KR20050111803A - Out rotor dc motor - Google Patents

Abstract

The present invention relates to the manufacture of a DC motor for use in electric vehicles, the diameter of the rotor, the rotating part is 500-800 mm, which is equivalent to the size of the existing hundreds of horsepower synchronous motor, the axial length is only 150-250 mm in a unique form In the installation method, the wheels are independently rotated left and right by two units in a plane to the bottom surface of the vehicle body so that the posterior is vertical. The center of the stator of the motor forms a circular space of 200-300 mm in the form of a donut, so that flux of field flux is impossible. Therefore, the slotted yoke has a number of slots (24 in the case of the present example) for winding the magnetic flux coil, and the groove adjacent to the groove is viewed as an E-shaped core. It developed the out rotor motor which is rotated by the magnetic field by the permanent magnet as the rotor and the coil current wound in the stator groove through the magnetic poles installed on the N and S anodes of the permanent magnet and the air cap with a small gap. .

Description

 Out Rotor DC Motor

The problem facing the current car is the serious pollution problem caused by the energy problem and the emission gas which will reach the limit in the near future. As the solution of this problem, the electric vehicle will be the dominant in the future. It is thought that there is a considerable distance until the electric vehicle in a satisfactory state is disseminated. In order to solve the shortage of accumulated power of the unsold power battery, the power consumption of the motor and the driving power must be increased. In view of this, the motor problem, which is the power source, first became the practical application of lightweight and compact motors by developing Samarium cobalt magnets, and due to the rapid development of electronic circuits and the use of new materials, reasonable control of driving motors and proper control of electric vehicle operation Technology is in perfect condition. However, when looking at the internal combustion engine car, the light acceleration performance, climbing performance, etc. are currently impossible to follow as an electric vehicle. Considering the comparison, the current position of the electric vehicle is in a condition to accelerate the development of technology.

The present invention is an out rotor DC motor for improving the performance of an electric vehicle, the diameter of the motor is 500 ~ 800mm and the length of the rotating shaft and the rotor is 150 ~ 250mm, the inside of the motor is a 24 pole out rotor type and the rotation action is bi The 24 poles act as a complete magnetic pullin and repulsion in the form of a bipolor drive, resulting in 48 steps of rotational operation. A motor with an electric differential capable of coping with sliding is made by rotating the rear post horizontally with a bevel gear and driving the wheel with two rear propeller shafts from two motors. When installed, it is a high-performance electric vehicle that plays a role in energy saving and pollution prevention.

The structure of the present invention will be described in detail with reference to the structural diagram of FIG. 1. The rotor 2 has an out-rotor method with a diameter of 500 to 800 mm and 12 to 36 permanent magnets (12 in this example). In the future, only 12 pieces are installed), and 12 magnetic pole pieces 4 are installed between the permanent magnets 3. In addition, the permanent magnets (3) and the pole pieces (4) are fixed to the frame and rotor (2) of a circular aluminum alloy, and the rotor of the aluminum alloy (2) of the rotor is the iron ( It is fixed to the wheel boss 9, which is a rotating plate made of steel, to rotate. Here, when looking at the magnetic field of the permanent magnet 3, the N-pole of the permanent magnet faces the N-pole of another adjacent permanent magnet, and the magnetic pole pieces 4 are sandwiched between the permanent magnets to form an N-pole. In the case of the permanent magnet S-pole, as in the case of the previous N-pole, it becomes the pole piece S-pole, and the external rotor 2 is completed with 12 pole pieces between 12 permanent magnets. The stator 1 facing the magnetic pole piece 4 of this rotor forms a magnetic field with an air gap of a small interval. In addition, the stator 1 is fixed to the motor support 10 as shown in the cross-sectional view of Figure 3, the body is composed of a stack of silicon iron plate, the center of the stator 1 has a large donut-shaped hole of 200-300 mm in diameter There are 24 grooves 5 around the circumference, and the motor driving coil 7 is wound around the grooves. In addition, between the grooves 5 there are 24 teeth 6 serving as a passage of the magnetic field. In addition, coil wirings C-1, C-2, C-3, and C-4 connected to the coil 7 are drawn out to the outside, and common lead lines C-0 of the respective coils are drawn out. Here, when the coil 7 is wound on the teeth 6, the coil is not directly wound on one of the teeth 6, but the coil shape is formed by using two teeth 6 as one coil unit with a groove 5 interposed therebetween. It is wound up. In addition, when the relationship between the groove 5 and the coil 7 is described, one coil passes through one groove, but the coil of the teeth adjacent to this groove passes through the other groove and continues in the same shape as the first coil. As in the state, 24 coils are wound into 24 grooves without any space. Next, four Hall elements (H-1, H-2, H-3, H-4) are provided at the designated positions of the grooves, and the coil wiring (C-1) drawn out from the coil and the common lead wire (C-). The coil connected to 0) is wound around two teeth sandwiching the groove 5 of the right side (hereinafter referred to as CW) on the drawing of the Hall element H-1. The fourth coil in the direction (hereinafter referred to as CCW) is also connected to the same coil wiring (C-1) and common lead wire (C-0). The wiring relationship of the coils with respect to the drawn coil wiring C-1 and the common lead wire C-0 is connected to the coil wire C-1 and the common lead wire C-0 drawn in the CCW direction. When the coil is connected to the coil wiring (C-1) and the common lead wire (C-0) as described above, the coils (C-1) are connected to each other through four coils. The coil is connected to one circuit. As described above, the same applies to coil wires drawn from other coils and common lead wires (C-2: C-0, C-3: C-0, C-4: C-0), and so on. Six coils are connected to one circuit, and all four coils of 24 poles are operated only by active circuits of four Hall elements (H-1, H-2, H-3, H-4). In other words, in the present invention, only four Hall elements are installed in four poles, but these Hall elements play the same role as all 24 poles. Fig. 1 is an explanatory view of the operation of the motor at the same time. In Fig. 2, 2A and 2B are explanatory views of the operation when the positional relationship between the magnetic pole piece 4 and the hall element is changed while the rotor is rotated. (Codes of Figs. 2A and 2B are the same as those of Fig. 1)

3 is a cross-sectional view of the motor, a stator 1 laminated with a silicon iron plate, and a disc-shaped frame made of aluminum alloy becomes the rotor 2 of the motor, and the permanent magnet 3 and the magnetic pole piece 4 installed in the rotor. to be. Moreover, the groove 5 is formed in the stator 1, and the coil 7 is wound around the groove 5 and the teeth 6. In addition, there is a cooling water circulation path (8) for dissipating heat generated inside the motor to the outside, the wheel boss (9) for supporting and rotating the rotor, the motor support (10) to fix the stator of the motor, the vertical rotation of the motor There is a bevel gear 11 to change the angle of rotation of the drive post of the vehicle, a ball bearing 12 of the motor shaft and a tapered roll bearing 13 that will bear the rotational weight of the rotor rotating vertically. In addition, there is a fixing bolt 14 for fixing the stator to the motor support 4, and is composed of a motor post 15 and a motor cover 16 at the center of the motor. FIG. 4 is a control circuit diagram of the motor. Hall elements H-1, H-2, H-3, and H-4 are hall circuits of four circuits as shown in FIG. 1, and amplify the output current of weak Hall elements. There is a Hall IC 10-1 and becomes a pole selector 10-2 for selecting whether the amplified signal current is N-pole or S-pole. The differential amplifier 10-3 is a circuit that determines the operation of the Hall element to receive only a single magnetic flux required for motor operation when the position of the magnetic pole piece 10-3 is simultaneously subjected to the same magnetic flux across two Hall elements. The waveform that is distorted while passing through is wave-formed by the waveform filer 10-4, and is a power amplifier circuit 10-5 that can obtain driving power of the motor. Also, the terminals such as coil connection wires (C-1-1, C-1-2, C-1-3, C-1-4) and coil connection wires (C-6-1 ..... C-6-4 ) Shows four circuits for connecting six coils. Here, six coils may be connected in parallel in the same circuit. However, the coil power becomes excessive, and thus the circuit diagram has been developed for the purpose of overload and dissipation of heat generated in the semiconductor power circuit. In addition, the overload that can be generated here is the demagnetization of permanent magnets, which leads to deterioration of the motor and unnecessary power loss. Therefore, in this motor, the overload is suppressed to maintain sufficient motor load while saving energy. It was made possible.

The above is a description of the motor structure of the present invention and the following description of the operation will be described in detail.

As shown in FIG. 1, when magnetic flux passes through the Hall elements H-1, H-2, H-3, H-4, etc., the magnetic pole pieces 4 on the front surface of the Hall element generate magnetic flux as the N-pole. When passing, negative coil current flows so that the wound tooth 6 becomes the S-pole, and conversely, if the magnetic flux is applied from the magnetic pole piece 4 of the S-pole and the front of the Hall element, it is positive. The coil current flows and the opposite phenomenon occurs in the previous case. This is the operating standard of the motor and accordingly proceeds as follows. As shown in Fig. 1, the current position of the rotor 2 of the motor is located at the N-pole of the pole piece 4 on the front of the Hall element H-1 installed in the stator 1, and the Hall element H-1. ) And the coil circuit are explained in the circuit diagram of FIG. 4, the Hall element H-1 is formed of the Hall IC 10-1, the pole selector 10-2, the differential amplifier 10-3, and the waveform of the circuit. The dipole 10-4 is placed in the coil current amplifier 10-5 in sequence, and this circuit is a pole pole of the CW direction of the groove in which the Hall element H-1 is installed, that is, the N-pole of the pole piece. (磁極 前端)] is in the coil wound around the groove. When the magnetic pole of the N-pole passes the magnetic flux through the Hall element H-1, the coil current becomes negative Hall IC current Ci-1 as shown in FIG. S-pole is formed in the tooth 6, so that the pole piece N-pole is attracted to the S-pole in the CW direction, and the rotor 2 having the pole piece 4 has the CW direction rotational force. Here, another Hall element operating simultaneously is the Hall element H-3 located in front of the pole piece S-pole. The lead line C-3 is formed in the coil of the magnetic pole of the magnetic pole in the CW direction, that is, the right side of the Hall element H-3, and the current flowing through the drawn coil wire C-3 is the Hall element of the reference line. Positive Hall IC current (Ci-1), which causes the magnetic field of N-pole located at (H-3), flows, so CW direction 6 of Hall element (H-3) is The magnetic pole of the S-pole, which faces the magnetic field and faces a small space, causes the magnetic pole towing to the N-pole, so that it has a rotational force in the CW direction as in the case of the Hall element (H-1). do. Motor current in the present invention is a full-wave bipolar drive, so the repulsion with the N-pole lying on the trailing pole tip of the N-pole of the magnetic pole piece added to this rotational force. An active repulsion also occurs between the action and the S-pole located on the same CCW side of the pole piece S-pole, thus becoming the CW rotational movement of the rotor 2. Up to now, the case where the magnetic pole piece N-pole is positioned in front of the Hall element H-1 has been described. However, as shown in FIG. 2A, the magnetic pole piece S-pole is positioned in front of the Hall element H-1. Referring to the coil in the right CW direction of H-1), the Hall element H-1 on the reference line of the Hall IC current Ci-3 becomes positive as shown in the drawing. The current in the N-pole direction appears and the S element becomes negative under the same conditions as the Hall element H-3 positioned at the Hall IC current Ci-3 reference line on the current element. -The poles appear so that the pole piece 4 fixed to the rotor 2 of the motor has the same CW rotational motion as the previous time by the push pull action on the S-pole. In addition, as shown in FIG. 2B, the electrode is positioned between the magnetic pole pieces and the Hall elements H-1 and H-2, or in the middle of the Hall elements H-2 and H-3, and thus is located between the Hall elements. When the magnetic pole piece N-pole is applied between the elements H-1 and H-2, both of the Hall elements according to the operating state of the magnetic flux acting on the Hall element by the differential amplifier 10-3 shown in FIG. In principle, only one screen is operated, and if two Hall elements are simultaneously subjected to the same amount of magnetic flux at the same time in position on the pole piece, the rotational motion of the motor is not impeded. In other words, when the circuit currents of the Hall elements H-1, H-2, H-3, and H-4 are shown in the current diagram of FIG. 5, the Hall element H-1 slightly exceeds the cut off point of the current. Therefore, it can be seen that the current of the Hall element H-2 flows in and other Hall elements H-3, H-4, and H-1 show the same current shape. Since this Hall element current is the same current only in phase with each coil current, the teeth 6 of the stator at the post-pole position of the pole piece are always subjected to CW rotational action. In other words, the reason why the operating positions of the two Hall elements H-1 and H-2 in question are suited to the CW rotational movement is that one pole of three coils or teeth 6 located at the pole front of the pole piece has one pole. It will be a pole for stimulating the magnetic pole piece, so no matter which one of the two Hall elements operates first, there is no problem in the starting or rotational movement of the rotor 2 and this rotational movement is in the circumference of the stator 1. 24 coils with teeth and CW rotational force of the rotor 2 operating at a time are summed up, and as described above, all 24 coils connected in parallel by 6 circuit units are operated for every 4 coil lead wires. Will be done. Here, not only the Hall elements H-1, H-2, H-3, and H-4, which are actively operated, but all 24 coils operate in four circuits, and all of them become active rotational forces in the CW direction. will be. Referring to the reverse of this motor, the Hall element H-1 of FIG. 1 shows the magnetic flux of the magnetic pole N-pole facing each other in the circuit of FIG. The teeth (6) lying on the front pole of the bias become S-poles, while the teeth (6) placed on the pole poles of the pole poles N-pole become N-poles, but if the motor is to be reversed, the pole poles N-pole The left and right teeth (6) and the magnetic pole of the coil (Magnetic-Pole) should be the opposite of the NS. That is, the teeth 6 of the right groove of the pole piece N-pole in front of the hall element H-1 become the N-pole and the S-pole should appear on the left side. In this case, since the directions of CW and CCW are reversed by reverse rotation, the right side of the pole piece becomes the rear end of the pole and, on the contrary, the left side is changed to the pole edge. The inversion of the poles according to the circuit diagram of FIG. 4 is performed by switching the operating poles of the Hall elements in the pole selector 10-2 and at the same time by switching to the reverse rotation switch RS of FIG. The current pole will be reversed. The reverse rotation switch R-S of FIG. 4 is merely indicated as necessary in the description of the drawings, and in reality, the entirety of the switching circuit is not only an electronic contact but also a thyristor circuit in which a time constant is considered. This action is that the teeth (6) located at the stimulus front of the stimulus piece N-pole becomes the S-pole to act as a magnetic field tow, and the teeth (6) at the rear of the stimulus of the stimulus piece N-pole are reverse rotation. The rotor 2 having the N-pole fixedly installed has a CCW movement, and this movement also becomes a 24 pole rotational movement under the same conditions as during normal CW rotation, and becomes a reverse rotation of the motor. Here, comparing the efficiency relationship between a general DC motor and the motor of the present invention is a basic loss of the DC motor.

Joule lose

2. Heat loss by air friction of rotor

Iron loss (hysteresis-lose and eddy current lose of rotating chain rotors in field flux)

4. Mechanical Loss (Shaft, Brush)

This is a basic loss, but there are other large losses that have to be compared with this motor. To supply power to the DC motor, it rotates with the rotor's coil and passes through a commutator that becomes a path for current. There is a problem in the contact portion of the brush where the commutator makes electrical contact while rotating. In other words, a plurality of commutator segments that constitute the commutator must have at least two divided pieces contacting the brush in plurality. This is structurally unavoidable in order to ensure that there is no break in the coil current, which disadvantageously must short the part of the coil of the armature. The short-circuit of the coil with current flowing in the magnetic field is the opposite of the rotational movement of the motor and is one of the biggest losses of the DC motor as a kind of brake load that consumes the current. As a method of minimizing this phenomenon, which is inevitable in principle of a DC motor, a short circuit of an armature coil in a field flux is made by widening the neutral zone, that is, between the magnetic pole pieces of the motor and other adjacent magnetic pole pieces. By placing the part in the gap of the magnetic field, which is the middle part of both magnetic fluxes, that is, the blank point of the magnetic flux is defined as the passage point of the shorted coil, but in reality there is no perfect magnetic field gap as in theory. The furnace cannot avoid a large amount of short-circuit loss, and the pole coils located on the stator of the DC motor and the coils on the border of the neutral zone pass only a fraction of the strongest magnetic flux during rotation of the armature. The loss of short current is a cause of a significant decrease in motor efficiency.

The above describes the loss of the passive DC motor, but comparing the active operation state of the DC motor with the motor of the present invention in terms of efficiency, the magnetic towing action between the rotor and the stator, which causes the DC motor to generate a rotational force in the magnetic field, In terms of repulsive action, or push pull action, the core of the action is that two-pole motors operate only on two operating lines in a unipolar drive, and four operations in a bipolor drive. In addition, the 4-pole motor has four operation lines in the case of unipolar driving and the driving action of eight lines in the bipolar driving, so that the four-pole bipolar driving motor is a full push-pull action of eight lines. It is known as the most efficient DC motor. However, in the case of the DC motor of the present invention, the motor becomes a bipolar drive on the 24-operation line on the 12-pole side and has a high efficiency that is not comparable with that of the 4-pole DC motor. Since there is no such loss action, the DC motor is designed and manufactured in which a complete theoretical aspect without the need for a neutral band, which is a cause of unnecessary loss seen in a conventional DC motor, is realized. Here, the rotational force of the motor is directly proportional to the diameter of the rotor, but the motor of the present invention has a fixed stator diameter that is at least twice as large as that of a general DC motor rotor mounted on an electric vehicle, and the diameter of the rotating rotor becomes 500 to 800 mm. As it is an out rotor motor, it has a rotational force that is added to the rotational force of the rotor in addition to the rotational force of the motor.

The motor of the present invention is a circumference which is a space capable of sufficiently catching the coercive force while using an Alnico magnet having a high field intensity of a magnet, which is a source of the force of the out rotor motor. Since the length exceeds 2,000mm, 12 alico permanent magnets can be accommodated in a relaxed manner to maintain a strong magnetic flux density in the air cap with the stator for a long time. Inertia moment caused by the mass of the outer rotor motor with a large diameter of the motor increases the mechanical time constant of the motor, and the control circuit becomes an electronic control circuit without any mechanical elements such as relays, and a coil with relatively high current flows. The current amplification part is also a semiconductor thyristor, so the time constant is less than 10-4 in seconds, and the mechanical and electrical time constants can be compared with the vehicles of reciprocating engines as well as the starting or acceleration of existing electric vehicles. Here, the problem of heat generation and heat loss of the motor alone is the short-circuit current loss problem inherent in the DC motor mentioned above. ) The problem of heat loss and 24 ~ 72 poles, which is many times higher than that of general DC motor, rotate at the strong magnetic flux of magnet. Hysteresis loss generated under the same condition as Eddy current loss is generated heat, and it is added to the Joule heat and processed efficiently, and the magnetic flux density of the strong magnetic pole is free from external metal dust. Due to the necessity of a clean space, it is not possible to expect natural heat dissipation like other DC motors, and due to the required temperature conditions of the Hall element installed inside the motor, as shown in FIG. 9) and the inside of the motor cover 5, the heat generated inside the motor is released to the outside. In addition, the two motors each independently drive the left and right wheels separately. This type of power dissipation results in higher efficiency and eliminates the need for differential left and right wheel differentials, which are essential for conventional vehicles. Indispensable in this conventional vehicle, the differential is at the same time a significant shortcoming in vehicle operation. As it is known, when the vehicle is slipped on the road while driving, the two-wheel drive general vehicle becomes a one-wheel drive vehicle due to the differential device, and the four-wheel drive vehicle becomes a two-wheel drive vehicle in which only two wheels are operated. This is the limit of the function of the mechanical differential that accommodates the difference in the rotation of the left and right wheels, but in the case of the electric vehicle, the electric differential is a driving method. Compared to the device, the lossless perfect differential ensures non-slip normal operation. The motor of the vehicle is rotated horizontally by the bevel gear 11, which becomes a vertical rotational movement, and then the power is transmitted from two motors to two independent propeller posts, respectively, to rotate the left and right wheels separately by the drive posts. This drive structure consists of the mechanical brakes of today's cars theoretically dissipating energy into the atmosphere. In other words, when decelerating or stopping the vehicle, the kinetic energy of the driving vehicle is converted into frictional heat energy generated by the brake drum or brake disk of the brake device and discarded. The energy required to decelerate or stop a vehicle in motion is much greater, and in the case of a sudden stop, it is more than six times the acceleration energy. The motor vehicle of the present invention has the characteristics of a drive mechanism and a motor which may adopt a pure electric brake action and recover some of the losses. One of the great advantages of the vehicle of the present invention is that the inertia moment during rotation of a large diameter outer rotor (Gyroscopic stabilizer) to reduce the horizontal oscillation or vibration of the driving vehicle in the prior art By providing a completely new action and structure than the car of the car, it is effective to preserve the environment for preventing the pollution and to greatly improve the performance of the electric vehicle.

1 is a plan view and operation diagram of a DC motor of the present invention

Figure 2 (2A, 2B): DC motor operation diagram

3: Cross section of the DC motor of FIG. 1

4: DC motor control circuit diagram

Figure 5: Motor Current Diagram of Figure 1

<Code Description of Main Parts of Drawing>

1: Stator 2: Rotor 3: Permanent magnet 4: Pole Piece

      5: Slot 6: Tooth 7: Coil 8: Coolant circulation

      9: Wheel boss 10: Motor support 11: Bevel gear 12: Ball bearing

      13 taper roll bearing 14 fixing bolt 15 motor shaft 16 motor cover

      H-1, H-2, H-3, H-4: Hall element C-1, C-2, C-3, C-4: Coil wiring

      C-0: Common line 10-1: Hole Ic 10-2: Pole selector

  10-3: Differential amplifier 10-4: Wave form operation

     10-5: Coil Current Amplifier R- S: Reverse Switch

     C-1-1, C-1-2, C-1-3, C-1-4, C-6-1, C-6-2, C-6-3, C-6-4: Coil Connector

     Ci-1, Ci-2, Ci-3, Ci-4: Hall IC current N-P: N magnetic pole piece S-P: S magnetic pole piece

Claims (2)

As shown in Fig. 1, the rotor 2 made of aluminum, which is fixed and rotated to the wheel boss 9, which is a rotating plate made of steel in the center of the motor, is provided with a permanent magnet and a pole piece, and has an out rotor type. 500-800mm in diameter, the N-pole of the permanent magnet 3 faces the N-pole of another permanent magnet adjacent to each other, and the pole pieces 4 are composed of 12 to 36 jaws and are fixed to the rotor 2. The stator (1), which is installed and faces the magnetic pole piece (4), forms a magnetic field with an air cap of minute intervals and is fixed to the motor support (10) as shown in FIG. It consists of a large hole with a diameter of 200-300 mm in the center, and 24-72 elongated grooves 5 around the circumference, in which the motor driving coil 7 is wound, and between the grooves 5. There are 24 to 72 teeth 6 which serve as passages of the magnetic field. In addition, the coil wirings C-1, C-2, C-3, and C-4 of the coil 7 and the common lead wire C-0 are drawn out to the outside, and the Hall element is provided at the designated position of the groove. (H-1, H-2, H-3, H-4) is installed and the coil connected to the lead wire of the coil is wound on two teeth (6) sandwiched between the right groove on the drawing of the Hall element. The wiring relationship of the coils connected to the lead wire in the counterclockwise direction, which is the left side of the phase, was connected to the lead wires for every one coil through the coil from the coil connected in the CCW direction. Out-rotor DC motor, characterized in that the winding of the connected stator (1) is configured so that six coils are connected to one circuit and all the coils of the pole are operated only by the active operation circuit. In the present invention, the operation unit of the circuit is to bundle six coils in one operation and one Hall element for operating the circuit is provided in the circuit one by one, and 12 to 36 magnetic pole pieces of the teeth 6 of 24 to 72 poles. According to the change of magnetic pole, the magnetic pole is pulled to the front side of the pole and the push pull action that is repulsed at the rear end of the pole simultaneously makes the push pull always work regardless of the position of the pole. By adopting a powerful rotation that adds up to the rotor action of the rotor, power consumption can be saved, and the overcurrent control function is provided by independent power amplification instead of a single-pole of 24 poles. 3, there is a passage 8 of cooling water for dissipating heat generated inside the motor to the outside, and a wheel boss for supporting and rotating the rotor. (9) and the motor support (10) to fix the stator of the motor, the bevel gear (11) to change the vertical rotation of the motor to the drive post rotation angle of the car, the ball bearing (12) of the motor shaft, and the vertical rotation Consists of a tapered roller bearing (13) that will bear the rotational weight of the rotor to rotate the outgoing rotor DC motor to improve the ride feeling by the gyroscopic stabilizer that appears in the rotation of the large diameter rotor while driving the car .