EP1594706A1 - Suspension active de vehicule, a moteur lineaire - Google Patents

Suspension active de vehicule, a moteur lineaire

Info

Publication number
EP1594706A1
EP1594706A1 EP04706143A EP04706143A EP1594706A1 EP 1594706 A1 EP1594706 A1 EP 1594706A1 EP 04706143 A EP04706143 A EP 04706143A EP 04706143 A EP04706143 A EP 04706143A EP 1594706 A1 EP1594706 A1 EP 1594706A1
Authority
EP
European Patent Office
Prior art keywords
coils
linear motor
phase
coil
permanent magnets
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04706143A
Other languages
German (de)
English (en)
Inventor
Klaus Zindler
Hans Kocherscheidt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1594706A1 publication Critical patent/EP1594706A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K41/00—Propulsion systems in which a rigid body is moved along a path due to dynamo-electric interaction between the body and a magnetic field travelling along the path
    • H02K41/02—Linear motors; Sectional motors
    • H02K41/03—Synchronous motors; Motors moving step by step; Reluctance motors
    • H02K41/031—Synchronous motors; Motors moving step by step; Reluctance motors of the permanent magnet type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0157—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit non-fluid unit, e.g. electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F6/00—Magnetic springs; Fluid magnetic springs, i.e. magnetic spring combined with a fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/43—Mechanical actuator

Definitions

  • the invention relates to a particularly active wheel suspension of a vehicle with an electric linear motor supported between the vehicle body and ultimately a wheel.
  • an electric linear motor supported between the vehicle body and ultimately a wheel.
  • a so-called active vehicle wheel suspension offers a variety of freedom with regard to the design and control of a vehicle chassis.
  • the hydraulic shock absorber provided on each vehicle wheel in conventional vehicle wheel suspensions is replaced by an active actuator; however, the actuators used must be able to exert high peak forces, which are the case with passenger cars are in the range of a few kilo Newtons.
  • the actuators used must be able to exert high peak forces, which are the case with passenger cars are in the range of a few kilo Newtons.
  • the object of the present invention is to show an improved active wheel suspension or an improved electric linear motor for an active wheel suspension of a vehicle, in particular a passenger car, with regard to its performance data and its energy requirement.
  • the solution to this problem is characterized in that the electric linear motor works as a permanently excited synchronous motor, the centrally arranged rotor of which is constructed from disc-shaped permanent magnets which are arranged one above the other in the direction of the longitudinal axis of the linear motor, and spacer disks located in between, while the opposite Rotor shorter stator has stacked electrical coils arranged in the direction of the longitudinal axis, which are controlled in the form of a three-phase operation, a second set of three successive coils being connected to a first set of three successive coils each associated with an electrical phase connects each to a phase associated coils, the winding direction of rotation of each coil of an electrical phase associated with the second set is opposite to that of the coil associated with the same electrical phase of the first set, u nd wherein the axial length of the individual coils is
  • the proposed linear motor consists essentially of a hollow cylindrical stator 1 and a rod-shaped rotor 2, which is arranged in the interior of the stator 1 and by applying electromagnetic forces in the direction of the longitudinal axis 9 of the linear motor or rotor 2, which is the same as the cylinder axis of the supporting structure for the stator 1 forming hollow cylindrical stator tube 1a is displaceable.
  • the linear motor proposed here thus works according to the principle of action of a permanently excited synchronous motor.
  • the rod-shaped rotor 2 is constructed from disc-shaped elements 3 and 4 which are stacked alternately on one another in the direction of the longitudinal axis 9.
  • the elements identified by reference number 3 are permanent magnets, for which reference number 3 is also used below, and which are each axially magnetized. This means that one end face of the permanent each represents a magnetic north pole N and the other end face corresponds to a magnetic south pole S.
  • the disk-shaped elements 4 are spacer disks (likewise reference number 4), in which the magnetic flux from the permanent magnets 3 is guided.
  • the spacers 4 are preferably made of iron.
  • the arrangement of the permanent magnets 3 is such that two magnetic poles of the same name (north pole N and south pole S) lie opposite each other on both sides of a spacer 4.
  • the stator tube 1a which is preferably made of iron, takes on the task of guiding the magnetic flux from the exit points mentioned to the entry points mentioned.
  • a plurality of electrical coils U, -, V, -, W, - are arranged in succession on the inner wall of the stator tube 1 a, with three successive coils each being a so-called coils -Build a sentence.
  • Three successive coils Wi, U 2 and Vi are combined to form a first coil set 6, while three successive coils W ⁇ , Ui and V 2 form a second coil set 6 'adjacent to the first coil set 6.
  • a three-phase operation can be achieved with regard to the highest possible power density of the linear motor and to achieve a homogeneous course of the motor force, regardless of the position of the rotor 2 (in electrical engineering usually denoted by u, v, w) realize, the assignment of the individual coils to the three current phases (u, v, w) is already implicitly identified by the letters U, V and W.
  • the coils identified by the index “7” and the coils identified by the index “2” are to be distinguished from one another, specifically with regard to their winding sense. For example, let the electrical windings with the index "1" be wound clockwise and those with the index "2" counterclockwise.
  • the windings of the coils Wi, U 2 , and Vi of the first coil set 6 have a sense of rotation that corresponds to the sense of rotation of the windings of the coils W assigned to the same phase 2 U ⁇ , and V 2 of the second coil set 6 'is opposite or opposite.
  • the axial length of the individual coils should be substantially equal to the axial length of the spacers 4 and be substantially equal to half the axial length of the permanent magnets having a north pole and a south pole.
  • a vehicle wheel is preferably articulated at the free end of the rotor 2 (for example also with the interposition of a suitable wheel guide member).
  • corresponding forces or movements is an active influencing at least possible a relative movement between the wheel and the veh-veh. -Avembau in the linear motor by generating, if necessary, can also be on the 'relative Pos.tion directly be influenced.
  • the corresponding supply of the individual coils of a phase u or v or w can be realized in that for each phase u or v or w individually all coils marked with the index 1 are connected in series to form a separate wiring harness, which is figurative for the phase w is shown in the form of the wiring harness 7, and that all coils W marked with the index 2 are connected in series, which is shown here by the wiring harness 8.
  • the arrangement and power supply of the coils can thus be described again as follows:
  • the current flowing in the coil Ui has a phase delay of 120 ° with respect to the current flowing in the coil Wi.
  • the opposite direction of winding of the coils marked with the index "2" compared to that of the coils marked with the index "1” means that the direction of the current in the associated Reverses winding wires with respect to the orientation of the field of the permanent magnets.
  • stator 1 viewed in the longitudinal direction 9 be shorter than the rotor 2 and thus build the linear motor in a so-called short stator version, since this is the part of the linear motor in which electrical losses occur, namely the stator 1, essentially completely is being used.
  • this proposed design is therefore more economical due to a reduced power requirement in comparison to a long stator variant (cf. for example the DE 42 04 302 C2 mentioned at the beginning).
  • the amount of the maximum force that can be generated on the linear motor depends to a large extent on the magnetic material used for the permanent magnets 3.
  • rotor 2 of the proposed linear motor i.e. used for the permanent magnets 3, preferably a rare earth magnetic material (NdFeB). This is characterized by a high energy density.
  • the maximum forces that can be achieved with this magnetic material are approx. 10 times higher than those when using a conventional ferromagnetic material.
  • the nominal force of the linear motor ie the force that the linear motor can apply in continuous operation, is also determined by thermal limits.
  • the temperature of the electrical coil windings in continuous operation must not exceed a certain limit. It is therefore advisable to use a winding wire with the highest possible temperature resistance.
  • the casting resin used to fix the windings in the stator tube 1 a should be as high as possible Have thermal conductivity. This requirement is met, for example, by a casting resin with integrated metal particles as an added, good heat-conducting material.
  • a linear motor described so far is characterized in addition to the already mentioned advantage of a sufficiently high power density by a large number of other properties which predestine it for use in the context of active vehicle suspension.
  • the operating principle of a synchronous motor offers the important advantage that the motor force currently acting can be influenced in a simple manner by varying the current strength in the coils.
  • the force control of the linear motor is thus significantly simpler than in the functional principle of an induction motor proposed in EP 0 363 158 B1 mentioned at the beginning.
  • the fact that it is a permanently excited motor has the further advantage that electrical losses occur only in part of the linear motor, namely here in the stator.
  • electrical losses occur both in the stator and in the rotor, which results in a higher power loss of the corresponding actuator.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • Linear Motors (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne une suspension de véhicule notamment active, comportant un moteur linéaire électrique s'appuyant entre la carrosserie du véhicule et une roue, ledit moteur fonctionnant comme un moteur synchrone à excitation par aimants permanents et dont le rotor (2) disposé de manière centrale se compose d'aimants permanents (3) sous forme de disques qui sont superposés dans le sens de l'axe longitudinal du moteur linéaire (9) et sont magnétisés dans le sens axial, ainsi que de disques écarteurs (4) situés entre, tandis que le stator (1), plus court par rapport au rotor (2), présente des bobines électriques (Ui, Vi, Wi) disposées en piles dans le sens de l'axe longitudinal (9). Ces bobines électriques sont actionnées en mode triphasé. Un second jeu (6') de trois bobines (W2, U1, V2) successives, associées dans chaque cas à une phase, est raccordé à un premier jeu (6) de trois bobines (W1, U2, V1) successives, associées dans chaque cas à une phase. Le sens de rotation de l'enroulement de chaque bobine (W1, U2, V1) associée à une phase du second jeu (6') est opposé à celui de la bobine associée à la même phase du premier jeu (6). La longueur axiale des bobines individuelles (Ui, Vi, Wi) correspond sensiblement à la longueur axiale des disques écarteurs (4) et sensiblement à la moitié de la longueur axiale des aimants permanents (3).
EP04706143A 2003-02-17 2004-01-29 Suspension active de vehicule, a moteur lineaire Withdrawn EP1594706A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE2003106500 DE10306500A1 (de) 2003-02-17 2003-02-17 Aktive Fahrzeug-Radaufhängung mit einem Linearmotor
DE10306500 2003-02-17
PCT/EP2004/000792 WO2004071793A1 (fr) 2003-02-17 2004-01-29 Suspension active de vehicule, a moteur lineaire

Publications (1)

Publication Number Publication Date
EP1594706A1 true EP1594706A1 (fr) 2005-11-16

Family

ID=32747926

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04706143A Withdrawn EP1594706A1 (fr) 2003-02-17 2004-01-29 Suspension active de vehicule, a moteur lineaire

Country Status (3)

Country Link
EP (1) EP1594706A1 (fr)
DE (1) DE10306500A1 (fr)
WO (1) WO2004071793A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7378765B2 (en) * 2004-08-09 2008-05-27 Oriental Motor Co., Ltd. Cylinder-type linear motor and moving part thereof
JP4396611B2 (ja) 2005-10-07 2010-01-13 トヨタ自動車株式会社 車両用懸架シリンダ装置
DE102007015168A1 (de) * 2007-03-27 2008-10-02 Trithor Gmbh Linearmaschine mit einem Primärteil und einem Sekundärteil
CN102352904B (zh) * 2011-10-12 2014-07-30 黄强 有悬浮磁体并自动调节阻尼的减震器
US9016446B2 (en) * 2012-06-20 2015-04-28 GM Global Technology Operations LLC High energy density magnetic springs using spatially modulated magnetic fields technology
DE102017105869A1 (de) * 2017-03-20 2018-09-20 Schaeffler Technologies AG & Co. KG Stoßdämpfer
GB2571559A (en) 2018-03-01 2019-09-04 Majoe Dennis Electromagnetic machine
CN110744982B (zh) * 2019-12-02 2022-08-02 西安科技大学 一种双直线电机馈能式主动悬架作动器及其控制方法
CN112922990B (zh) * 2021-01-19 2022-09-09 上海隐冠半导体技术有限公司 一种磁弹簧装置

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Publication number Priority date Publication date Assignee Title
DE8222808U1 (de) * 1982-08-12 1982-12-23 Siemens AG, 1000 Berlin und 8000 München Induktive Feder- und Dämpfervorrichtung
JPS6360720A (ja) * 1986-09-02 1988-03-16 Fanuc Ltd 射出成形機駆動装置
CA1336616C (fr) * 1988-10-05 1995-08-08 I. Davis Roy Suspension active electrique pour vehicule
KR940007210B1 (ko) 1989-11-29 1994-08-10 미쯔비시 덴끼 가부시끼가이샤 자동차용 현가장치
GB2253677B (en) * 1991-02-14 1994-09-28 Atsugi Unisia Corp Electromagnetic suspension device
US5434549A (en) * 1992-07-20 1995-07-18 Tdk Corporation Moving magnet-type actuator
US5661446A (en) * 1995-06-07 1997-08-26 Mts Systems Corporation Electromagnetic actuator
EP0875982A1 (fr) 1997-04-29 1998-11-04 Sulzer Electronics AG Entraínement linéaire électromagnétique
JPH10313566A (ja) * 1997-05-12 1998-11-24 Jii M C:Kk リニアモータ
US6608408B1 (en) * 1997-10-15 2003-08-19 Advanced Motion Technologies Llc Linear electromagnetic machine
DE19848551A1 (de) * 1998-10-21 2000-04-27 Abb Patent Gmbh Antrieb für das bewegliche Kontaktstück eines elektrischen Schalters
US6313551B1 (en) * 2000-02-04 2001-11-06 Nikon Corporation Magnet array for a shaft-type linear motor

Non-Patent Citations (1)

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Title
See references of WO2004071793A1 *

Also Published As

Publication number Publication date
DE10306500A1 (de) 2004-08-26
WO2004071793A1 (fr) 2004-08-26

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