TWM632637U - Electric vehicle driving system - Google Patents

Abstract

The invention discloses an electric vehicle driving system, which includes a permanent magnet synchronous motor, a position sensing module and a control module. The position sensing module is arranged on one side of the permanent magnet synchronous motor, and the position sensing module can send out a position signal as the permanent magnet synchronous motor rotates. The control module is electrically coupled to the position sensing module and the permanent magnet synchronous motor. The control module can drive the permanent magnet synchronous motor in the field-guided frequency conversion control mode when receiving the position signal. When the control module does not receive a position signal within a period of time, the control module can switch from the field-guided variable frequency control mode to the variable voltage variable frequency control mode to drive the permanent magnet synchronous motor. According to ensure that the electric vehicle travels.

Description

Electric vehicle drive system

The invention relates to a drive system, in particular to an electric vehicle drive system.

The existing electric vehicle drive system uses a permanent magnet synchronous motor as the power output source. Based on the operation mode of the permanent magnet synchronous motor, it still needs to cooperate with a position detector to detect the current position of the permanent magnet synchronous motor to maintain power. Output, and at the same time realize the speed, torque, electronic regenerative braking and other control functions of electric vehicles.

However, when the position detector fails, it will cause the permanent magnet synchronous motor to stop running, that is, the drive system of the electric vehicle will no longer work, so that the electric vehicle must wait for rescue on the side of the road, and even danger (such as: car crash).

Therefore, the author of the present invention believes that the above-mentioned defects can be improved. Naite devoted himself to research and combined with the application of scientific principles, and finally proposed a design that is reasonable and effectively improves the above-mentioned defects.

The technical problem to be solved in this creation is to provide an electric vehicle drive system for the deficiencies of the prior art.

The embodiment of the invention discloses an electric vehicle drive system, including: a permanent magnet synchronous motor; a position sensing module, which is arranged on one side of the permanent magnet synchronous The magnetic synchronous motor rotates to send a position signal; and a control module, electrically coupled to the position sensing module and the permanent magnet synchronous motor, the control module has a magnetic field-guided frequency conversion control mode and a variable frequency In the voltage conversion control mode, the control module can drive the permanent magnet synchronous motor in the field-guided frequency conversion control mode when receiving the position signal; the control module does not receive the position within a predetermined time signal, the control module can switch from the field-oriented variable frequency control mode to the variable voltage variable frequency control mode to drive the permanent magnet synchronous motor.

To sum up, the electric vehicle drive system disclosed in the embodiment of the invention can pass "when the control module does not receive the position signal within the predetermined time, the control module can The oriented frequency conversion control mode is switched to the design of the variable voltage and frequency conversion control mode to drive the permanent magnet synchronous motor, so that when the position sensing module fails, the field oriented frequency conversion (FOC) control can be abandoned, thereby converting to non- The variable voltage variable frequency (VV‐VF) control of the position sensing module is required to ensure that the electric vehicle can keep running.

In order to further understand the characteristics and technical content of this creation, please refer to the following detailed description and drawings about this creation. However, the provided drawings are only for reference and explanation, and are not used to limit this creation.

The following is a description of the implementation of the "electric vehicle drive system" disclosed in this creation through specific specific examples. Passers-by skilled in the art can understand the advantages and effects of this creation from the content disclosed in this specification. This creation can be implemented or applied through other different specific embodiments, and the details in this specification can also be modified and changed based on different viewpoints and applications without departing from the idea of this creation. In addition, the drawings of this creation are only for simple illustration, not according to the actual size of the depiction, prior statement. The following embodiments will further describe the relevant technical content of this creation in detail, but the disclosed content is not intended to limit the protection scope of this creation.

It should be understood that although terms such as "first", "second", and "third" may be used herein to describe various elements or signals, these elements or signals should not be limited by these terms. These terms are mainly used to distinguish one element from another element, or one signal from another signal. In addition, the term "or" used herein may include any one or a combination of more of the associated listed items depending on the actual situation.

In addition, in the following description, if it is pointed out that please refer to the specific drawing or as shown in the specific drawing, it is only used to emphasize in the subsequent description, and most of the relevant content described above appears in the specific drawing , but does not limit the subsequent description to only those specific drawings that may be referred to.

Referring to FIG. 1 , the present embodiment provides an electric vehicle driving system 1000 , which is used to provide an electric vehicle (not shown) for power output and power control. In other words, any driving system that is not applied to an electric vehicle is not the electric vehicle driving system 1000 referred to in this invention. The electric vehicle drive system 1000 includes a permanent magnet synchronous motor M1, a position sensing module M2 disposed on the permanent magnet synchronous motor M1, and electrically coupled to the position sensing module M2 and the A control module M3 of the permanent magnet synchronous motor M1.

As shown in FIG. 1 , the permanent magnet synchronous motor M1 in this embodiment can have a more ideal power output than the permanent magnet synchronous motor of the existing electric vehicle drive system. Next, the components of the permanent magnet synchronous motor M1 and their connections are introduced below.

As shown in FIG. 2 and FIG. 3 , the driving unit 100 includes a casing 1 , a rotating shaft 2 , and an induction driving component 3 . Wherein, the housing 1 is approximately hollow cylindrical in this embodiment, and has a ring frame 11 and two end caps 12 . The two end caps 12 are respectively disposed on two ends of the ring frame member 11 , so that the two end caps 12 and the ring frame member 11 jointly form an accommodating space AP.

Furthermore, the rotating shaft 2 passes through the casing 1 , and a part of the rotating shaft 2 is located outside the casing 1 , so as to be used for subsequent driving of the electric vehicle. That is to say, one end (or both ends) of the rotating shaft 2 is located outside the casing 1, while the other part of the rotating shaft 2 is in the accommodating space AP, but the invention is not limited here.

As shown in FIG. 3 to FIG. 5 , the induction drive 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 drive assembly 3 can drive the rotating shaft 2 to rotate through the cooperation of the rotor 32 and the stator 31 . The components of the inductive drive assembly 3 and how they cooperate with each other to drive the rotating shaft 2 to rotate will be described in detail below.

As shown in Figures 6 and 8, the stator 31 in this embodiment includes a stator core 311, a winding 312 disposed on the stator core 311, and multiple windings 312 disposed on the stator core 311. a first coil 313. The stator core 311 is an annular structure, and a plurality of extensions are formed on a side facing the rotating shaft 2 .

In this embodiment, the winding member 312 has a plurality of winding portions corresponding to the positions of the plurality of extension portions on a side facing the rotating shaft 2 . The winding part 312 can be arranged on the stator core 311, so that the plurality of winding parts respectively cover the plurality of the extension parts of the stator core 311, and the plurality of the first coils 313 then respectively wound on a plurality of said winding parts.

In detail, in this embodiment, the winding part 312 is composed of a front end seat 312A and a rear end seat 312B, and the front end seat 312A has a front ring part 3121A and a plurality of front receiving parts 3122A, many The two front receiving parts 3122A are integrally connected to the front ring part 3121A at intervals from each other. Each of the front accommodating parts 3122A is formed by a sheet structure, and two openings communicating with each other are respectively formed on the side facing the rotating shaft 2 and the side facing the rear end seat 312B, so that the The front receiving part 3122A has an elastic margin. And the outer edges of any two adjacent front accommodating parts 3122A jointly form a setting space SP.

In addition, the rear end seat 312B has a rear ring member 3121B and a plurality of rear receiving members 3122B, and the plurality of rear receiving members 3122B are integrally connected to the rear ring member 3121B at intervals from each other. Each of the rear accommodating parts 3122B is formed of a sheet structure, and two openings communicating with each other are respectively formed on the side facing the rotating shaft 2 and the side facing the front end seat 312A, so that the rear The receiving part 3122B has an elastic margin. And each of the rear receiving parts 3122B is formed by a sheet structure with an opening, and an installation space SP is jointly formed between the outer edges of any two adjacent rear receiving parts 3122B.

The positions of the plurality of rear accommodating parts 3122B correspond to the positions of the plurality of front accommodating parts 3122A. And in the two rear accommodating parts 3122B corresponding to any two adjacent front accommodating parts 3122A, the installation space SP between the two front accommodating parts 3122A and the The setting space SP between the two rear accommodating parts 3122B can accommodate one of the extension parts of the stator core 311 together, so that any one of the front accommodating parts 3122A and the corresponding The inner edges of the rear accommodating part 3122B together form one winding portion.

That is to say, the winding member 312 is composed of two components in this embodiment, but the present invention is not limited thereto. For example, in other unillustrated embodiments of the present invention, the winding member 312 may be a single component and directly have multiple winding portions.

7 and 8, the rotor 32 in this embodiment includes a rotor core 321, two short-circuit members 322 arranged on the rotor core 321, a plurality of conductors 323 and 2M permanents. magnetic pieces. It should be noted that when the number uses the algebra "M", M is a positive integer not less than 1.

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

Specifically, the number of the 2M first elongated holes 3212B and the 2M second elongated holes 3212A can be adjusted according to the designer's requirements, but the number must be an even number. The number of the 2M first elongated holes 3212B and the 2M second elongated holes 3212A are four in this embodiment, that is, M is 2, but the present invention is not limited thereto. The four first elongated holes 3212B and the four second elongated holes 3212A are annularly disposed on the rotor core 321 and surround the rotating shaft 2 . The plurality of setting holes 3211 are annularly arranged on the outer periphery of the rotor core 321 at intervals from each other, and surround the four first elongated holes 3212B and the four second elongated holes 3212A. That is to say, when viewing the rotor core 321 along the axial direction of the rotating shaft 2 (as shown in FIG. 8 ), the four first long holes 3212B and the four second long holes The hole 3212A surrounds the rotating shaft 2 , and the plurality of setting holes 3211 surround the four first elongated holes 3212B and the four second elongated holes 3212A.

Furthermore, in this embodiment, one first elongated hole 3212B is disposed between any two adjacent second elongated holes 3212A. That is to say, when looking toward the rotor core 321 along the axial direction of the rotating shaft 2, the arrangement of the four first elongated holes 3212B and the four second elongated holes 3212A is according to The sequence is arranged clockwise (or counterclockwise) with the second elongated hole 3212A, the first elongated hole 3212B, the second elongated hole 3212A, . . . , the first elongated hole 3212B.

It is worth noting that, when viewed toward the rotor core 321 along the axial direction of the rotating shaft 2 (as shown in FIG. 8 ), the two ends of the four second elongated holes 3212A respectively face For the rotating shaft 2 (that is, the direction of the center of the circle) and the stator 31 , the two ends of the four first elongated holes 3212B respectively face the two adjacent second elongated holes 3212A. And the four second elongated holes 3212A are 90-degree rotational symmetry with respect to the rotating shaft 2 (4-fold rotational symmetry), and the four first elongated holes 3212B are 90-degree rotating with respect to the rotating shaft 2 Symmetry (4-fold rotational symmetry). That is to say, the arrangement of the four second elongated holes 3212A and the four first elongated holes 3212B is similar to the shape of a "rice", but the present invention is not limited thereto. In addition, the design purpose of the four second elongated holes 3212A being empty or placed in the permanent magnets 324 is that they can provide the induction drive assembly 3 with increased reluctance torque. Of course, the designer can omit the four second long holes 3212A according to his needs.

In addition, the shapes of the four first elongated holes 3212B and the four second elongated holes 3212A in this embodiment are respectively rectangular and arranged in a 90-degree rotationally symmetrical manner, but the present invention is not limited thereto. For example, in other unillustrated embodiments of the present invention, the shapes of the four first long holes 3212B and the four second long holes 3212A can also be circular or arc-shaped, and the Angles are configured in a rotationally symmetric fashion.

The two short-circuit members 322 are disposed at two ends of the rotor core 321 , and each of the short-circuit members 322 has a plurality of through holes 3221 corresponding to the plurality of installation holes 3211 . A plurality of the conductors 323 are respectively arranged in the plurality of the setting holes 3211, and the two ends of the plurality of the conductors 323 respectively pass through the plurality of the through holes 3221 of the two short-circuit members 322, and are exposed in the two holes. The outer sides of each of the short-circuit members 322, so that both ends of each of the conductors 323 are respectively in contact with the walls of the two through-holes 3221 to form a short circuit.

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

It should be noted that when the stator 31 is supplied with three-phase alternating current, a rotating magnetic field will be formed, so that the plurality of conductors 323 of the rotor 32 will induce potential and current due to cutting the magnetic force lines of the stator 31 . The plurality of conductors 323 energized will receive an ampere force in the magnetic field, thereby driving the rotor 32 to drive the rotating shaft 2 to rotate. That is to say, the induction driving component 3 adopts the principle of a squirrel-cage induction magnetic field in this embodiment, but the invention is not limited thereto. Based on the above principles, it can be known that the 2M permanent magnets 324 surrounded by a plurality of conductors 323 can increase the magnetic flux of the rotor 32, and naturally the slip of the induction drive assembly 3 can be equal to zero, further improving The output performance of the driving unit 100 .

It is worth noting that under the existing structure of the permanent magnet synchronous motor of the electric vehicle drive system, the overall efficiency that can be achieved is only 90-93%, and the power factor (Power factor; PF) is only 0.8. In contrast, the permanent magnet synchronous motor of the present invention can achieve an overall efficiency of 95% and a power factor of 0.98 under the condition that its induction drive component 3 can achieve zero slip. That is to say, compared with the permanent magnet synchronous motor of the existing electric vehicle drive system, the permanent magnet synchronous motor of the present invention has at least 2-5% improvement in performance and a power factor of 0.18, so as to reduce virtual power loss and increase battery life.

Referring back to FIG. 1, the position sensing module M2 is arranged on one side of the permanent magnet synchronous motor M1, and the position sensing module M2 can detect the position of the permanent magnet synchronous motor M1 when it rotates. The magnetic field changes, thereby providing a position signal to the control module M3 for control. In other words, the position sensing module M2 can be, for example, a Hall effect sensor (Hall sensor) or a magnetic encoder (Magnetic encoder) in practice, and provide the position signal to the control module to control the Describe 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-guided frequency conversion control mode and a variable frequency control mode. Voltage conversion frequency control mode.

Furthermore, when the control module M3 receives the position signal, it can drive the permanent magnet synchronous motor M1 in the field oriented control mode (Field Oriented Control; FOC). In addition, when the control module M3 does not receive the position signal within a predetermined time, the control module M3 can drive the permanent magnet synchronous motor M1 by starting the variable voltage variable frequency control mode. That is to say, in this embodiment, the control module M3 judges whether the position sensing module M2 is operating normally according to the receiving situation of the position signal, so as to further switch the variable voltage and frequency control mode to drive the Describe 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 the field-oriented control method (FOC) and cooperate with the position sensing module Group M2 is driven (or operated). In addition, when the permanent magnet synchronous motor M1 is controlled by the control module M3 in the variable voltage variable frequency control mode, it can adopt a variable frequency control method (VV-VF) to exclude Mode needs to cooperate with the position sensing module M2 to operate the requirement of the permanent magnet synchronous motor M1.

Of course, in other embodiments, the control module M3 may also determine whether it is operating normally through other parameters (eg, current value) of the position sensing module M2.

In addition, as shown in FIG. 1 , preferably, the electric vehicle drive system 1000 can also include a switch module M4, the switch module M4 is electrically coupled to the control module M3, and the switch module The group M4 can control the rotation speed of the permanent magnet synchronous motor M1 via the control module M3. In practice, the change range of the switch module M4 can send a speed signal to the control module M3, so as to further adjust the parameters corresponding to the speed of the permanent magnet synchronous motor M1 through the control module M3 (such as : battery output voltage).

It is worth noting that when the control module M3 drives the permanent magnet synchronous motor M1 in the variable voltage variable frequency control mode, the control module M3 can send a The frequency/voltage signal is sent to the permanent magnet synchronous motor M1 to make the permanent magnet synchronous motor M1 rotate. Wherein, the frequency/voltage signal is preferably no more than 360 Hz/rated voltage, which can prevent the permanent magnet synchronous motor M1 driven under the variable voltage and variable frequency control mode from having a magnetic field direction and a rotational speed that do not follow situation above.

[Technical effect of this creation embodiment]

To sum up, the electric vehicle drive system disclosed in the embodiment of the invention can pass "when the control module does not receive the position signal within the predetermined time, the control module can The oriented frequency conversion control mode is switched to the design of the variable voltage and frequency conversion control mode to drive the permanent magnet synchronous motor, so that when the position sensing module fails, the field oriented frequency conversion (FOC) control can be abandoned, thereby converting to non- The variable voltage variable frequency (VV‐VF) control of the position sensing module is required to ensure that the electric vehicle can keep running.

The content disclosed above is only the preferred feasible embodiment of this creation, and does not limit the scope of patent application for this creation. Therefore, all equivalent technical changes made by using the instructions and drawings of this creation are included in the application of this creation. within the scope of the patent.

1000: Electric vehicle drive system M1: Permanent magnet synchronous motor 100: drive unit 1: shell 11: ring frame 12: End cap 2: Shaft 3: Induction drive components 31: Stator 311: Stator core 312: winding parts 312A: front seat 3121A: front ring 3122A: Front container 312B: rear end seat 3121B: rear ring 3122B: rear container 313: first coil 32: rotor 321: rotor core 3211: setting hole 3212A: Second long hole 3212B: The first long hole 322: Short circuit 3221: perforation 323: Conductor 324:Permanent magnet M2: Position sensing module M3: Control Module M4: switch module AP:Accommodating space SP: set space

Fig. 1 is a connection block schematic diagram of the electric vehicle drive system of this invention.

FIG. 2 is a three-dimensional schematic diagram of the driving unit of the invention.

FIG. 3 is a schematic cross-sectional view along line III-III in FIG. 2 .

Fig. 4 is an exploded schematic diagram of the drive unit of the invention.

FIG. 5 is an exploded schematic view of the induction drive assembly of the present invention.

Fig. 6 is an exploded schematic diagram of the stator of the invention.

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

FIG. 8 is a schematic cross-sectional view of the line VIII-VIII in FIG. 4 .

1000: Electric vehicle drive system

M1: Permanent magnet synchronous motor

M2: Position sensing module

M3: Control Module

M4: switch module

Claims (8)

An electric vehicle drive system, comprising: A permanent magnet synchronous motor; A position sensing module is arranged on one side of the permanent magnet synchronous motor, and the position sensing module sends a position signal as the permanent magnet synchronous motor rotates; and A control module, electrically coupled to the position sensing module and the permanent magnet synchronous motor, the control module has a field-oriented variable frequency control mode and a variable voltage variable frequency control mode, the control module is in When receiving the position signal, the permanent magnet synchronous motor can be driven in the field-guided frequency conversion control mode; when the control module does not receive the position signal within a predetermined time, the control module can be controlled by the The field-oriented variable frequency control mode is switched to the variable voltage variable frequency control mode to drive the permanent magnet synchronous motor. The electric vehicle driving system according to claim 1, further comprising a switch module, the switch module is electrically coupled to the control module, and the switch module can control the permanent The speed of the magnetic synchronous motor. The electric vehicle drive system according to claim 2, wherein the control module sends a frequency/voltage signal to the permanent magnet synchronous motor according to the change range of the switch module. The electric vehicle drive system according to claim 3, wherein the frequency/voltage signal does not exceed 360 Hz/rated voltage. The electric vehicle drive system according to claim 1, wherein the permanent magnet synchronous motor comprises: A drive unit, comprising: a casing; and a rotating shaft passes through the housing, and part of the rotating shaft is located outside the housing; and An inductive driving component is arranged in the housing, and the inductive driving component includes: A certain stator, including: A stator core is arranged on the inner edge of the casing; a winding piece disposed on the stator core, the winding piece has a plurality of winding portions on a side facing the rotating shaft; and a plurality of first coils respectively wound on a plurality of said winding parts; and A rotor, including: A rotor core, sleeved on the rotating shaft, the rotor core has a plurality of setting holes; Two short-circuit members are arranged at both ends of the rotor core, each of the short-circuit members has a plurality of perforations corresponding to the plurality of setting holes; A plurality of conductors are respectively arranged in a plurality of said setting holes, and the two ends of each said conductor are respectively in contact with the hole walls of two said through holes to form a short circuit; and 2M permanent magnets are equally arranged on the rotor core, and the 2M permanent magnets are surrounded by a plurality of conductors, wherein M is a positive integer not less than 1. The electric vehicle drive system according to claim 5, wherein the rotor core has 2M first long holes arranged along the axial direction of the rotating shaft, and the 2M long holes surround the rotating shaft, and Surrounded by a plurality of the through holes, 2M of the permanent magnets are respectively arranged in the 2M of the first long holes. The electric vehicle drive system according to claim 6, wherein the rotor core further includes 2M second long holes; one first long hole is arranged between any two adjacent second long holes. Holes; both ends of the 2M second elongated holes are respectively facing the rotating shaft and the stator, and both ends of the 2M first elongated holes are respectively facing the two adjacent second elongated holes. The electric vehicle drive system according to claim 5, wherein the shapes of the 2M first long holes and the 2M second long holes can be circular, arc or rectangular respectively.

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