CN203722441U - Birotor magnetic gear motor used for hybrid vehicle - Google Patents

Abstract

The utility model discloses a double-rotor magnetic gear motor for a hybrid electric vehicle, which comprises an outer rotor, a stator, a magnetic-adjusting ring rotor and a bracket. The bracket is arranged on the outermost side of the motor, the outer rotor is arranged on the inner side of the bracket, the stator is arranged on the innermost layer of the motor, and is fixedly connected with the bracket; the magnetic ring rotor is arranged between the outer rotor and the stator. The two rotors of the dual-rotor magnetic gear motor are respectively connected to the engine crankshaft and the wheel final drive, realizing the non-contact coupling of the electromagnetic torque and the engine torque, so that the entire system can achieve frictionless energy transmission. The double-rotor magnetic gear motor can make the engine work at the most efficient operating point to the greatest extent. During the engine start-up and speed-up process, it can be assisted by the motor to drive, thus avoiding the increase of instantaneous fuel consumption. The two sets of windings of the motor can operate in two modes of power generation and electric power at the same time, and the power density is high.

Description

A dual-rotor magnetic gear motor for hybrid electric vehicles

technical field

The utility model relates to a double-rotor motor, in particular to a double-rotor magnetic gear motor for a hybrid electric vehicle.

Background technique

Conventional hybrid vehicles currently use a planetary gear set as the core, supplemented by two motors and an engine to form a hybrid system structure. Due to the contact and gap between the teeth of the gear set during operation, it is easy to generate noise and wear.

Some scholars at home and abroad have proposed to use the coaxial magnetic gear structure to form a differential device, thereby replacing the traditional mechanical planetary gear. However, in the traditional structure of the magnetic gear compound motor, the gap between the magnetic adjustment blocks has not been utilized; at the same time, the electromagnetic torque cannot be directly generated between the stator winding and the engine crankshaft, but must pass through the outer rotor magnetic field.

Some scholars insert a permanent magnet in the middle of the magnetic adjustment block, hoping to add a set of windings on the stator to use it. This requires arranging windings with a large number of poles on the stator, resulting in an increase in the number of stator slots, which will cause Many adverse consequences, such as: the reduction of the slot area makes it difficult to go offline under the same slot full rate; the increase of slot insulation leads to a decrease in the slot full rate and a decrease in the output of the motor; the increase in the end leads to an increase in the amount of copper used; pole shoes The increase will lead to the increase of stator iron loss and the decrease of motor efficiency; the difficulty of processing the stator core will increase.

Contents of the invention

Purpose of the invention: Aiming at the above-mentioned prior art, a dual-rotor magnetic gear motor for hybrid electric vehicles is proposed to realize the non-contact coupling between the electromagnetic torque of the motor and the torque of the automobile engine, so that the stepless speed regulation system of hybrid electric vehicles can realize Frictionless energy transfer.

Technical solution: a double-rotor magnetic gear motor for hybrid electric vehicles, including an outer rotor, a stator, a magnetic ring rotor, and a bracket; wherein, the bracket is arranged on the outermost side of the motor, and the outer rotor is arranged inside the bracket. The stator is arranged on the innermost layer of the motor and is fixedly connected to the support; the magnetic ring rotor is arranged between the outer rotor and the stator; the outer rotor is provided with an outer rotor permanent magnet, and the outer rotor is connected to the differential speed gear; the magnetic regulating ring rotor is provided with a magnetic regulating block and a permanent magnet, and the magnetic regulating block and the permanent magnet are arranged at intervals; the stator is provided with an outer layer winding and an inner layer winding; the rotation generated by the inner layer winding The number of pole pairs of the magnetic field _is the _same as the number of pole pairs of the permanent magnets in the rotor of the magnetic ring; The number P _s satisfies P _o +P _i =P _s .

As an improvement of the utility model, the outer layer winding and the inner layer winding arranged in the stator both adopt double-layer fractional slot centralized winding arrangement.

As a further improvement of the utility model, the permanent magnets of the outer rotor are arranged on the outer rotor with an embedded unidirectional magnetization structure.

Beneficial effects: Compared with the prior art, the utility model has the following significant advantages: (1) The double-rotor magnetic gear motor can use the harmonic magnetic field of the fractional slot winding on the stator side, so that the number of stator slots is small, Generate a magnetic field with a sufficient number of poles to generate electromagnetic torque with the permanent magnet in the magnetic ring; (2) In the multi-winding stator, double-layer fractional slots are used to concentrate the windings, which reduces the influence of the mutual coupling of the magnetic field between the windings, and at the same time reduces the The difficulty of winding and processing is reduced; (3) The magnetic gear structure magnetic adjustment ring is designed as a moving part, as a rotor of a double-rotor magnetic gear motor, permanent magnets are filled in the gap of the magnetic adjustment block, and the stator magnetic field is realized. The direct drive of the crankshaft does not affect the external rotor, so that the engine can be started directly; (4) The magnetic ring of the magnetic gear inputs the mechanical energy of the engine, and the external rotor directly couples the engine torque and the electromagnetic torque to the wheel. output, which makes the system compact and easy to assemble; (5) The entire motor adopts an outer rotor structure, which reduces the influence of centrifugal force on the outer rotor permanent magnet; (6) In the case of a large number of outer rotor pole pairs, an embedded single Directional magnetization structure, that is, all permanent magnets adopt the same magnetization direction, which reduces magnetic flux leakage and improves the utilization rate of permanent magnets; wear and noise.

Description of drawings

Figure 1 is a schematic diagram of the structure of a double-rotor magnetic gear motor used in a stepless speed regulation system of a hybrid electric vehicle;

Fig. 2 is a structural schematic diagram of a double-rotor magnetic gear motor;

Fig. 3 is a schematic diagram of the winding of the stator of the double-rotor magnetic gear motor.

Detailed ways

Below in conjunction with accompanying drawing, the utility model is further explained.

As shown in Figure 1, the dual-rotor magnetic gear motor of the present invention is used in a stepless speed regulation system of a hybrid electric vehicle. Control unit 5, engine control unit 6, power management unit 7, differential gear 8. The power management unit 7 is respectively connected to the motor control unit 5 and the engine control unit 6, the motor control unit 5 controls the inverter 4 to drive the double-rotor magnetic gear motor 1, the engine control unit 6 controls the operation of the engine 2, and the engine 2 is connected to the double-rotor magnetic gear motor. gear motor 1. The wheel main reducer 3 is connected to the dual-rotor magnetic gear motor 1 through a differential gear 8 .

As shown in FIG. 2 , the double-rotor magnetic gear motor 1 includes an outer rotor 9 , a stator 10 , a magnetic ring rotor 16 , and a bracket 15 . The bracket 15 is arranged on the outermost side of the motor, and the outer rotor 9 is arranged inside the bracket 15; the stator 10 is arranged on the innermost layer of the motor, and is fixedly connected with the bracket 15; the magnetic ring rotor 16 is arranged between the outer rotor 9 and the stator 10, and connected The crankshaft of the engine 2; the outer rotor 9 is provided with an outer rotor permanent magnet 13, and the outer rotor 9 is connected to the differential gear 8; the magnetic adjustment ring rotor 16 is provided with a magnetic adjustment block and a permanent magnet 14, and the magnetic adjustment block and the permanent magnet are arranged at intervals ; The stator 10 is provided with an outer winding 11 and an inner winding 12; the number of pole pairs of the rotating magnetic field produced by the inner winding 12 is the same as the number of pole pairs of the permanent magnets in the magnetic ring rotor 16; the number of pole pairs of the permanent magnets of the outer rotor 13 P _o , the number of pole pairs P _i of the magnetic field generated by the outer winding 11 and the number of magnetic adjustment blocks P _s in the magnetic adjustment ring rotor 16 satisfy P _o +P _i =P _s , and its speed ratio is: P _o ×Ω _o +P _i ×Ω _i =P _s ×Ω _s , where Ω _o is the rotational speed of the outer rotor, Ω _i is the rotational speed of the magnetic field of the outer winding of the stator, and Ω _s is the rotational speed of the magnetic field of the magnetic ring, that is, the rotational speed of the engine. The speed ratio relationship of the existing planetary gear set is: Ω _motor +p×Ω _ICE =(1+p)×Ω _ring ; wherein, Ω _motor is the sun gear speed, which is equivalent to the stator outer layer winding 11 magnetic field in the utility model Speed Ω _i ; Ω _ICE is the speed of the planetary wheel carrier, which is equivalent to the 15 speed Ω _s of the magnetic ring rotor in the utility model; Ω _ring is the ring gear speed, which is equivalent to the 9 speed Ω _o of the outer rotor in the utility model; the speed ratio p It is equivalent to the parameter P _o /P _i in the utility model.

The speed ratio p of the planetary gear set on the existing hybrid electric vehicle is generally selected between 2 and 3. Considering the similarity of the speed ratio relationship, for the preferred example of the utility model, the parameter P _o /P _i is configured as 2.7, The benefit of such a way is to bring into play the advantages of the utility model without affecting the power and economy of the original vehicle.

Among them, the engine 2 can be an ordinary passenger car engine; the power management unit 7, the engine control unit 6, and the motor control unit 5 are all connected to the CAN bus to realize the transmission of data such as vehicle operating conditions and torque distribution; the power management unit 7 As the interface between the vehicle and the powertrain, analyze the driver's intention and the working conditions of the vehicle to calculate the torque distribution of the powertrain; Control; the motor control unit 5 controls the inverter 4 according to the instructions of the power management unit 7, couples the electromagnetic torque of the motor with the mechanical torque of the engine 2, and acts on the outer rotor together; the outer rotor of the motor passes through The differential gear 8 outputs torque to the wheel final drive 3 .

According to the above principles, and in order to take into account the convenience of processing and manufacturing and the reduction of positioning torque, the number of stator slots of the double-rotor magnetic gear motor is selected as 18, and the outer layer winding 11 adopts 7 pairs of poles. The fractional slot concentrated winding, The magnetic adjusting ring rotor 15 adopts 26 magnetic adjusting blocks, and the permanent magnet 13 of the outer rotor 9 adopts an embedded unidirectional magnetizing structure with 19 pairs of poles.

26 pairs of pole permanent magnets are inserted in the middle of the magnetic adjustment block of the magnetic adjustment ring rotor 15, and the inner layer winding 12 is used to directly drive the crankshaft of the engine, so its number of magnetic pole pairs must be 26; Using the harmonic magnetic field of the inner winding to generate a rotating magnetic field with the same number of pole pairs as that of the permanent magnet of the magnetic ring, thereby reducing the number of stator slots. The inner layer winding 12 adopts 8 pairs of pole fractional slot concentrated windings on the 18-slot stator, and this kind of winding generates 26 pairs of poles of harmonic magnetic field, which just meets the requirements. The winding expansion diagram is shown in Figure 3. In order to reduce the magnetic field coupling between the inner layer winding 12 and the outer layer winding 11 in the 18-slot stator, a double-layer fractional slot is used for the two layers to concentrate the winding arrangement, thereby reducing the gap between the windings. mutual inductance.

In the utility model, the stepless speed regulation system driven by the double-rotor magnetic gear motor has the following several working modes to choose from:

1. Engine start mode: the inner winding 12 directly drives the magnetic ring rotor, and the inner winding 12 will not generate torque to the outer rotor 9;

2. Pure electric mode: the engine 2 is locked, and the magnetic field of the outer winding 11 directly drives the outer rotor. At this time, no back EMF will be generated in the inner winding 12;

3. Hybrid driving mode: the inner winding 12 is open and the engine 2 is running. At this time, the hybrid driving can be realized by applying space vector control to the outer winding 11;

4. Charging mode: At this time, the kinetic energy of the engine 2 can simultaneously charge the battery through the outer winding 11 and the inner winding 12, and the charging efficiency can be higher than that of the sun gear motor of the ordinary planetary gear set;

5. Small load charging mode: In the hybrid driving mode, if the load is small and the stator core is in an unsaturated state, the inner winding 12 can be used to charge the battery at the same time. At this time, the torque of the engine 2 needs to be increased appropriately;

6. Energy recovery mode: In theory, as long as the outer rotor 9 is dragged by an external force, space vector control can be applied to the outer winding 11 to make it in a state of power generation, thereby realizing energy recovery.

The above is only a preferred embodiment of the utility model, it should be pointed out that for those of ordinary skill in the art, without departing from the principle of the utility model, some improvements and modifications can also be made, these improvements and Retouching should also be regarded as the scope of protection of the present utility model.

Claims (3)

1. for a birotor magnetic gear motor for hybrid vehicle, it is characterized in that, comprise external rotor (9), stator (10), adjustable magnetic rotor (16), support (15); Wherein, described support (15) is arranged on the outermost of motor, described support (15) inner side arranges external rotor (9), and described stator (10) is arranged on motor innermost layer, and is fixedly connected with described support (15); Described adjustable magnetic rotor (16) is arranged between external rotor (9) and stator (10); Described external rotor (9) is provided with outer rotor permanent magnet (13), and external rotor (9) connects described differential gear (8); In described adjustable magnetic rotor (16), be provided with adjustable magnetic piece and permanent magnet (14), adjustable magnetic piece and permanent magnet interval arrange; In described stator (10), be provided with outer winding (11) and internal layer winding (12); The rotating magnetic field number of pole-pairs that described internal layer winding (12) produces is identical with permanent magnet pole logarithm in adjustable magnetic rotor (16); Described outer rotor permanent magnet (13) number of pole-pairs P _o, outer winding (11) produces the number of pole-pairs P in magnetic field _iand adjustable magnetic piece number P in adjustable magnetic rotor (16) _smeet P _o+ P _i=P _s.

2. a kind of birotor magnetic gear motor for hybrid vehicle according to claim 2, it is characterized in that, the outer winding (11) arranging in described stator all adopts double-layer fractional slot to concentrate winding to arrange with internal layer winding (12).

3. a kind of birotor magnetic gear motor for hybrid vehicle according to claim 2, is characterized in that, described outer rotor permanent magnet (13) adopts the embedded unidirectional structure that magnetizes to be arranged on described external rotor (9).