CN217074049U

CN217074049U - Electric vehicle driving system

Info

Publication number: CN217074049U
Application number: CN202221125794.0U
Authority: CN
Inventors: 何世宾
Original assignee: Shijieneng Co ltd
Current assignee: Shijieneng Co ltd
Priority date: 2022-05-11
Filing date: 2022-05-11
Publication date: 2022-07-29
Anticipated expiration: 2032-05-11

Abstract

The utility model discloses an electric motor car actuating system, electric motor car actuating system includes: a permanent magnet synchronous motor; the position sensing module is arranged on one side of the permanent magnet synchronous motor and sends a position signal along with the rotation of the permanent magnet synchronous motor; the control module is electrically coupled with the position sensing module and the permanent magnet synchronous motor, has a magnetic field guiding frequency conversion control mode and a voltage transformation frequency conversion control mode, and can drive the permanent magnet synchronous motor in the magnetic field guiding frequency conversion control mode when receiving the position signal; when the control module does not receive the position signal within a preset time, the control module can be switched from the magnetic field guiding frequency conversion control mode to the voltage transformation frequency conversion control mode to drive the permanent magnet synchronous motor. Thereby ensuring the electric vehicle to run.

Description

Electric vehicle driving system

Technical Field

The utility model relates to a driving system especially relates to an electric motor car driving system.

Background

The existing electric vehicle driving system adopts a permanent magnet synchronous motor as a power output source, and is based on the operation mode of the permanent magnet synchronous motor, so that the permanent magnet synchronous motor driving system still needs to be matched with a position detector to detect the current position state of the permanent magnet synchronous motor so as to keep power output, and simultaneously realize the control functions of speed, torsion, electronic regenerative braking and the like of the electric vehicle.

However, when the position detector fails, the operation of the permanent magnet synchronous motor is stopped, i.e. the driving system of the electric vehicle is no longer operated, so that the electric vehicle has to wait for rescue at the roadside, and even a danger (e.g. rear-end collision) occurs.

The present inventors have considered that the above-mentioned drawbacks can be improved, and have made intensive studies and use of scientific principles, and finally have proposed a novel and effective method for improving the above-mentioned drawbacks.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the technical problem that, not enough to prior art provides an electric motor car actuating system.

The embodiment of the utility model discloses electric motor car actuating system, include: a permanent magnet synchronous motor; the position sensing module is arranged on one side of the permanent magnet synchronous motor and sends a position signal along with the rotation of the permanent magnet synchronous motor; the control module is electrically coupled with the position sensing module and the permanent magnet synchronous motor, has a magnetic field guiding frequency conversion control mode and a voltage transformation frequency conversion control mode, and can drive the permanent magnet synchronous motor in the magnetic field guiding frequency conversion control mode when receiving the position signal; when the control module does not receive the position signal within a preset time, the control module can be switched from the magnetic field guiding frequency conversion control mode to the voltage transformation frequency conversion control mode to drive the permanent magnet synchronous motor.

Preferably, the electric vehicle driving system further comprises an electric gate module electrically coupled to the control module, and the electric gate module can control the rotation speed of the permanent magnet synchronous motor through the control module.

Preferably, the control module sends a frequency/voltage signal to the permanent magnet synchronous motor with the changing amplitude of the electric gate module.

Preferably, the frequency/voltage signal does not exceed 360 hertz/nominal voltage.

Preferably, the permanent magnet synchronous motor includes: a driving unit, comprising: a housing; the rotating shaft penetrates through the shell, and part of the rotating shaft is positioned outside the shell; and an induction drive assembly disposed within the housing, the induction drive assembly comprising: a stator, comprising: a stator core arranged at the inner edge of the shell; the winding piece is arranged on the stator core, and a plurality of winding parts are arranged on one side surface of the winding piece facing the rotating shaft; the first coils are respectively wound on the winding parts; and a rotor, comprising: the rotor iron core is sleeved on the rotating shaft and provided with a plurality of arrangement holes; the two short-circuit pieces are arranged at two ends of the rotor core, and each short-circuit piece is provided with a plurality of through holes corresponding to the plurality of arrangement holes; the conductors are respectively arranged in the arrangement holes, and two ends of each conductor are respectively contacted with the hole walls of the two through holes to form short circuit; and 2M permanent magnetic pieces which are arranged on the rotor core in equal quantity, and the 2M permanent magnetic pieces are surrounded by a plurality of conductors, wherein M is a positive integer not less than 1.

Preferably, the rotor core has 2M first long holes provided along an axial direction of the rotating shaft, the 2M long holes surround the rotating shaft and are surrounded by the plurality of through holes, and the 2M permanent magnet pieces are respectively provided in the 2M first long holes.

Preferably, the rotor core further includes 2M second long holes; one first long hole is arranged between any two adjacent second long holes; the two ends of the 2M second long holes respectively face the rotating shaft and the stator, and the two ends of the 2M first long holes respectively face the two adjacent second long holes.

Preferably, the shapes of the 2M first long holes and the 2M second long holes can be circular, arc-shaped, or rectangular, respectively.

To sum up, the embodiment of the utility model provides a disclosed electric motor car actuating system can pass through "control module is in the scheduled time not received during position signal, control module can by magnetic field direction frequency conversion control mode switches into vary voltage frequency conversion control mode drive the design of permanent magnet synchronous motor" lets when position sensing module breaks down, can give up magnetic field direction frequency conversion (FOC) control to change into the vary voltage frequency conversion (VV-VF) control that does not need position sensing module, in order to ensure that the electric motor car can maintain and travel.

For further understanding of the features and technical contents of the present invention, please refer to the following detailed description and drawings, which are only used for illustrating the present invention and are not intended to limit the scope of the present invention.

Drawings

Fig. 1 is a schematic view of a connection block of an electric vehicle driving system of the present invention.

Fig. 2 is a schematic perspective view of the driving unit of the present invention.

Fig. 3 is a schematic sectional view along the sectional line III-III of fig. 2.

Fig. 4 is an exploded view of the driving unit of the present invention.

Fig. 5 is an exploded view of the induction driving assembly of the present invention.

Fig. 6 is an exploded view of the stator of the present invention.

Fig. 7 is an exploded view of the rotor of the present invention.

Fig. 8 is a cross-sectional view of the section line VIII-VIII of fig. 4.

Detailed Description

The embodiments disclosed in the present invention are described below with reference to specific embodiments, and those skilled in the art can understand the advantages and effects of the present invention from the disclosure in the present specification. The present invention may be practiced or carried out in other different embodiments, and various modifications and changes may be made in the details of this description based on the different points of view and applications without departing from the spirit of the present invention. The drawings of the present invention are merely schematic illustrations, and are not drawn to scale, but are described in advance. The following embodiments will further explain the related art of the present invention in detail, but the disclosure is not intended to limit the scope of the present invention.

It will be understood that, although the terms "first," "second," "third," etc. may be used herein to describe various components or signals, these components or signals should not be limited by these terms. These terms are used primarily to distinguish one element from another element or from one signal to another signal. In addition, the term "or" as used herein should be taken to include any one or combination of more of the associated listed items as the case may be. Furthermore, the term "electrically coupled", as used herein, refers to one of "indirectly electrically connected" and "directly electrically connected".

Referring to fig. 1, the present embodiment provides an electric vehicle driving system 1000 for providing power output and power control for an electric vehicle (not shown). In other words, the present invention is not directed to a drive system for an electric vehicle, other than the drive system 1000 for an electric vehicle. The electric vehicle driving system 1000 includes a permanent magnet synchronous motor M1, a position sensing module M2 disposed on the permanent magnet synchronous motor M1, and a control module M3 electrically coupled to the position sensing module M2 and the permanent magnet synchronous motor M1.

As shown in fig. 1, the permanent magnet synchronous motor M1 in this embodiment has a more desirable power output than the permanent magnet synchronous motor of the conventional electric vehicle driving system. Next, the components of the permanent magnet synchronous motor M1 and their connection relationship will be described below.

Referring to fig. 2 and 3, the driving unit 100 includes a housing 1, a shaft 2, and an inductive driving element 3. The housing 1 is substantially hollow and cylindrical in this embodiment, and has a ring frame 11 and two end caps 12. The two end caps 12 are respectively disposed at two ends of the ring frame 11, so that the two end caps 12 and the ring frame 11 together form an accommodating space AP.

Furthermore, the rotating shaft 2 penetrates through the housing 1, and a part of the rotating shaft 2 is located outside the housing 1, so as to be used for driving the electric vehicle subsequently. That is, one end (or both ends) of the rotating shaft 2 is located outside the housing 1, and the other portions of the rotating shaft 2 are located in the accommodating space AP, but the present invention is not limited thereto.

As shown in fig. 3 to 5, the induction driving assembly 3 has a stator 31 disposed in the ring frame 11 and a rotor 32 disposed on the rotating shaft 2. The stators 31 surround the rotor 32 and are spaced apart from each other. The induction driving assembly 3 can drive the rotating shaft 2 to rotate through the cooperation of the rotor 32 and the stator 31. The following describes the components of the induction driving component 3 and how the components cooperate with each other to drive the rotation shaft 2 to rotate.

As shown in fig. 6 and 8, the stator 31 in this embodiment includes a stator core 311, a winding 312 disposed on the stator core 311, and a plurality of first coils 313 disposed on the winding 312. The stator core 311 has an annular structure, and a plurality of extension portions are formed at a side facing the rotating shaft 2.

In this embodiment, the winding element 312 has a plurality of winding portions corresponding to the plurality of extending portions on a side surface facing the rotating shaft 2. The winding element 312 can be disposed on the stator core 311, such that the plurality of winding portions respectively cover the plurality of extension portions of the stator core 311, and the plurality of first coils 313 are respectively wound on the plurality of winding portions.

In detail, the winding element 312 in this embodiment is composed of a front end seat 312A and a rear end seat 312B, the front end seat 312A has a front ring member 3121A and a plurality of front receiving members 3122A, and the plurality of front receiving members 3122A are integrally connected to the front ring member 3121A at intervals. Each of the front receiving pieces 3122A is formed in a sheet structure, and two openings communicating with each other are formed at one side facing the rotation shaft 2 and one side facing the rear end seat 312B, respectively, so that the front receiving pieces 3122A have an elastic margin. And a setting space SP is formed between the outer edges of any two adjacent front receiving pieces 3122A.

In addition, the rear end seat 312B has a rear ring member 3121B and a plurality of rear receiving pieces 3122B, and the plurality of rear receiving pieces 3122B are integrally connected to the rear ring member 3121B at intervals. Each of the rear receiving pieces 3122B is formed in a sheet structure, and two openings communicating with each other are formed at one side facing the rotation shaft 2 and one side facing the front end seat 312A, respectively, so that the rear receiving pieces 3122B have an elastic margin. Each rear receiving member 3122B is formed by a sheet structure having an opening, and a setting space SP is formed between outer edges of any two adjacent rear receiving members 3122B.

The positions of the plurality of rear receiving pieces 3122B correspond to the positions of the plurality of front receiving pieces 3122A. In any two adjacent front receiving pieces 3122A and the two rear receiving pieces 3122B corresponding to the positions, the setting space SP between the two front receiving pieces 3122A and the setting space SP between the two rear receiving pieces 3122B can jointly receive one of the extension portions of the stator core 311, so that the inner edges of any one front receiving piece 3122A and the corresponding rear receiving piece 3122B jointly form one winding portion.

That is, the winding member 312 is formed by combining two members in the embodiment, but the present invention is not limited thereto. For example, in other embodiments not shown, the winding member 312 may be a single member and directly have a plurality of winding portions.

Next, referring to fig. 7 and 8, the rotor 32 in this embodiment includes a rotor core 321, two short-circuit pieces 322 disposed on the rotor core 321, a plurality of conductors 323, and 2M permanent magnetic pieces. When the number of generations "M" is used, M is a positive integer not less than 1.

The rotor core 321 is a cylindrical structure in this embodiment, and is sleeved on the rotating shaft 2. The rotor core 321 has a plurality of installation holes 3211, 2M first long holes 3212B, and 2M second long holes 3212A arranged along the axial direction of the rotating shaft 2.

In detail, the number of the 2M first slots 3212B and the 2M second slots 3212A can be adjusted according to the design requirement, but the number must be even. The number of the 2M first long holes 3212B and the number of the 2M second long holes 3212A in this embodiment are four, that is, M is 2, but the present invention is not limited thereto. The four first long holes 3212B and the four second long holes 3212A are annularly disposed on the rotor core 321 with a space therebetween, and surround the rotating shaft 2. The plurality of installation holes 3211 are annularly arranged on the outer periphery of the rotor core 321 with a space therebetween, and surround the four first long holes 3212B and the four second long holes 3212A. That is, when viewed in the axial direction of the rotary shaft 2 toward the rotor core 321 (as shown in fig. 8), the four first long holes 3212B and the four second long holes 3212A surround the rotary shaft 2, and the plurality of arrangement holes 3211 surround the four first long holes 3212B and the four second long holes 3212A.

Further, in this embodiment, one first long hole 3212B is disposed between any two adjacent second long holes 3212A. That is, when viewed from the rotor core 321 along the axial direction of the rotating shaft 2, the four first long holes 3212B and the four second long holes 3212A are arranged in a clockwise (or counterclockwise) manner in order of the second long holes 3212A, the first long holes 3212B, the second long holes 3212A, …, and the first long holes 3212B.

It should be noted that, when looking toward the rotor core 321 along the axial direction of the rotating shaft 2 (as shown in fig. 8), two ends of the four second long holes 3212A face the rotating shaft 2 (i.e., the direction of the center of the circle) and the stator 31, respectively, and two ends of the four first long holes 3212B face two adjacent second long holes 3212A, respectively. The four second slots 3212A are rotationally symmetric (4-fold rotational symmetry) with respect to the rotation axis 2 by 90 degrees, and the four first slots 3212B are rotationally symmetric (4-fold rotational symmetry) with respect to the rotation axis 2 by 90 degrees. That is, the four second long holes 3212A and the four first long holes 3212B are arranged in a manner similar to a "m" shape, but the present invention is not limited thereto. In addition, the four second slots 3212A may be left empty or put in the permanent magnet 324 for the purpose of providing the induction driving assembly 3 with improved reluctance torque. Of course, the designer may omit the four second slots 3212A according to his/her needs.

In addition, the four first long holes 3212B and the four second long holes 3212A are respectively rectangular in shape and are arranged in a 90-degree rotational symmetric manner, but the present invention is not limited thereto. For example, in other embodiments, not shown, the four first long holes 3212B and the four second long holes 3212A may be circular or arc-shaped, and may be configured in a rotational symmetric manner with other angles.

The two short-circuit members 322 are disposed at two ends of the rotor core 321, and each short-circuit member 322 has a plurality of through holes 3221 corresponding to the plurality of disposing holes 3211. The plurality of conductors 323 are respectively disposed in the plurality of disposing holes 3211, and two ends of the plurality of conductors 323 respectively pass through the plurality of through holes 3221 of the two short-circuit elements 322 and are exposed outside the two short-circuit elements 322, so that two ends of each conductor 323 respectively contact with hole walls of the two through holes 3221 to form a short circuit.

The 2M permanent magnets 324 are equally disposed on the rotor core 321, and the 2M permanent magnets 324 are surrounded by the plurality of conductors 323. Specifically, the 2M permanent magnets 324 are disposed in the 2M first elongated holes 3212B, and occupy the space in the 2M first elongated holes 3212B.

It should be noted that when a three-phase alternating current is applied to the stator 31, a rotating magnetic field is formed, so that a potential and a current are induced in the plurality of conductors 323 of the rotor 32 due to magnetic lines of force cutting the stator 31. The plurality of conductors 323, which are energized, are subjected to an ampere force in the magnetic field, thereby driving the rotor 32 to rotate the shaft 2. That is, the induction driving assembly 3 adopts the principle of the squirrel cage type induction magnetic field in the present embodiment, but the present invention is not limited thereto. Based on the above principle, it can be known that the 2M permanent magnets 324 surrounded by the plurality of conductors 323 can increase the magnetic flux of the rotor 32, and naturally, the slip of the induction driving assembly 3 can be equal to zero, thereby further increasing the output efficiency of the driving unit 100.

It is worth noting that the efficiency of the permanent magnet synchronous motor of the existing electric vehicle driving system is only 90-93% and the Power Factor (PF) is only 0.8. Inversely, the utility model discloses a permanent magnet synchronous motor can realize under the condition that the slip is zero based on its response drive assembly 3, enables its overall efficiency and reaches 95%, and power factor then can reach 0.98. That is to say, the utility model discloses a permanent magnet synchronous motor compares in current electric motor car actuating system's permanent magnet synchronous motor promotes 2 ~ 5% efficiency and 0.18 power factor at least, according to reduce the virtual power loss, and increase endurance.

Referring to fig. 1 again, the position sensing module M2 is disposed at one side of the permanent magnet synchronous motor M1, and the position sensing module M2 can detect a magnetic field change when the permanent magnet synchronous motor M1 rotates, so as to provide a position signal to the control module M3 for control. In other words, the position sensing module M2 may be, for example, a Hall effect sensor (Hall sensor) or a Magnetic encoder (Magnetic encoder) in practice, and provides the position signal to the control module to control the permanent magnet synchronous motor M1.

As shown in fig. 1, the control module M3 is electrically coupled to the position sensing module M2 and the permanent magnet synchronous motor M1, and the control module M3 has a magnetic field oriented frequency conversion control mode and a voltage transformation frequency conversion control mode.

Further, the Control module M3 can drive the permanent magnet synchronous motor M1 in the Field Oriented Control (FOC) mode when receiving the position signal. In addition, when the control module M3 does not receive the position signal within a predetermined time, the control module M3 can start the voltage-variable and frequency-variable control mode to drive the permanent magnet synchronous motor M1. That is, the control module M3 determines whether the position sensing module M2 operates normally according to the received position signal, so as to further switch the voltage-variable and frequency-variable control mode to drive the permanent magnet synchronous motor M1.

In other words, when the permanent magnet synchronous motor M1 is driven by the control module M3 in the field oriented variable frequency control mode, it can adopt a field oriented control method (FOC), and is driven (or operated) in cooperation with the position sensing module M2. In addition, when the permanent magnet synchronous motor M1 is in the variable voltage and variable frequency control mode by the control module M3, it can employ a variable frequency control method (VV-VF) to obviate the need to cooperate with the position sensing module M2 to operate the permanent magnet synchronous motor M1 when the magnetic field is directed to the variable frequency control mode.

Of course, the control module M3 may determine whether to operate normally according to other parameters (e.g., current value) of the position sensing module M2 in other embodiments.

In addition, as shown in fig. 1, preferably, the electric vehicle driving system 1000 further includes an electric gate module M4, the electric gate module M4 is electrically coupled to the control module M3, and the electric gate module M4 can control the rotation speed of the permanent magnet synchronous motor M1 through the control module M3. In practice, the magnitude of the change in the electric gate module M4 can send a speed signal to the control module M3, so as to further adjust the parameter (e.g., the voltage output by the battery) corresponding to the speed of the permanent magnet synchronous motor M1 through the control module M3.

It should be noted that, when the control module M3 drives the permanent magnet synchronous motor M1 in the voltage transformation and frequency conversion control mode, the control module M3 can send a frequency/voltage signal to the permanent magnet synchronous motor M1 along with the amplitude of the electric gate module M4, so as to rotate the permanent magnet synchronous motor M1. Wherein, the frequency/voltage signal is preferably not more than 360 Hz/rated voltage, which can prevent the magnetic field direction and the rotation speed of the permanent magnet synchronous motor M1 driven in the voltage transformation and frequency conversion control mode from being unable to keep up.

[ technical effects of the embodiments of the present invention ]

The above mentioned embodiments are only preferred and feasible embodiments of the present invention, and are not intended to limit the scope of the present invention, and all equivalent changes and modifications made according to the claims of the present invention should be included in the scope of the claims of the present invention.

Claims

1. An electric vehicle drive system, characterized by comprising:

a permanent magnet synchronous motor;

the position sensing module is arranged on one side of the permanent magnet synchronous motor and sends a position signal along with the rotation of the permanent magnet synchronous motor; and

the control module is electrically coupled with the position sensing module and the permanent magnet synchronous motor, is provided with a magnetic field guiding frequency conversion control mode and a voltage transformation frequency conversion control mode, and can drive the permanent magnet synchronous motor in the magnetic field guiding frequency conversion control mode when receiving the position signal; when the control module does not receive the position signal within a preset time, the control module can be switched from the magnetic field guiding frequency conversion control mode to the voltage transformation frequency conversion control mode to drive the permanent magnet synchronous motor.

2. The electric vehicle drive system of claim 1, further comprising a switch module electrically coupled to the control module, the switch module being capable of controlling the speed of the permanent magnet synchronous motor via the control module.

3. The electric vehicle drive system of claim 2, wherein the control module sends a frequency/voltage signal to the permanent magnet synchronous motor as the amplitude of the change of the electric gate module.

4. An electric vehicle drive system as in claim 3 wherein said frequency/voltage signal does not exceed 360 hertz per nominal voltage.

5. The electric vehicle drive system of claim 1, wherein the permanent magnet synchronous motor comprises:

a driving unit, comprising:

a housing; and

the rotating shaft penetrates through the shell, and part of the rotating shaft is positioned outside the shell; and

an inductive drive assembly disposed within the housing, the inductive drive assembly comprising:

a stator, comprising:

a stator core arranged at the inner edge of the shell;

the winding piece is arranged on the stator core, and a plurality of winding parts are arranged on one side surface of the winding piece facing the rotating shaft; and

a plurality of first coils respectively wound on the plurality of winding parts; and

a rotor, comprising:

the rotor iron core is sleeved on the rotating shaft and provided with a plurality of arrangement holes;

the two short-circuit pieces are arranged at two ends of the rotor core, and each short-circuit piece is provided with a plurality of through holes corresponding to the plurality of arrangement holes;

the conductors are respectively arranged in the arrangement holes, and two ends of each conductor are respectively contacted with the hole walls of the two through holes to form short circuit; and

the 2M permanent magnet pieces are arranged on the rotor iron core in an equal quantity, and the 2M permanent magnet pieces are surrounded by the conductors, wherein M is a positive integer not less than 1.

6. The electric vehicle drive system according to claim 5, wherein the rotor core has 2M first elongated holes provided along an axial direction of the rotating shaft, 2M of the elongated holes surround the rotating shaft and are surrounded by the plurality of perforations, and 2M of the permanent magnet pieces are respectively provided in the 2M first elongated holes.

7. The electric vehicle drive system of claim 6, wherein the rotor core further comprises 2M second elongated holes; one first long hole is arranged between any two adjacent second long holes; two ends of the 2M second long holes face the rotating shaft and the stator respectively, and two ends of the 2M first long holes face the two adjacent second long holes respectively.

8. The electric vehicle driving system of claim 5, wherein the 2M first elongated holes and the 2M second elongated holes are respectively circular, arc-shaped, or rectangular in shape.