CN1623265A - 电动机驱动总成和其在混合车辆中的使用 - Google Patents
电动机驱动总成和其在混合车辆中的使用 Download PDFInfo
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- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- H02K29/00—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices
- H02K29/06—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices with position sensing devices
- H02K29/10—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices with position sensing devices using light effect devices
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- H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
- H02K5/207—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium with openings in the casing specially adapted for ambient air
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- H02K9/18—Arrangements for cooling or ventilating wherein gaseous cooling medium circulates between the machine casing and a surrounding mantle wherein the external part of the closed circuit comprises a heat exchanger structurally associated with the machine casing
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Abstract
本发明揭示了一种电动机10,该电动机10包括多个转子12和多个定子14。每个转子12有一个安装在轴承18上的驱动轴16和一个安装在每个驱动轴16上的小齿轮20。小齿轮20和主齿轮22啮合,主齿轮22被连接到主驱动轴24,主驱动轴24安装在轴承26上。小齿轮20,主齿轮22和主驱动轴24用以从转子驱动轴16到主驱动轴24将转速降低。
Description
技术领域
本发明涉及电动机以及由这样的电动机驱动的机动车。
背景技术
任何电动机的机械输出功率由下式给出:
Pmech=T.W……1
式中P为功率,T为驱动轴上的机械扭矩,单位Nm,w是驱动轴的以每秒弧度为单位的转速。<BR><BR><P>直流(D.C.)电动机的电磁功率基本上采取
Pem=K.D.L.I.B.w……2
的形式,其中
K=A是一个常数,该常数考虑到绕组因子等的因素,但其不是具体电动机结构的尺寸的函数。
D为电枢的外径。
L为电枢的有效长度。
I为电枢的电流。
B为气隙中线圈磁场(或永久磁场)的磁通密度。
W为驱动轴的以每秒弧度为单位的转速。
因为不是对电动机的详细分析,仅用作对本发明的概念的说明,所以功率损耗可以忽略不计。然后,通过等式1和2可以确定扭矩;
T=K.D.L.I.B……3
通过等式3可以看到,对于高扭矩电动机必须提高直径(D),长度(L),电流(I)或磁通密度(B)诸参数中的一个或更多个参数。磁通密度B有最大的实际限制,该限制由所使用的磁性材料确定并且不是几何形状的函数。如果D或L增加,则电动机的尺寸也增加。进一步说,因为电流增加,电动机的效率最终大大下降,因为阻力损耗和12成比例。这样,对于具体的额定功率,功率密度和效率,以及因此而有影响的电动机的尺寸都由对扭矩和速度的要求确定。如果速度和扭矩可以选择,则从这些等式可见,高转速低扭矩对相同的额定功率可以给出更小的电动机。
通常,常规的电动机工作在3000RPM的转速范围。相同额定功率下得到更小,效率更高的电动机的一种方法是将电动机设计成在12000rpm的转速下工作,这样将导致相当的扭矩下降以及D和L的减小。但是,更高的转速不适合于大多数的实际应用。解决该问题的一个明显的方案是应用齿轮箱减低转速并将输出轴的扭矩提高到实际需要的水平。虽然该方案增加了尺寸和提高了成本,但还是有很多该方案适合的实际应用。当额定功率上升时该方案有局限。这是因为许多机械上的原因,诸如在高转速时转子的离心力过大,转子的轴承处在因此而增加的应力下以及空气阻力大到变得不可接受。
本发明致力于提供一种高功率密度电动机,该电动机容许更高的转子转速,同时不限制对驱动轴转速和扭矩的选择。
发明内容
根据本发明的一个实施例提供一种电动机结构,该结构包括至少两个包括转子轴的转子,还有一个功率输出轴以及将所述转子轴连接到输出轴上的减速功率传输装置。
在一种形式中,该电动机结构包括若干转子/定子组合,所述转子/定子组合被安排成围绕所述输出轴的阵列,以及还有将所述组合互相连接的装置。
在另一种形式中,该电动机结构包括至少两个转子和一个单个的定子,该定子在其中具有接纳转子的圆柱形腔。在这种形式中可以有一个单个的定子,该定子有至少两个转子腔,所述定子有一个安装所述输出轴的中心孔,互相相隔的所述转子腔围绕所述输出轴。最好的是所述定子有四个转子腔,这些转子腔相等间隔地围绕所述输出轴。
在所述孔中可设置轴承,所述功率输出轴在所述轴承中转动。
转子轴承的外滚圈在转动中和定子紧固,所述转子在所述转子轴承中转动。
在一个优选的形式中,所述减速功率传输装置包括一个安装在所述输出轴上的主齿轮和在每个转子上安装的小齿轮,该小齿轮和所述齿轮啮合。
所述转子可以是鼠笼式转子,该鼠笼式转子有多个电流棒,当电流流过定子线圈时,在多个电流棒上感应出电流。
所述转子可以是永久磁铁的形式。
该电动机结构可以进一步包括空气通过定子或每个定子的冷却通道,以及使冷却空气流过所述通道的装置。
所述使冷却空气流动的装置可以是由转子驱动的叶轮。一种具体的结构包括用于将空气吹进冷却通道的叶轮以及用于将空气从该通道引出再回入其他通道的空气引导装置。
可以设置另一个叶轮将空气抽出所述其他通道。
根据本发明的另一个实施例以组合的形式提供一个机动车车轮和一个如上定义的电动机结构,该车轮包括一个可转动的轮缘和一个不转动的车轴,当车轮转动时,该轮缘相对于车轴转动,所述定子和所述车轴紧固,所述输出轴被连接到所述轮缘,因此该轮缘由所述输出轴驱动。
根据本发明的另一个实施例以组合的形式提供一个机动车车轮和一个电动机结构,该车轮包括一个可转动的轮缘和一个不转动的车轴,当车轮转动时,该轮缘相对于车轴转动,在电动机组合中,所述减速功率传输装置包括一个安装在所述输出轴上的主齿轮和在每个转子上安装的小齿轮,该小齿轮和所述齿轮啮合,所述定子和所述车轴紧固,所述主齿轮和功率输出轴被连接到所述轮缘。
根据本发明的还有一个实施例提供一种机动车车轮,该机动车车轮包括一个不可转动的车轴,一个可转动的功率输出轴,所述功率输出轴为中空的,所述车轴在该功率输出轴中,和功率输出轴同轴,在所述车轴和所述功率输出轴之间设置轴承,因此功率输出轴可在车轴上转动,定子围绕所述功率输出轴,定子具有定子腔,转子在所述腔内,每个转子都由转子轴和在所述定子和所述转子轴之间的轴承支撑,因此转子可以在其腔内转动,在每个转子轴上有一个小齿轮,一个主齿轮和所述功率输出轴同轴,在转动中和该功率输出轴紧固,所述小齿轮和所述主齿轮啮合。
在该形式中机动车轮可以包括一个轮缘,该轮缘由一个车胎被安装在其上的圆柱部分和一个轮防滑钉从其突出的板构成,该轮防滑钉被安装在所述功率输出轴上。
为了设置制动器,机动车车轮可以在定子的一个凹陷处包括一个制动闸瓦和用于推动制动闸瓦使其抵靠电动机在运行时转动的一个部分的液压装置。
在一种形式中所述闸瓦在定子端面上的一个凹陷处并在电动机的轴向移动以施加制动力。在另一种形式中所述闸瓦在定子的周边处并径向向外移动,和车轮的转动部分接触以施加制动力。
附图说明
为了对本发明有更好的理解,以及显示本发明怎样实现其效果,将通过实例的方式参考附图,这些附图为:
图1和图2分别为根据本发明的电动机的第一实施例的示意性前面正视图和剖面图;
图3和图4分别为图1和图2的电动机的转子的示意性后面正视图和示意侧面正视图;
图5和图6分别为图1和图2的电动机的定子的示意性后面正视图和示意性侧面正视图;
图7和图8分别为单个转子和相关定子的示意性前面正视图和图解轴向剖面图,图中画出电子整流器的配置;
图9为图1和图2的电动机的单个转子和相关定子的示意性剖面图,图中画出电动机冷却系统和轴承润滑系统;
图10和图11分别为根据本发明的电动机的另一个实施例的示意性前面正视图和示意性轴向剖面图;
图12为接纳多个转子的定子的图解视图;
图13为鼠笼转子的图解视图;
图14和图15分别为表明电动机的空气冷却系统的图解前面正视图和图解平面图;
图16为安装在机动车车轮上的电动机的轴向剖面图;
图17和图18为安装电动机的机动车的示意图;
图19和20为相似于图14和图15的视图,图中画出一个机械制动器;和
图21和图22画出另一个机械制动器。
具体实施方式
首先参考图1和2,一种根据本发明的电动机被总体标示为10。电动机10包括四个转子12和四个定子14。每个转子12包括一个安装在轴承18中的驱动轴16。小齿轮20被安装在每个轴16上。
众小齿轮20和连接到主驱动轴24的主齿轮22啮合。主驱动轴24安装在主轴轴承26中。在使用中,所有四个转子12通电后驱动主齿轮22,接着是驱动主驱动轴24。
转子12包括两个有高磁通密度的永久磁铁28和30(图3和4)。磁铁28和30安装在核心部分32的相对两侧。核心部分被安装在转子驱动轴16上。这样,每个转子12只有两个暴露在其表面上的磁极,来自磁铁28的北极N和来自磁铁30的南极S,如图3和4所示。转子的表面是光滑的以减小空气阻力的损耗。
本申请人发现,虽然每个转子可以有多于一对的磁极,但这不会导致电动机10性能的改进。
使每个转子12有多磁极对将需要更复杂的结构,并增加定子电枢绕组的复杂性。
绕组34(见图5和6)被分为两个分离的相aa’和bb’。绕组a和a’形成一个连续的线圈,这样,电流以一个方向流过a,以相反的方向流回a’。
同样,绕组b和b’形成一个连续的线圈,这样,电流以一个方向流过b,以相反的方向流回b’。因此绕组34被分成四个四分之一圆周36,38,40和42,每个四分之一圆周有四个绕组34,因此,四分之一圆周36,40包括相aa’,四分之一圆周38,42包括相bb’。这样,两个相aa’和bb’在机械角度上被定位成互相分离90°。当被通过aa’和BB&APOS;切换时,相电流在使用中被另外独立地切换成在电气时间相位角上互相分离90°。转子12的方向由导前相确定。定子14为层叠的结构(见图6),该结构被用以减小涡流损耗。每个定子14的四个相绕组aa’中的每个绕组都被串联连接,第一aa’绕组的起端和第四aa’绕组的末端连接到两个电源终端(未显示)而连接到电源(未显示)。同样,每个转子12的四个相绕组bb’中的每个绕组都被串联连接,第一bb’绕组的起端和第四bb’绕组的末端连接到两个电源终端(未显示)而连接到电源(未显示)。因此,每相有两个终端,总计共四个终端。
通过电枢绕组34的电流的切换和转子12的转动位置同步。为了达到这一点,在四个相等的四分之一圆周上每个转子12的一个端表面46(见图7)被漆成两种交替的相对比的颜色,最好是黑色48和白色50。
光学传感器52被埋入定子14中的一个之中,面对转子12的端表面46,如图8所示。光学传感器52可以被定位在相对于图5的定子绕组34的四个机械位置中的任何一个之上:i)相邻的单个绕组a和B&APOS之间;ii)相邻的单个绕组a和b之间;iii)相邻的单个绕组b和A&APOS之间;或iv)相邻的单个绕组a’和b’之间。
另外,转子12的磁场南北极轴线定位在白色部分50的中途,如图7所示,因此,磁铁28,30完全位于白色部分50之内。或者,南北轴线可以定位成垂直于图7所示的轴线,这样,磁铁28,30完全位于黑色部分48之内。光学传感器52以及电源切换晶体管(未显示)形成电动机10的电子整流器。只需要一个传感器52,因为所有四个转子12都靠小齿轮20和驱动齿轮22的方式机械连接并通过齿轮齿被全部保持在正确的位置上。
对于有高额定功率的电动机可用如图9所示的冷却系统。冷却系统64包括一个空气冷却的热交换器66和位于定子14内部的冷却流体通道68。流体通道68也通向转子轴承18。一个离心泵70安装在转子驱动轴16上。泵70将最好是油的冷却剂以方向A从热交换器66通过流体通道68,再以方向B返回热交换器66。这样,冷却剂可以为轴承18提供润滑以及所述的冷却功能。
在本实施例中电动机10的每个转子12都有其自己的泵70,但也可设置一个单独的泵70。
四个转子12及其相关的定子14可以构成四个分离的电动机,每一个都个别地围绕一个轴向延伸的管54安装,如图10和11所示。管54包含主驱动轴24及其支撑轴承26。
或者,四个定子14可以构成一个单元,如图12中的56所示。在这种构型中,盖板(未显示)可以被用作主驱动轴24的轴承26和转子12的轴承18的安装件。
图3和图4所示的电动机有用永久磁铁28,30构成的转子12。在图13中揭示一种转子58,该转子58包括形成鼠笼的转子导体棒60和端导体圈62,诸如在感应电动机中使用的一样。流过定子绕组(图13中未显示,但相似与图5)的交流电在导体棒60中感应出电流,导致转动转子58的扭矩的产生。图13中显示的这样的四个单元可以被用作图16所示的电动机88中的转子12。绕组34安装在定子14上。
冷却流体或散热器装置(未显示)可被用于冷却的目的。在图14和15中显示一个定子72,该定子72有四个接纳转子的圆柱体74,该圆柱体的轴为76。还有一个用于在其上安装齿轮22(未显示)的轴(未显示)的中心孔78及多个通道80.1,80.2。
为了诱导空气流通过通道80.1,80.2,轴76上安装叶轮82.1,82.2等。在叶轮82.1,82.2等的上方安装空气流动引导装置。图中只显示了在叶轮82.1上方的引导装置84。空气由叶轮82.1,82.2等抽进并被吹进第一组通道80.1。
从第一组通道80.1引出的空气由引导装置86引导进第二组通道80.2。图14和15中空气流由箭头表示。
在图16中,由88整体表示的电动机被显示为由安装螺栓92安装到车轮90上,这些螺栓92被旋进机动车车轴及安装框架组件94上。车轮90包括一个接纳电动机88的轮缘96。主驱动轴24是中空的并在轴承98上转动以允许轴24在转向节轴100上自由转动。主齿轮22不可移动地固定到主驱动轴24。轮缘96通过四个安装螺栓102的方式可传动地固定到主驱动轴24。带有轮轴承98的主驱动轴24通过一个单独的锁紧螺帽104保持在机动车车轴100和安装框架组件94上的适当的位置。
尘盖106和油封108,110保护齿轮22和小齿轮20,防止灰尘和水的侵入。尘盖106也被用作油壶,为齿轮22和小齿轮20保持润滑油。
通过从车轴去除常规的轮毂组件并直接在其上安装包括中空的主驱动轴24的电动机88而达到对现存的常规机动车进行结合图16的电动机88的改造。
图17中示意性地显示一辆机动车112。机动车112包括一个内燃机114。机动车112的后轮上安装一个电动机88。电动机88通过分离的电源模块120和122从电池组118供电。电源模块120和122控制电流的数量和方向。如果需要,电源模块120和122也可以改变电动机88和电池组118之间的电流的方向。这样,电动机88可以向机动车112提供驱动力,或者可以作为发电机向电池组118充电。在这种方式下,当向电池组118充电时,电动机88也可以向机动车112提供再生的制动力。
车中设置了分别来自制动器踏板(未显示)和加速踏板(未显示)的反馈变换器124和126以及用于确定机动车112的变速箱杆130的位置的变换器128。变换器124,126和128被全部连接到用于控制模块120和122的运行的微处理器132。
机动车112内设置了指示器面板134。控制杆136用于控制电动机88正转或倒转。指示器面板134也可以包括一个声音指挥系统(未显示),用于使机动车112的驾驶员方便地控制整个系统。
微处理器132也控制起动器电机138,以便必须从电动机切换到内燃机时自动起动内燃机114。还可以设置一个第二微处理器(未显示)以监测微处理器132的运行。如果微处理器132发生故障,第二微处理器可以用以操纵整个系统。
所设置的变速箱和离合器140被用来将发动机114连接到后轮116,需要时也可连接到前轮。
图18中,机动车112没有变速箱140但有一个可以和电动机88有相同结构的发电机142。发电机142由内燃机114驱动并直接将电能提供到电动机88。在该实施例中,电池组118比图16中显示的电池组小得多,只被用作备用电源和/或紧急需要的目的。充电调整器144连接到微处理器132,该充电调整器144设置来调整电池组118充电的速率。在该构型中,发电机142通过电动机88连续驱动机动车112,常规的汽油机或柴油机的驱动系列就不再需要了。
图19和20表明了将机械制动器结合到诸如图17的后轮116中显示的车轮和电动机整合中去的一种方式。可以理解的是,机械制动是通过将电动机“反向”用作发电机而获得的制动效果外的另一种制动效果。机械制动器被结合进电动机不会增加电动机的全部尺寸。
制动器垫146被安装进在定子150的端面为其设置的凹陷处148中。在制动器垫146的背后有至少一个油缸152(所表明的实施例中为三个),油缸中有活塞154和活塞杆156。活塞杆156倚靠在垫146的背面并将其推靠住齿轮22。图19和20中未显示齿轮22。油缸152被连接到液压线路(未显示),该液压线路再连接到由制动器踏板(未显示)操纵的主油缸(未显示)。
在图21和22的实施例中,制动器垫158安装在定子162周边为其设置的凹陷处160中。油缸164径向延伸并在其内端轴向连接延伸通道166,该延伸通道166被连接进入液压制动线路。
Claims (20)
1.一种电动机结构,其特征在于,该结构包括至少两个包括转子轴的转子,有一个功率输出轴和将所述转子轴连接到该输出轴的减速功率传输装置。
2.如权利要求1所述的电动机结构,其特征在于,该结构包括若干转子/定子组合,所述转子/定子组合被安排成围绕所述输出轴的一个阵列,还有用于将所述组合互相连接的装置。
3.如权利要求1所述的电动机结构,其特征在于,该结构包括至少两个转子和一个单独的定子,定子在其中具有接纳转子的圆柱形腔。
4.如权利要求3所述的电动机结构,其特征在于,该结构包括一个有至少两个转子腔的单独的定子,所述定子有一个在其内安装所述输出轴的中心孔,所述转子腔围绕所述输出轴互相分隔。
5.如权利要求4所述的电动机结构,其特征在于,其中所述定子有四个转子腔,该转子腔围绕所述输出轴等间距分隔。
6.如权利要求4或5所述的电动机结构,其特征在于,该结构包括在所述孔中的轴承,所述功率输出轴在所述轴承中转动。
7.如上述任何权利要求所述的电动机结构,其特征在于,其中转子轴承的外圈和定子紧固,所述转子在所述转子轴承中转动。
8.如权利要求1到7中的任何一项所述的电动机结构,其特征在于,其中所述减速功率传输装置包括一个安装在所述输出轴上的主齿轮和安装在每个转子上的小齿轮,小齿轮和所述齿轮啮合。
9.如上述任何权利要求所述的电动机结构,其特征在于,转子为鼠笼式转子,有当电流通过定子绕组时在其中感应电流的导体棒。
10.如上述任何权利要求所述的电动机结构,其特征在于,该结构包括穿过定子或每个定子的冷却通道,以及用于使冷却空气流过所述通道的装置。
11.如权利要求10所述的电动机结构,其特征在于,其中用于使冷却空气流动的所述装置为由转子驱动的叶轮。
12.如权利要求11所述的电动机结构,其特征在于,该结构包括用于将空气吹进冷却通道的叶轮和用于将空气引出该通道又返回进入另一个通道的空气引导装置。
13.如权利要求12所述的电动机结构,其特征在于,该结构包括用于将空气抽出所述另一个通道的另外的叶轮。
14.一种机动车车轮组合,该组合包括一个可转动的轮缘和一个不可转动的车轴以及一个如权利要求1到13中的任何一项所述的电动机组合,当车轮转动时轮缘相对于车轴转动,所述定子和所述车轴紧固,所述输出轴被连接到所述轮缘,因此该轮缘由所述输出轴驱动。
15.一种机动车车轮组合,该组合包括一个可转动的轮缘和一个不可转动的车轴以及一个如权利要求8中所述的电动机组合,当车轮转动时轮缘相对于车轴转动,所述定子和所述车轴紧固,所述主齿轮和功率输出轴被连接到所述轮缘。
16.一种机动车车轮,该车轮包括一个不可转动的车轴,一个可转动的功率输出轴,所述功率输出轴为中空的,所述车轴在该功率输出轴内与该输出轴同轴,在所述车轴和所述输出轴之间有轴承,因此功率输出轴可在车轴上转动,定子围绕所述输出轴,定子具有定子腔,转子在所述腔内,每个转子都由转子轴和在所述定子和所述转子轴之间的轴承支撑,因此转子可以在其腔内转动,在每个转子轴上有一个小齿轮,一个主齿轮和所述功率输出轴同轴,在转动中和该功率输出轴紧固,所述小齿轮和所述主齿轮啮合。
17.如权利要求16所述的机动车车轮,其特征在于,该车论包括一个轮缘,该轮缘由一个车胎被安装在其上的圆柱部分和一个轮防滑钉从其突出的板构成,该轮防滑钉被安装在所述功率输出轴上。
18.如权利要求16或17所述的机动车车轮,其特征在于,该车轮在定子的一个凹陷处包括一个制动闸瓦和用于推动制动闸瓦使其抵靠电动机在运行时转动的一个部分的液压装置。
19.如权利要求18所述的机动车车轮,其特征在于,所述闸瓦在定子端面上的一个凹陷处并在电动机的轴向移动以施加制动力。
20.如权利要求18所述的机动车车轮,其特征在于,所述闸瓦在定子的周边处并径向向外移动,和车轮的转动部分接触以施加制动力。
Applications Claiming Priority (4)
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ZA2002/0814 | 2002-01-30 | ||
ZA200200814 | 2002-01-30 | ||
ZA2002/5337 | 2002-07-04 | ||
ZA200205337 | 2002-07-04 |
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CNA038027496A Pending CN1623265A (zh) | 2002-01-30 | 2003-01-29 | 电动机驱动总成和其在混合车辆中的使用 |
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US (1) | US20050140230A1 (zh) |
EP (1) | EP1488497A2 (zh) |
JP (1) | JP2005517373A (zh) |
KR (1) | KR20040101212A (zh) |
CN (1) | CN1623265A (zh) |
AU (1) | AU2003215041A1 (zh) |
RU (1) | RU2004126090A (zh) |
WO (1) | WO2003065546A2 (zh) |
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- 2003-01-29 RU RU2004126090/11A patent/RU2004126090A/ru not_active Application Discontinuation
- 2003-01-29 US US10/502,977 patent/US20050140230A1/en not_active Abandoned
- 2003-01-29 KR KR10-2004-7011748A patent/KR20040101212A/ko not_active Application Discontinuation
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Also Published As
Publication number | Publication date |
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JP2005517373A (ja) | 2005-06-09 |
KR20040101212A (ko) | 2004-12-02 |
WO2003065546A2 (en) | 2003-08-07 |
RU2004126090A (ru) | 2005-06-27 |
AU2003215041A1 (en) | 2003-09-02 |
US20050140230A1 (en) | 2005-06-30 |
EP1488497A2 (en) | 2004-12-22 |
WO2003065546A3 (en) | 2004-04-01 |
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