 59, the spacer 152, the clamping sleeve 147, the nut 146 and the locking fittings thereof are installed, then the middle static disc, the rubber elastic cushion cover 155 and the middle steel sleeve 156, the middle rotating disc, the middle spacer 148, the clamping sleeve 147, the nut 146 and the locking fittings thereof are installed in sequence of the first static element and the second rotating element, and finally the lowermost static disc, the rubber elastic cushion cover 155 and the lower steel sleeve 157 are installed, and finally the

steel sleeves

154, 156 and 157 in series are contained and sleeved by a full-length outer steel sleeve 139.

The upper end and the lower end of the rotating shaft 101 are supported by radial rolling bearings, a rotating disc for axially supporting the permanent magnet bearings is positioned in the middle of the rotating shaft, the rotating shaft is designed into a rigid rotor, and the first-order bending critical rotating speed of the rotating shaft is higher than the rated rotating speed.

The lower end of the rotating shaft adopts a deep groove ball bearing (figure 38) and uses lubricating grease. Magnetic fluid sealing components are arranged on two sides of the bearing, namely a neodymium iron boron ring, an electromagnetic pure iron ring with three teeth on two sides of the neodymium iron boron ring, and magnetic fluid liquid at the tooth tips. The seal assembly isolates the bearing from the surrounding vacuum environment, and the bearing cavity is in communication with the atmosphere. Centrifugal separation discs 159 for preventing grease from moving to both sides are also provided on both sides of the bearing. And at the position corresponding to the magnetic fluid sealing assembly,

spacer bushes

160 and 161 are arranged on the rotating shaft, the spacer bushes are made of 45# steel with magnetic conductivity higher than that of the rotating shaft material so as to ensure sealing magnetic flux, and the spacer bushes have the axial positioning effect on related parts. Rubber sealing rings and vacuum sealing grease are arranged between the

spacer bushes

160 and 161 and the rotating shaft 101, and the spacer 160 and the rotating shaft can also be fixedly connected and sealed by adopting a brazing method. The upper and lower sets of magnetic fluid sealing components are respectively fixed on the bearing seat 140 and the end cover 158, the connecting surface is bonded and sealed by adhesive, the end cover and the bearing seat are fastened by screws, and a rubber sealing ring and vacuum sealing grease are arranged. The bearing seat 140, the end cover 158 and the centrifugal separation disc 159 are made of non-magnetic material aluminum alloy so as to meet the requirement of magnetic fluid sealing.

Deep groove ball bearings (fig. 38) at the lower end of the shaft are non-axially positioned free end bearings, which ensure axial free displacement of their outer races, and which additionally ensure that the bearing load is maintained at no less than its minimum load, so as not to cause severe sliding friction. In order to meet the two requirements, the following structural measures are adopted: the bearing seat 140 is in contact with the upper end face of the bearing outer ring, the outer cylindrical surface of the bearing seat allows axial free displacement, axial load formed by the total weight of the bearing seat, the end cover 158, the two sets of magnetic fluid sealing assemblies and the bearing outer ring acts on bearing balls, and bearing equivalent load generated by the axial load is not lower than the required minimum load.

The bearing at the lower end of the rotating shaft adopts a scheme of transmitting force to the support through the outer steel sleeve 139 (figure 38), and the outer cylindrical surface of the bearing seat 140 is directly contacted with the inner cylindrical hole of the outer steel sleeve. To ensure the coaxiality of the bearing seat holes at the upper end and the lower end,

relevant parts

139, 153 and 154 comprising outer steel sleeves are combined to process the upper end seat hole and the lower end seat hole.

The upper end of the rotating shaft adopts a pair of deep groove ball bearings (figure 36), a space ring is arranged between the inner rings of the two bearings, and a supporting space ring with dozens of axial through holes uniformly distributed along the circumference and helical compression springs is respectively arranged above the upper end surface of the outer ring of the upper bearing and below the lower end surface of the outer ring of the lower bearing, so that the two bearings form a face-to-face bearing combination, bear radial load and bidirectional axial load and serve as axial positioning ends. A dozen or so built-in helical compression springs in the bearing spacer are used to ensure that the equivalent load per bearing is not less than the minimum required load. The supporting space ring at the lower end is limited and supported by an aluminum alloy end seat 162, the supporting space ring at the upper end is limited and supported by an aluminum alloy end cover 165, the aluminum alloy end seat 162 and the steel bearing seat 153 are positioned by adopting a rabbet and are fixed and sealed by brazing, and an adjusting gasket is arranged between the aluminum alloy end cover 165 and the steel bearing seat. The bearing is lubricated by using lubricating grease, and centrifugal separation discs made of aluminum alloy materials for preventing the lubricating grease from moving towards two sides are arranged on two sides of the bearing group. A magnetic fluid sealing assembly with six sealing teeth is arranged on the lower side of the bearing group, so that the bearing is isolated from the vacuum environment of the rotor, and a bearing cavity is communicated with an atmospheric air passage. And a magnetic fluid sealing assembly with two sealing teeth is arranged on the upper side of the bearing group. The magnetic fluid sealing components are respectively fixed on the aluminum alloy end seat 162 and the aluminum alloy end cover 165, and the connecting surfaces are bonded and sealed by adopting an adhesive. And the position corresponding to the magnetic fluid sealing assembly is provided with a

spacer sleeve

163 and 164 on the rotating shaft, the spacer sleeve is made of 45# steel with magnetic conductivity higher than that of the rotating shaft material so as to ensure sealing magnetic flux, and the spacer sleeve has the axial positioning and force transmission functions of related parts. A rubber sealing ring and vacuum sealing grease are arranged between the spacer sleeve 163 and the rotating shaft 101, and the spacer sleeve 163 and the rotating shaft can also be fixedly connected and sealed by adopting a brazing method. The upper end face of the spacer 164 is fastened by a shaft end nut. The upper shaft end of the rotating shaft 101 is also provided with an external spline for connecting with an external device rotating shaft, and an internal thread at a central hole is used for the installation process.

In order to enable the center line of the flywheel rotating shaft 101 to be in a vertical position, the structure shown in fig. 36 is adopted, the levelness of the installation of the support plate 133 and the base 134 is adjusted, the levelness of the flywheel rotating shaft installation reference surface 135 is enabled to meet strict requirements, and meanwhile, the related processing form and position accuracy of the bearing seat 153, the outer steel sleeve 139, the fan-shaped cushion block 166 and the fan-shaped adjusting cushion plate 167 is strictly controlled. The fan-shaped cushion blocks 166 are uniformly distributed along the periphery, are temporarily not used when the installation is started, are connected with the circular ring chain at the lower end of the rotating shaft, and are connected with the flywheel wheel body and the central shaft which are positioned at the bottom, the whole rotor and all stator pieces including the bearing seat 153 and the outer steel sleeve 139 are hoisted by the hoisting tool arranged at the internal thread position at the upper shaft end of the rotating shaft, or the heaviest flywheel wheel body is jacked up at the bottom of the central shaft of the flywheel wheel body by adopting a hydraulic jack, then all the rotors are hoisted and straightened, and then the fan-shaped cushion blocks 166 are installed from the side surface. The circumferentially distributed, laterally mounted fan-shaped adjustment pads 167 are used to adjust the amount of clearance between the rotating disk and the stationary disk of the axial support permanent magnet bearing, thereby adjusting the amount of magnetic attraction. When the static disc and the rotating disc of the permanent magnet bearing are assembled one by one, the static disc is attracted to the rotating disc, and because the limiting convex edges with smaller gaps are arranged at the inner edge and the outer edge of the opposite end surfaces of the two discs, the air gap when the two discs are attracted mutually still keeps about half of the rated air gap distance, the magnetic attraction force at the moment is not too large, and the debugging operation of the magnetic attraction force is facilitated.

The vacuum container housing fixedly mounted on the base 134 is in a bottle shape (fig. 52) with a thin upper part and a thick lower part, and has an upper part, a middle part and a lower part, wherein the lower part is composed of a bottom elliptical seal head and a lower cylindrical section, the middle part is an elliptical closing-in, and the upper part is composed of a cylindrical section and a support plate 133. The bearing housing 153 is also a closure for the vacuum vessel. The middle part sets up flange joint with the lower part casing, and upper portion sets up flange joint with the middle part casing, and the precedence order of installation is: the lower casing, the wheel body and central shaft assembly, the middle casing, the base 134, the upper casing and other components. The outer ring (figure 52, enlarged view) of the flange connection between the middle and lower shells and between the upper and middle shells is provided with a brazing annular cavity wall structure, thin-wall

annular parts

168 and 170 at two ends are welded and fixed with the thick-wall shell firstly, after field installation and flange connection fastening, a field soldering method is adopted to weld the middle thin-wall annular part 169 and the thin-wall

annular parts

168 and 170 at two ends so as to ensure reliable vacuum sealing and semi-detachable sealing and connection, wherein the thin-wall parts and the transition structures at two ends are mainly used for preventing the heat from being dissipated too fast during field brazing. A brazing ring cavity wall structure (figure 36) containing all connecting surfaces between the support plate 133 and the bearing seat 153 is arranged between the support plate 153, the thin-

wall ring members

171 and 173 at two ends are welded and fixed with the bearing seat and the support plate, the thickness of the fan-shaped adjusting shim plate 167 is determined under the conditions that the container is not vacuumized and the rotor is static, and after the bearing seat 153 is fastened with the outer steel sleeve 139, the thin-wall ring member 172 in the middle and the thin-

wall ring members

171 and 173 at two ends are welded by adopting an on-site soldering method, so that the reliable sealing of the containing member is ensured, and the fan-shaped adjusting shim plate 167 can be detached and reused when the thickness is required to be further.

The vertical HETfhf half-couple (FIG. 29) has a single-stage, solid-shaft, dual-flux, paraxial-ring structure, and its structural features are largely the same as those of the horizontal half-couple shown in FIG. 20, and only the specific parts of the HETfhf half-couple will be described below.

The HETfhf half-couple rotating shaft 2 is formed by interference fit of a central thin shaft and an outer ring shaft, wherein the central thin shaft is made of 40Cr steel, and the outer ring shaft is made of 20 steel. The central thin shaft has a downwardly facing shaft extension with external splines.

The stator of the HETfhf is connected to the flywheel shaft upper end bearing seat 153 through the bracket 175 (fig. 53), that is: a small-diameter spigot ring body at the upper end of the support 175 is connected and fastened with a spigot of a flange plate at the lower end of the HETfhf stator, a large-diameter spigot ring body at the lower end of the support is connected and fastened with a spigot of a boss at the outer edge of a bearing seat 153 at the upper end of a flywheel rotating shaft, so that the support of the HETfhf stator and the flywheel device are integrated, and the axial lead of the HETfhf rotating shaft and the flywheel rotating shaft is coincided through form and position tolerance processing control of relevant connecting parts. The bracket 175 is composed of a small-diameter spigot ring body at the upper end, a large-diameter spigot ring body at the lower end, and radial spokes with rectangular cross sections which are uniformly distributed along the circumference and are connected with the two ends, and is manufactured by ductile cast iron casting and machining. The lower end face of the HETfhf rotating shaft is pressed on the upper end face of the flywheel rotating shaft (figure 53), the gravity of the HETfhf rotor is transmitted to the flywheel rotating shaft and is uniformly borne by the axial supporting permanent magnet bearing of the flywheel, so that the HETfhf is not provided with an axial supporting bearing with high load and an axial positioning dead point. The shaft ends of the two shafts are machined with external splines of the same specification and size, and torque between the two shafts is transmitted by an internally splined sleeve 174 (fig. 53) fitted to the shaft ends. A coupling between two devices of the kind described above, in which one device has no axial dead center, will not produce additional, undesirable axial loads on only one of the axial locating bearings during operation. On the other hand, in the case where two conventional devices have axial positioning dead points, the elastic coupling between the two devices generates axial force caused by axial displacement and unequal conditions, the rigid fixed coupling between the two devices generates large thermal expansion axial force, the toothed coupling between the two devices generates friction axial force when the thermal expansion of parts such as a rotating shaft and the like causes axial displacement between meshing teeth, and the axial force is acting force and reaction force which are generated in pairs and is simultaneously transmitted to the axial support bearings at the axial positioning ends of the two devices.

Two ends of a central thin shaft of the HETfhf are respectively provided with only one radial rolling deep groove ball bearing, an outer ring can freely move axially, and an axial positioning bearing capable of bearing bidirectional axial load is not arranged. Because the vertical rotor bearing does not bear the gravity, in order to keep the minimum load of the bearing, a spiral compression spring acting on the end face of the bearing outer ring is additionally arranged on one side of the end cover of the bearing seat to apply axial pre-tightening load.

The flywheel device 176 and the HETfhf half coupling 177 are arranged at the center of the tower (figure 54), the center line of the rotating shaft of the flywheel is superposed with the center line of the yaw rotation, and the flywheel gyro moment is not generated when the wind wheel faces the wind, and the rotation of the gravity center of the flywheel is not caused.

The operation control of HETw and HETf is respectively and independently executed, and a second type of regulation method is adopted for each. The gear box side half-couple rotor of the HETw is marked as a rotor 1, and the generator side half-couple rotor of the HETw is marked as a rotor 2; the HETfhf half-couple rotor is designated as rotor 1 and the HETfhe half-couple rotor is designated as rotor 2. And taking the parameter of the electromagnetic torque Me1 obtained by indirect calculation as a control command. During adjustment, the values of omega 1 and omega 2 are measured in real time, the parameter value of Me1 is given, I1 and I2 are used as parameters of excitation current to be de-excited, and the formula of Me 1-Fm 1 (omega 1, omega 2, R0, I1 and I2) is used as a constraint condition to obtain the optimal solution of the parameters I1 and I2, which meets the minimum sum of the main current ohmic heat (I0. I0. R0) and the excitation current ohmic heat (Sigma Poi). In actual operation, the optimal solution is called from a database prepared in advance and used for executing links.

The conventional operation of the wind power system adopts a stable power generation operation method, a generator is operated according to the planned average power generation power, when the output power of a wind wheel is higher than the average value under a large wind condition or gust, the higher difference is absorbed by a flywheel, and when the output power of the wind wheel is lower than the average value under a small wind condition, the insufficient difference is compensated and output by the flywheel.

The wind power system gives consideration to the peak shaving function of the power grid when necessary, when the power grid needs to store energy and the wind speed is small, the generator is used as a motor, the flywheel absorbs the electric energy from the power grid, and when the load of the power grid is increased and the wind speed is small, the flywheel outputs the stored energy in full force.

The process of starting the wind wheel and the generator by adopting wind power comprises the following steps: when the starting wind speed is reached, the pitch angle of the wind wheel blade is reduced to a pitch angle with larger starting torque from a feathering position, the wind wheel is driven by wind power to start automatically, the HETw drives the rotor of the synchronous generator to be increased from zero rotating speed to 1500r/min of synchronous rotating speed, and then the rotor is accessed to a power grid through a synchronous grid-connected operation program; when the starting process is completed, the blade pitch angle is rotated to the rated design pitch angle, and the rotating speed of the wind wheel is adjusted to the rotating speed value meeting the optimal blade tip speed ratio of 7.

The process of playing the peak regulation function of the power grid under the windless condition and starting a generator (motor) by adopting a flywheel: the flywheel kinetic energy is utilized, the HETf transmission drives the rotor of the synchronous motor to rise from zero rotating speed to 1500r/min of synchronous rotating speed, then the synchronous motor is connected into a power grid through a synchronous grid-connected operation program, and the synchronous motor operates according to a plan under a power generation working condition or an electric working condition. When the flywheel is in zero rotation speed and no kinetic energy, the synchronous motor is started in no-load mode by adopting a self-carried starting winding, and the synchronous motor runs under an electric working condition.

Conventional operational control schemes in the cut-in wind speed to rated wind speed range: the design pitch angle of the wind turbine blade is kept; according to the purpose of maximum wind energy utilization, with the aim of keeping the optimal tip speed ratio as an operation target, selecting an optimal torque function Mwopt (Vwopt, ω w) as a target operation torque-rotating speed line from wind wheel wind torque functions Mw (f) (Vw, ω w), wherein the optimal wind speed Vwopt is Rt · ω w/(Vt/Vw) opt; calculating an optimal torque Mwopt value by using a formula omega w-omega w1/K and an optimal torque function, and calculating a gear box side half-couple electromagnetic torque Mew1 parameter value of the HETw by using a formula Mew 1-Mfw 1+ (Mfw-Mwopt)/K + Mfgc, wherein omega w1 is the gear box side half-couple rotor angular speed of the HETw, Mfw1 is the friction mechanical torque of the gear box side half-couple rotor of the HETw, Mfw is the wind wheel shaft friction resistance torque, and Mfgc is the value of the gear box friction resistance torque which is converted into the gear box side half-couple rotor of the HETw; according to the energy allocation principle of stable operation of the planned average generated power, the generator provides an electromagnetic torque Mefhf parameter instruction of the HETfhf half coupling part through balance calculation of a control system; performing adjustment control on HETw by taking the Mew1 parameter value as a control instruction, and performing adjustment control on HETf by taking the Mefhf parameter value as a control instruction; when the actual wind speed Vw is greater than the optimal wind speed Vwopt, the actual wind rotor wind torque Mw ═ f (Vw, ω w) is greater than the optimal torque Mwopt, and the currently executed electromagnetic torque Mew1 cannot balance the wind rotor rotation speed, with the result that the wind rotor automatically increases the rotation speed, so that the optimal wind speed Vwopt value approaches the current wind speed Vw until the balance operation is performed on the target operation torque-rotation speed line Mwopt ═ f (Vwopt, ω w); when the actual wind speed Vw is less than the optimum wind speed Vwopt, the path is reversed as described above, and as a result, the equilibrium operation is also performed on the target operation torque-rotation speed line.

Wind turbine power limit control scheme in the range from rated wind speed to cut-out wind speed: the method is characterized in that a pitch angle change measure which changes towards the directions of reducing the stall tendency, reducing the attack angle of air flow and increasing the pitch angle of blades is adopted, the wind power of a wind wheel is kept constant in principle, and the rotating speed of the wind wheel is kept constant (equal to a rated value), namely, the wind energy utilization coefficient Cp of the wind wheel is required to change in inverse proportion to the third power of the wind speed, the tip speed ratio lambda is required to change in inverse proportion to the wind speed, a Cp-lambda diagram shows a target running track with the Cp value in direct proportion to the third power of the lambda, and the; calculating an intersection point family of the curve family and the target operation track curve by utilizing the Cp-lambda curve family under different pitch angles in the adjustable range of the pitch angle, and determining a corresponding rule of the pitch angle changing along with the wind speed from the intersection point family; measuring local average wind speed Vw, omega w1, omega w2 and omega fhf values in real time, adjusting the pitch angle according to the rule, adjusting and controlling HETw by taking a rated electromagnetic torque Mew1d value as a preset Mew1 parameter command, and adjusting and controlling HETf by a control system according to an electromagnetic torque Mefhf parameter command calculated and given by a balance strategy; when the rotating speed of the wind wheel is lower than the rated rotating speed, the Mew1 instruction is properly reduced to reduce the output load of the wind wheel and accelerate the wind wheel, and when the rotating speed of the wind wheel is higher than the rated rotating speed, the Mew1 instruction is properly increased to increase the output load of the wind wheel and decelerate the wind wheel, so that the wind wheel is stabilized to operate at the rated rotating speed.

The impeller braking and stopping control process: when the cut-out wind speed is reached or other braking instructions are sent, firstly, the pitch angle of the wind wheel blade is rotated to a feathering position, aerodynamic braking is implemented, and then, a brake disc arranged at the wind wheel shaft is mechanically braked until the wind wheel is stopped rotating.

(h) Flywheel energy storage and conversion system applying HET

One embodiment of a flywheel energy storage and conversion system for grid peaking (fig. 58) is as follows.

The system comprises: a flywheel gear 176 (fig. 56), a flywheel side vertical split type HET half-couple 177 (fig. 39), a motor side horizontal split type HET half-couple 178 (fig. 24), a horizontal synchronous motor/generator 179, and control and accessory systems.

Horizontal synchronous motor/generator: the power generation rated power is 12MW, the rotating speed is 3000r/min, the rated capacity is 15MVA, the rated voltage is 6.3kV, the total weight is 31.7 tons, and indirect air cooling is adopted. When the flywheel is powered, the motor is started by taking the flywheel and HET to the rated speed.

Main parameters of the flywheel device: the rated rotating speed is 1321.9r/min, the rated transmission power is 12.8MW, the maximum transmission torque is 277398Nm, and the torque can transmit the rated power of 12.8MW at the 1/3 rated rotating speed; the maximum outer diameter of the flywheel is 9648mm, the maximum outer diameter of the device is 10697mm, the total height of the device is 15894mm, the total weight of the device is 1414587kg, the total weight of the rotor is 1181437kg, and the rated energy storage is 38465 kWh.

The flywheel device embodiment is as follows. Only the parts different from the flywheel device in the embodiment of "(g) wind power generation system using HET and flywheel" will be described here.

The flywheel rotor has 15 sets of upper and lower tandem wheel bodies, each set of wheel body has two mass blocks 53 and two supporting bodies 54 (fig. 55), each set of wheel body is connected with a section of cylindrical central shaft 102, the upper and lower adjacent central shafts are connected by adopting flanges and threaded fasteners, the lower 14 sections of central shafts have the same structure, and the uppermost section of central shaft has a flange plate connected with a flange plate 131 at the lower end of a circular chain. When the assembly is installed, a set of wheel body and central shaft assembly at the lowest end is supported and arranged from the bottom, and the rest wheel body and central shaft assembly are connected in a sleeved and assembled mode from bottom to top. The fasteners connecting the 14 sections of the same structural central shaft employ studs and nuts which, when assembled in place, pass through the temporarily unused through-hole spaces.

The axial supporting permanent magnetic bearing is composed of 12 serial suction type axial supporting permanent magnetic bearings, and the rotating disk adopts 12 soft magnetic material 45# steel conical disks with the same size structure.

The vacuum vessel housing fixedly mounted to the base 134 is in the shape of a bottle with a thin top and a thick bottom, and is located in a pit below the ground.

Main parameters of the motor lateral horizontal separation type HET semi-coupling part are as follows: the rated rotating speed is 3000r/min, the rated power is 12.3MW, the rated torque is 39097Nm, and the rated main current is 429558A; 730mm of outer diameter of the rotor, 1117mm of outer diameter of the stator body, 1217.6mm of total length, 1561kg of weight of the rotor and 5498kg of total weight (without aluminum cables). The structure type and the characteristics of the double-flux, near-axis coil, solid axis, axial plane type and single-stage type are the same as those of the HET semi-couple part shown in the figure 20.

Main parameters of flywheel-side vertical separation type HET half coupling parts: the rated rotation speed is 1321.9r/min, the rated power is 12.8MW, the design power is 3 multiplied by 12.8MW, and the rated power can reach 12.8MW at the rated rotation speed of 1/3; maximum torque 277398Nm, rated main current 429558 a; 1373.7mm of rotor external diameter, 2193.2mm of stator body external diameter, 3212mm of total length (height), 18245kg of rotor weight and 68199kg of total weight (without aluminum cables). The structure type and the characteristics of the double-magnetic-flux near-axis coil, the solid axis, the axial surface type and the two-stage external series connection type are mostly the same as those of the HET semi-couple part shown in the figure 31, and only the main difference is explained below.

The flywheel side vertical separation type HET semi-coupling part adopts a design of 'full-height rotor conductor'.

The stator of the flywheel-side vertical separation type HET half-coupling is connected with the flywheel rotating shaft upper end bearing seat 153 through a bracket 175 (fig. 39, fig. 57), that is: a small-diameter spigot ring body at the upper end of a support 175 is connected and fastened with a flange spigot at the lower end of an HET semi-couple stator, a large-diameter spigot ring body at the lower end of the support is connected and fastened with a boss spigot at the outer edge of a bearing seat 153 at the upper end of a flywheel rotating shaft, so that the support of the HET semi-couple stator at the flywheel side and the flywheel device are integrated, and the shaft axis of the HET semi-couple rotating shaft and the shaft axis of the flywheel rotating shaft are coincided through form and position tolerance processing control of relevant connecting parts. The bracket 175 is composed of a small-diameter spigot ring body at the upper end, a large-diameter spigot ring body at the lower end, and radial spokes with rectangular cross sections which are uniformly distributed along the circumference and are connected with the two ends, and is manufactured by ductile cast iron casting and machining. The lower end face of the HET semi-couple part rotating shaft is pressed on the upper end face of the flywheel rotating shaft, the gravity of the HET semi-couple part rotor is transmitted to the flywheel rotating shaft, and the HET semi-couple part is uniformly borne by the axial supporting permanent magnet bearing of the flywheel, so that the HET semi-couple part is free from an axial supporting bearing with high load and an axial positioning dead point. The shaft ends of the two shafts are machined with external splines of the same specification and size, and the torque between the two shafts is transmitted by an internal spline sleeve 174 fitted to the shaft ends.

Two ends of a central thin shaft of the flywheel side vertical separation type HET semi-coupling part are respectively provided with a radial rolling deep groove ball bearing, an outer ring can freely move axially, and an axial positioning bearing capable of bearing bidirectional axial load is not arranged. Because the vertical rotor bearing does not bear the gravity, in order to keep the minimum load of the bearing, a spiral compression spring acting on the end face of the bearing outer ring is additionally arranged on one side of the end cover of the bearing seat to apply axial pre-tightening load.

Two excitation coils with the number of turns of Z11 and Z12 of the half-couple of the HET on the motor side are connected in series, an excitation winding current Ic1 is led, and the excitation currents of the two coils are Z11 & Ic1 and Z12 & Ic1 respectively. Three excitation coils with the turns of Z21, Z22 and Z23 of the flywheel-side HET half coupling are connected in series, an excitation winding current Ic2 is supplied, and the excitation currents of the three coils are Z21 & Ic2, Z22 & Ic2 and Z23 & Ic2 respectively. The motor-side HET half-couple rotor is denoted as rotor 1, and the flywheel-side HET half-couple rotor is denoted as rotor 2. Therefore, I1 and I2 in the formulas (a12) to (a16) can be replaced by Ic1 and Ic2, and the HET is adjusted by adopting a second type of adjusting method and taking the parameter of the electromagnetic torque Me1 as a control command.

When HET is adjusted, the values of omega 1 and omega 2 are measured in real time, the control system calculates and gives the parameter value of Me1 according to a superior instruction and an energy flow control strategy, Ic1 and Ic2 are used as parameters to be solved, and an optimal solution which satisfies the minimum sum of main current ohmic heat (I0. I0. R0) and excitation current ohmic heat (Sigma Poi) of the parameters of Ic1 and Ic2 is obtained by taking the formula Me1 ═ Fm1 (omega 1, omega 2, R0, Ic1 and Ic2) as constraint conditions. In actual operation, the optimal solution is called from a database prepared in advance and used for executing links.

Claims

1. The utility model provides a monopole direct current electromagnetic drive machine (HET), comprises two rotors, a set of stator, a set of outside auxiliary system, a set of regulation control system, characterized by: each rotor is provided with one or more axially symmetric rotor magnetic and electric conductors (3), the stator is provided with one or more direct current magnet exciting coils (9) wound around the axial lead (1) of the rotating shaft, the HET is controlled by adopting a method of adjusting the direct current of part or all of the magnet exciting coils (9), a main magnetic circuit (22) is guided into a closed loop by axially symmetric magnetic and electric structural parts on the rotor and the stator, at least two main magnetic circuits are arranged, the main magnetic circuit passes through the rotor magnetic and electric conductors, at most one main magnetic circuit simultaneously passes through the rotor magnetic and electric conductors of the two rotors, a main circuit (23) conducting a main current (I0) is arranged, the circuit is connected with the rotor magnetic and electric conductors, the rotor electric conductors (4), a circuit connection area (5), the stator electric conductors (6, 11) and the stator magnetic and electric conductors (7, 17, 18) in series, the direction of the main current (I0) on the rotor magnetic and electric conductors is mutually vertical to the direction, the two axial sides of each rotor magnetic conductive body are respectively connected with a rotor conductive body, the rotor magnetic conductive body and the rotor conductive bodies on the two sides of the rotor magnetic conductive body are sleeved with a rotating shaft (2) with the same sleeving diameter, the magnetic flux of a main magnetic circuit sequentially passes through the rotating shaft (2), the rotor magnetic conductive body and a stator magnetic conductive body (7) in sequence or in reverse sequence, each rotor conductive body forms a main circuit connection with one stator conductive body through liquid metal in a gap of a circuit connection area (5), the radius of the position where the circuit connection area (5) is located is smaller than the maximum radius of the conductive bodies (3, 4) on the rotor, the gap of the circuit connection area is axisymmetric to the shaft axis (1) of the rotating shaft, the radius of the middle section of the gap is larger than the radii of the two sides, circulating current gaps (203) which are axisymmetric to the shaft axis, the circulating slit and the communicating section of the circuit connecting area slit form a closed loop, so that liquid metal can circularly flow in the closed loop, and a cooling channel filled with a coolant fluid is arranged on the stator.

2. The homopolar dc electromagnetic driver of claim 1, further comprising: a cooling channel (201) is formed between the stator electric conductors (6, 11) and other stator parts, the cooling channel (201) adopts a baffling wall body (204) to form a serpentine flow channel (206), and is communicated with a coolant fluid delivery pump and a radiator in an external accessory system through a plurality of cooling channel inlets and outlets (205), and the coolant fluid circulates in the cooling channel to take away heat generated by the HET.

3. A fuel engine power system for a vehicle, comprising: the engine is characterized in that the engine combusts fuel to output shaft work, a set of transmission system for transmitting the power of the engine to a main speed reducer of a drive axle and a control system of the engine and the transmission system are characterized in that: the drive train comprises a homopolar direct current electromagnetic drive (HET) according to claim 1.

4. A fuel engine power system for a vehicle as claimed in claim 3, wherein: a cooling channel (201) is formed between the stator electric conductors (6, 11) of the HET and other stator parts, the cooling channel (201) adopts a baffling wall body (204) to form a serpentine flow channel (206), and is communicated with a coolant fluid delivery pump and a radiator in an external accessory system of the HET through a plurality of cooling channel inlets and outlets (205), and coolant fluid circulates in the cooling channel to take away heat generated by the HET.

5. A flywheel power system for a vehicle, comprising: energy storage flywheel gear, from flywheel gear to the drive train of transaxle final drive and their control system, characterized by: the drive train comprises a homopolar direct current electromagnetic drive (HET) according to claim 1, the energy storing flywheel arrangement employing two vertical axis flywheels arranged in opposite rotational directions at a vehicle chassis location.

6. A flywheel power system for a vehicle as claimed in claim 5, wherein: a cooling channel (201) is formed between the stator electric conductors (6, 11) of the HET and other stator parts, the cooling channel (201) adopts a baffling wall body (204) to form a serpentine flow channel (206), and is communicated with a coolant fluid delivery pump and a radiator in an external accessory system of the HET through a plurality of cooling channel inlets and outlets (205), and coolant fluid circulates in the cooling channel to take away heat generated by the HET.

7. A fuel engine and flywheel hybrid system for a vehicle, comprising: the engine for outputting shaft work by burning fuel, one or two energy storage flywheel devices, a transmission system for connecting the engine, the flywheel devices and a drive axle main reducer, and control systems thereof are characterized in that: the drive train contains a monopolar direct current electromagnetic drive (HET) according to claim 1.

8. A fuel engine and flywheel hybrid system for a vehicle as claimed in claim 7, wherein: a cooling channel (201) is formed between the stator electric conductors (6, 11) of the HET and other stator parts, the cooling channel (201) adopts a baffling wall body (204) to form a serpentine flow channel (206), and is communicated with a coolant fluid delivery pump and a radiator in an external accessory system of the HET through a plurality of cooling channel inlets and outlets (205), and coolant fluid circulates in the cooling channel to take away heat generated by the HET.

9. A mechanically linked loading and charging system for a vehicle energy storage flywheel, comprising a loading connector for mechanical connection to a loading plate (69) at the lower end of the flywheel shaft, comprising an electric motor or DC source connected to an AC network, comprising (or not) a vertical shaft flywheel device for damping purposes, comprising a drive train, the loading connector being mounted at the upper end of the uppermost shaft of the drive train, characterised in that: the drive train contains a monopolar direct current electromagnetic drive (HET) according to claim 1.

10. A mechanically linked loading and charging system for a vehicle energy storing flywheel as claimed in claim 9 wherein: a cooling channel (201) is formed between the stator electric conductors (6, 11) of the HET and other stator parts, the cooling channel (201) adopts a baffling wall body (204) to form a serpentine flow channel (206), and is communicated with a coolant fluid delivery pump and a radiator in an external accessory system of the HET through a plurality of cooling channel inlets and outlets (205), and coolant fluid circulates in the cooling channel to take away heat generated by the HET.

11. A wind power generation system comprising: a wind wheel, a generator, a drive train connecting the wind wheel and the generator, and their control systems, characterized in that: the drive train comprises a monopolar direct current electromagnetic drive (HET) according to claim 1.

12. The wind power generation system of claim 11, wherein: a cooling channel (201) is formed between the stator electric conductors (6, 11) of the HET and other stator parts, the cooling channel (201) adopts a baffling wall body (204) to form a serpentine flow channel (206), and is communicated with a coolant fluid delivery pump and a radiator in an external accessory system of the HET through a plurality of cooling channel inlets and outlets (205), and coolant fluid circulates in the cooling channel to take away heat generated by the HET.

13. A wind power generation system with an energy storage flywheel, comprising: the wind wheel, the generator, the energy storage flywheel, a transmission system connecting the wind wheel, the generator and the energy storage flywheel and a control system thereof are characterized in that: the drive train contains a monopolar direct current electromagnetic drive (HET) according to claim 1.

14. A wind power generation system with an energy storing flywheel according to claim 13 wherein: a cooling channel (201) is formed between the stator electric conductors (6, 11) of the HET and other stator parts, the cooling channel (201) adopts a baffling wall body (204) to form a serpentine flow channel (206), and is communicated with a coolant fluid delivery pump and a radiator in an external accessory system of the HET through a plurality of cooling channel inlets and outlets (205), and coolant fluid circulates in the cooling channel to take away heat generated by the HET.

15. An energy storage and conversion system comprising: an energy storage flywheel device, a motor/generator, transmission between the flywheel and the motor, and their control systems, characterized by: the transmission device uses a set of unipolar direct current electromagnetic transmissions (HET) according to claim 1.

16. The energy storage and conversion system according to claim 15, wherein: a cooling channel (201) is formed between the stator electric conductors (6, 11) of the HET and other stator parts, the cooling channel (201) adopts a baffling wall body (204) to form a serpentine flow channel (206), and is communicated with a coolant fluid delivery pump and a radiator in an external accessory system of the HET through a plurality of cooling channel inlets and outlets (205), and coolant fluid circulates in the cooling channel to take away heat generated by the HET.