CN114244060A

CN114244060A - Track-to-track magnetic difference motor

Info

Publication number: CN114244060A
Application number: CN202111651147.3A
Authority: CN
Inventors: 吴官举
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-12-31
Filing date: 2021-12-31
Publication date: 2022-03-25

Abstract

The rail magnetic difference motor is a motor specially used for rail propulsion, and the front adsorption force of a main body structure to a rail structure is balanced by combining two sets of magnetic difference motors with complete functions, so that the lateral stability is enhanced, and the propulsion flexibility is reserved. Two sets of motors with non-interfering magnetic sequences are used for fixing the bow surface of the track structure back and the smooth surface outside together to form a combined track, which is called a track pair and has straight lines, curves, tubular shapes, disc shapes and the like. In order to improve the electromagnetic power and speed regulation performance of the orbital magnetic difference motor, a magnetic yoke between a magnetic pole and an armature can be designed with a reasonable gap, the motor can be divided into different functional units by the gap, and the same functional unit adopts the same time sequence frequency control. Generally, the magnetic sequence of two sides of a track motor is completely the same, the topological orientation of an armature is completely opposite, and with the exception of a pipe track, the magnetic sequence is completely opposite, and the topological orientation of the armature is the same.

Description

Track-to-track magnetic difference motor

Technical Field

The invention discloses a comprehensive technical scheme for improving electromagnetic power when a magnetic difference motor is applied to a track, and particularly relates to the field of track motors, including linear motors, disc motors, pipe track motors, curved track motors and the like.

Background

The magnetic difference motor is a new principle motor, the theory is mature in Chinese patent applications CN2019100076075, CN2019112854439 and CN2020107922369, the motor function is realized by utilizing the sum and difference change of space normalized multipath dynamic magnetic flux, and the energy efficiency of the motor is improved by connecting a magnetic pole and an armature to each other in double rows. In chinese patent application CN202110225043X, it is pointed out that the topological phase inversion of the magnetic differential motor can cause the phase inversion of the induced electromotive force, which can be used to suppress the current-carrying distortion and improve the electromagnetic power.

In the case of applying a rotating electrical machine, the magnetic difference motor is a high-efficiency single-phase alternating current synchronous motor, and can meet the requirements of industrial application according to the technical requirements of the patents. However, under the situation of applying track propulsion, the magnet of the magnetic difference motor can exert strong adsorption force on the track, and the armature can also exert fluctuating adsorption force on the track during working, so that the resultant force of the fixed torque and the fluctuating torque not only causes viscous resistance to be propelled along the tangential direction of the track, but also causes the space between the track and a main structure to fluctuate, and strong noise is generated. This single-sided stressed structure also has poor stability, which can result in additional manufacturing and safety maintenance costs.

The magnetic difference motor track structure is only made of soft magnetic materials, does not have magnetic poles and armatures, does not need to be controlled, is simple, light and suitable for long-distance laying, can be of a main structure with low current and high power, and has the most advantages of track propulsion. Therefore, the problems of increased propulsion resistance and vibration noise caused by the adsorption of the magnets on the track are solved, and the magnetic difference motor can be the optimal track propulsion motor.

Disclosure of Invention

When the single-track magnetic difference motor track is propelled, the magnetic poles cause resistance increase and vibration noise to the track adsorption force, the problems are an integral two-surface problem, and the problems are caused by the adsorption force of the magnets to the track and fluctuation of the adsorption force, so that the moment can be balanced. By combining two sets of functionally complete magnetic difference motors, the front adsorption force of the main body structure on the track structure can be mutually balanced, the moment fluctuation is reduced, and the structural stability is enhanced.

In this way, firstly, it is ensured that the magnetic sequence cycles of the two motors are independent and cannot interfere with each other, and then the two motors must be spaced at a proper distance. According to the experience of a prototype, the silicon steel materials can block the magnetic circuits from being connected in series when the distance between the silicon steel materials is more than 6 mm. The two sets of magnetic difference motors are the closest to the track, so the edge interval of the two tracks should be larger than the value. The two rail structures need to be fixed to form a combination, the bow surface faces back, the smooth surface faces outwards, the two outer smooth surfaces and the central line of the combined rail need to be parallel in pairs, and the combined rail is called as a rail.

Then moment balancing. Because the adsorption force of the magnet to the track is synthesized by the fixed moment and the wave-driven moment, the moment balance at two sides of the track must simultaneously satisfy the equal space and the equal time, namely, the centers of the two sets of main structures and the three opposite tracks which are cut by the same plane must be on the same straight line, and the centers must be synchronous in time and use the same time sequence. In addition, the number of the magnetic poles and the armature on the two sides of the butt rail and the specification parameters need to be the same in unit length, otherwise, the moments are difficult to be equal. The armatures on two sides of the rail adopting the same time sequence control are regarded as the same functional unit, the driving current can only be in the same frequency and the same phase or in the same frequency and the opposite phase, and the current direction is determined by the arrangement sequence of the magnetic poles. It is proposed that the pole sequences on both sides of the rail be identical and the armature topology be completely opposite, so that current-carrying distortion can be suppressed using the technique of CN202110225043X, which would otherwise be disruptive for high-power applications. The magnets with the same polarity are arranged on the two sides of the counter rail, so that magnetic flux series connection cannot be generated, the possibility of mutual interference is low, and the stability is high. And the adoption of the two-side armatures has the same topology and the completely opposite magnetic pole sequences, which can increase extra troubles, and can connect the two-side magnetic circuits in series during working to cause magnetic sequence disorder, torque fluctuation and circuit pollution.

The magnetic difference motor has higher structural freedom degree at the beginning of design, particularly for track propulsion, and a main structure can only be advanced along a track line, but the structural stability is poor. The structure freedom degree of the rail aligning structure is partially sacrificed, so that not only is the lateral stability or the circumferential stability ensured, but also the flexibility of the propelling direction is not reduced, and the rail aligning structure can be well suitable for a rail motor. Like a common magnetic difference motor, the magnetic poles and the armature end faces of the opposite-rail magnetic difference motor are parallel and close to the outer surface smooth surface of the opposite rail, but the rail structure is changed into two parallel rails side by side, the advancing direction is not influenced, and the rail structure can be a linear opposite rail, a tubular opposite rail, a disc type opposite rail, a curve continuous rail and the like. The straight line pair rail and the curve continuous rail have only to be parallel to the outer smooth surface of the two rails, and the outer smooth surface of the tubular pair rail needs to be on the same circumferential surface and rotationally symmetrical with the center. The disc-type track pair structure has little significance on the structural stability because the concentric cylindrical surface or the concentric parallel ring surface is a central symmetrical structure, the stability is good, but the track pair structure can also inhibit vibration and noise and eliminate current-carrying distortion. The disk type track alignment is divided into two structures, one is that two outer smooth surfaces are concentric cylindrical surfaces, magnetic poles and armatures are distributed on the radius, and the whole body is radial; the other two outer smooth surfaces are concentric parallel ring surfaces at different levels of height, the magnetic poles and the armatures are distributed on a cylindrical bus, the ring surfaces can also have different sizes, and the magnetic poles and the armatures are distributed on a conical bus.

Different from a rotating motor, a track motor generally has large structural redundancy, only a small part of structure works at a certain time, and the structure of the track motor is necessarily divided into a plurality of small parts for assembling and improving the working efficiency. In addition, in order to realize frequency conversion speed regulation and heat dissipation, the motor structure is also required to be divided, so that the efficiency of the functional unit is improved. In view of both the cycle of the magnetic sequence and the timing control of the magnetic difference motor, it is necessary to leave an intermittent gap between the magnetic pole and the armature on the counter rail. Especially when the rail motor is large in structural size or the number of motor magnetic poles and armatures is large, in order to enable a plurality of functional units of the common rail to be independently regulated and controlled, a magnetic yoke gap is reserved on two sides of each magnetic pole, and therefore interference of uncoordinated magnetic sequences between adjacent units can be restrained. Certainly, the gap interval of the magnetic yoke is not more than the distance between the magnetic pole and the track surface, otherwise, the main flux circulation is disturbed due to small loss. Normally, a complete magnetic sequence cycle of a magnetic difference motor requires 4 poles to cooperate, so that functional units should be spaced apart by at least 4 pole pitches, and the spaced-apart poles and armature can be replaced by or filled directly with a magnetic conductive material. In the speed regulation process, except that each functional unit is in time continuity, the time sequence frequency is regularly and monotonically increased or decreased, in the spatial distribution, all the functional units are in time sequence control frequency, and the time sequence frequency is also regularly and monotonically increased or decreased, so that the object motion law is reasonably utilized, and the stepless speed change and continuous work of the motor can be realized.

The aim of the rail aligning structure is to realize the structural stability by utilizing the mutual balance of two lateral moments, and then the moment unbalance braking can be utilized reversely. The braking of the track motor, in addition to the reverse speed regulation, can also be achieved by increasing the friction between the track structure and the main structure, which can be achieved by a lateral moment imbalance. The two braking modes are not very compatible, mainly meaning that the spaces are not compatible and possibly occupy the same electromagnet. But for the rail-to-rail construction there is no problem, and both braking modes can work simultaneously. The electromagnet on one side of the track works to brake reversely, while the electromagnet on the other side does not work, so that the main structure of the motor deviates to the working side, the working side actively regulates speed and brakes, and the non-working side of the electromagnet is friction brake. The passive braking is the final insurance of the track motor, the best quantity of the permanent magnets on the two sides of the track magnetic difference motor is unequal, and the design can still realize friction braking or deceleration after the motor is suddenly powered off, so that the passive braking has extremely important safety significance for high-rise elevators or high-speed passenger transportation.

Fig. 1 is a schematic diagram of the principle of a track-to-track linear flux difference motor. The hatched parts in the figure are opposite tracks, the magnetic pole sequences on the two sides are the same, and only the winding directions are opposite. Fig. 1 can be regarded as a partial structural schematic diagram of a straight rail, a curved rail, and a disc rail or a circular rail.

Fig. 2 is a schematic diagram of a tube track differential motor, shown in a half-sectional side view. The armature winding has been deconstructed in fig. 2 as a pair of coils wound along the base of the yoke posts, the pole and coil layouts being concentric circles. Fig. 2 does not show any possible gap between the pole and the armature in the yoke for the sake of clarity.

The radial stress of the pipe track structure is centrosymmetric, the structural stability is better, and the pipe track structure can be used as a single-pipe magnetic difference motor only by changing an armature into a coil which is laid along the root of a convex column of a magnetic yoke as shown in figure 2. In the tube track motor shown in fig. 2, the magnetic poles can be a complete radial excitation magnetic ring, and can also be spliced by magnets with symmetric polarity centers, so that the motor can be suitable for high-power large-current acceleration or emission. However, in such a design, the back electromotive force is also large during explosive power output, and there is a possibility of damage to the power supply device. If it is necessary to consider a single pipe track as a rotationally symmetric track, i.e. a pipe track where two or more straight tracks are rotationally spliced around a central line, in order to suppress current-carrying distortion with the anti-phase topology armature in CN202110225043X, the poles across the two ends of the diameter can be designed to have opposite polarities. The purpose of doing so is to minimize the heavy current coil in the pipe rail motor and buckle, increases system security. As with the poles in fig. 2, one side needs to be reversed and the other side remains as shown. The method for arranging the unlike magnetic poles on the same circumference needs the diameter of the pipe track to have enough size so that the magnetic flux can not pass through the circle center under any condition. Also, the circumferential spacing between the unlike poles is also important enough to prevent direct circumferential establishment of the flux circuit. In order to deal with possible leakage magnetic flux in the circumferential direction, a large gap can be left at a reasonable angle in the circumferential direction of the pipe rail, and the circumferential magnetic resistance is increased. In fact, when the pipe rail works, the circumferential magnetic flux is fluctuated, and particularly, the fluctuation is more severe when the frequency conversion speed regulation is carried out, and circumferential driving force can be generated. Therefore, different from other pairs of track magnetic difference motors, the possible circumferential magnetic leakage in the pipe track motor is beneficial, and the circumferential gap size of the pipe track and the main body structure can be reasonably designed, so that the pipe track can simultaneously obtain circumferential and axial driving forces, and the gyro motion inertial stability is obtained.

The track motor has larger structure size, and the gap between the track structure and the magnetic yoke is properly filled with diamagnetic and heat dissipation materials, thereby being beneficial to reducing the volume of the motor and improving the operation efficiency of the motor. It should be noted that the magnetic sequence circulation of the magnetic difference motor is complicated and severe, the design and filling of the gap positions of the holes on the magnetic yoke and the rail need to be carefully calculated, the installation holes cannot be designed on the magnetic flux circulation path at any time, and the installation and fixing structure should be designed mainly by using the non-magnetic conductive material in the non-magnetic circuit circulation space.

Claims

1. The invention relates to a comprehensive technical scheme for improving electromagnetic power when a magnetic difference motor is applied to track propulsion, which mainly comprises the following steps of utilizing two sets of magnetic difference motor combinations with complete functions to mutually balance the front adsorption force of a main body structure on a track structure, and the technical key points comprise that: a, the track structures of two sets of motors are fixed together to form a combined track, the bow surfaces face back, the smooth surfaces face outwards, the smooth surfaces on the two surfaces and the central line of the combined track are necessarily parallel in pairs, and the distance between the bow surfaces which face back to back can ensure that the magnetic sequences of the two sets of motors do not interfere with each other, so that the combined track is called as an opposite track; b, the two sets of main body structures are symmetrically arranged on two sides of the counter rail in a split mode and are relatively static or fixed, and the magnetic poles and the end faces of the armature are parallelly close to the outer surface smooth surface of the counter rail; c, the centers of the cross sections of the two sets of main structures and the opposite rail, which are cut by the same plane, are necessarily on the same straight line; d, within unit length, the quantity and specification parameters of the magnetic poles and the armatures on the two sides of the opposite rail must be the same so as to avoid moment unbalance; e, in a continuous space, armatures which adopt the same time sequence control on two sides of a rail are regarded as the same functional unit, the driving current can only be in the same frequency and the same phase or in the same frequency and the opposite phase, and the current direction is determined by the arrangement sequence of magnetic poles; f, in order to meet the requirements of time sequence control and magnetic sequence circulation, a discontinuous gap can be reserved between the magnetic pole and the armature on the main body structure, and the gap interval of the magnetic yoke is not more than the distance between the magnetic pole and the track surface.

2. According to the claim 1, the combined track of the motor in the invention can be a straight track, a tubular track, a disc track, a curved continuous track, etc., the outer smooth surfaces of the two tracks of the straight track and the curved continuous track are parallel, the outer smooth surfaces of the tubular track are on the same circumferential surface and are rotationally symmetric with the center, and the outer smooth surfaces of the disc track are concentric cylindrical surfaces or concentric parallel ring surface parallel ring surfaces, which can be different in size.

3. According to the claim 1, in the case that the magnetic yoke between the magnetic pole and the armature is discontinuous, the functional units with the difference of 4 magnetic pole spacing lengths can adopt different time sequence control; in the speed regulation process, all time sequence regulation frequencies are regularly and monotonously increased or decreased in spatial distribution and time continuity; the non-operative poles and armatures in the space between adjacent functional units can be replaced by or filled directly with a magnetically conductive material.

4. According to the claims 1, 2 and 3, when the motor track is a tubular track, the armature coil can be deformed and split into a pair of coils wound along the root of the convex column of the magnetic yoke, the center of the coil is the center of the tube track, the current carrying of each pair of coils is in the same frequency and opposite direction, the magnetic pole sequences on the two sides of the tube track can be the same or completely opposite, but the completely opposite magnetic sequence can inhibit the current carrying distortion; the circumference of the pipe rail can also leave a gap, and when the circumference of the pipe rail and the main structure has gaps, the reasonable gap layout can push the pipe rail to advance spirally.

5. According to the claims 1, 2, 3 and 4, all the discontinuous gaps on the motor track and the yoke can be filled with diamagnetic and heat dissipation materials, and the gaps can be properly reduced at the positions filled with the diamagnetic materials.

6. According to the claims 1, 2, 3, 4 and 5, the track motor of the present invention can brake by magnetic force imbalance or electric power imbalance on two sides of the track, i.e. the electromagnet on one side of the track is in an extreme working condition, and is not operated or is always in a maximum power working condition, and the number of the permanent magnets on two sides of the track of the motor adopting passive braking can be different.