US20140340013A1 - Electric motor and electric generator - Google Patents

Electric motor and electric generator Download PDF

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Publication number
US20140340013A1
US20140340013A1 US14/262,783 US201414262783A US2014340013A1 US 20140340013 A1 US20140340013 A1 US 20140340013A1 US 201414262783 A US201414262783 A US 201414262783A US 2014340013 A1 US2014340013 A1 US 2014340013A1
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Prior art keywords
coil
control device
sets
electric motor
sub
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Abandoned
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US14/262,783
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English (en)
Inventor
Yi Li
Jonathan Richard Meyer
Rupert Paul Kirby
Timothy John Martin
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Protean Electric Ltd
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Protean Electric Ltd
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Publication date
Priority claimed from US12/837,470 external-priority patent/US8749192B2/en
Application filed by Protean Electric Ltd filed Critical Protean Electric Ltd
Priority to US14/262,783 priority Critical patent/US20140340013A1/en
Publication of US20140340013A1 publication Critical patent/US20140340013A1/en
Assigned to PROTEAN ELECTRIC LIMITED reassignment PROTEAN ELECTRIC LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KIRBY, RUPERT PAUL, MARTIN, TIMOTHY JOHN, MEYER, JONATHAN RICHARD, LI, YI
Abandoned legal-status Critical Current

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K19/00—Synchronous motors or generators
    • H02K19/02—Synchronous motors
    • H02K19/10—Synchronous motors for multi-phase current
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K29/00—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices
    • H02K29/06—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices with position sensing devices
    • H02K29/08—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices with position sensing devices using magnetic effect devices, e.g. Hall-plates, magneto-resistors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K3/00—Details of windings
    • H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
    • H02K3/28—Layout of windings or of connections between windings
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
    • H02P25/22—Multiple windings; Windings for more than three phases
    • H02P6/002—
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/08—Arrangements for controlling the speed or torque of a single motor
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/14—Electronic commutators
    • H02P6/16—Circuit arrangements for detecting position
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/28—Arrangements for controlling current
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/02—Details of the control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/142—Emission reduction of noise acoustic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K16/00—Machines with more than one rotor or stator
    • H02K16/04—Machines with one rotor and two stators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/06—Machines characterised by the presence of fail safe, back up, redundant or other similar emergency arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/12—Machines characterised by the modularity of some components
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to an electric motor and electric generator and in particular an in-wheel electric motor and in-wheel electric generator.
  • Electric motor systems typically include an electric motor and a control unit arranged to control the power of the electric motor.
  • Examples of known types of electric motor include the induction motor, synchronous brushless permanent magnet motor, switched reluctance motor and linear motor. In the commercial arena three phase electric motors are the most common kind of electric motor available.
  • a three phase electric motor typically includes three coil sets, where each coil set is arranged to generate a magnetic field associated with one of the three phases of an alternating voltage.
  • each coil set will typically have a number of coil sub-sets that are distributed around the periphery of the electric motor, which are driven to produce a rotating magnetic field.
  • FIG. 1 shows a typical three phase electric motor 10 having three coil sets 14 , 16 , 18 .
  • Each coil set consists of four coil sub-sets that are connected in series. Accordingly, for a given coil set the magnetic field generated by the respective coil sub-sets will have a common phase.
  • the three coil sets of a three phase electric motor are typically configured in either a delta or wye configuration, where a delta configuration is illustrated in FIG. 2 and a wye configuration is illustrated in FIG. 3 .
  • a control unit for a three phase electric motor having a DC power supply will typically include a three phase bridge inverter that generates a three phase voltage supply for driving the electric motor. Each of the respective voltage phases is applied to a respective coil set of the electric motor.
  • a three phase bridge inverter includes a number of switching devices, for example power electronic switches such as Insulated Gate Bipolar Transistor (IGBT) switches.
  • IGBT Insulated Gate Bipolar Transistor
  • the reduced number of turns in the coils leads to a reduced inductance for the motor, since the inductance of the motor is proportional to the square of the number of turns.
  • inductance is governed by ampere/turns, where inductance is limited by a combination of the maximum current in the conductor that can be adequately cooled and the maximum number of turns that can be fitted inside the electric motor.
  • PWM pulse width modulation
  • An electric motor comprising a plurality of coil sets arranged to produce a magnetic field of the motor, each coil set comprising a plurality of coil sub-sets; and a plurality of control devices, wherein each of the control devices are coupled to a respective plurality of coil sub-sets of the coil sets and each control device is arranged to control current in the respective plurality of coil sub-sets to generate a magnetic field in each coil sub-set to have a substantially different magnetic phase to the other one or more coil sub-sets in the coil set.
  • the present invention allows an electric motor to have a number of sub-motors that can operate independently of each other, via their respective control device. Accordingly, the current flow in the coil sub-sets of one coil set is independent of the current flow in the coil sub-sets of another coil set (i.e. the respective coil sub-sets are not connected in series). Consequently, the coils of each coil sub-set can have a larger number of turns than for an equivalent motor in which all respective coil sub-sets are connected in series. The increased number of turns in each coil increases the overall inductance of the motor. This means that lower currents can be used in the coils of each coil sub-set, which leads to fewer heat dissipation problems, and which allows smaller switching devices to be used. The use of smaller switching devices in turn allows for faster switching speeds and lower switching losses.
  • the coils of a coil sub-set are arranged to form a multi-phase electric motor (i.e. forms a logical sub-motor) the coils of a coil sub-set can be configured either in a delta or wye configuration as best fits the specific electric motor requirements.
  • the respective control devices include an inverter having a plurality of switches for applying a pulse width modulated (PWM) voltage to the plurality of respective coil sub-sets, which is used to control current within the coils of the coil sub-set.
  • PWM control of the currents in the motor coils can be enhanced due to the increased number of turns that can be included in the coils. As smaller switching device can be used, significant savings in cost, weight and heat dissipation can be made.
  • control devices can be housed within a casing of the motor.
  • the control devices can be located adjacent the coil sub-sets of the respective coil set within the motor thereby simplifying termination of the coil windings.
  • the casing of the motor can include one or more apertures dimensioned such that the control devices can be accessed one at a time, depending on the orientation of the rotor/casing and the control devices.
  • a common control device can be provided to coordinate the operation of the plurality of control devices, thereby allowing the independent sub-motors of the electric motor to be centrally controlled. Accordingly, the common control device can be operable to selectively disable one or more of the control devices to allow fractional power operation or to adjust the power of one sub-motor to compensate for a fault in another sub-motor.
  • An electric motor having parallel sub-motors reduces current per coil set compared to an electric motor having serially coupled coil sets.
  • control devices for each sub motor located within the electric motor assembly with associated capacitance also located within the electric motor assembly, reduces the capacitance requirements for the electric motor.
  • FIG. 1 schematically shows an example of three phase motor arrangement
  • FIG. 2 illustrates a three phase motor delta coil wiring arrangement
  • FIG. 3 illustrates a three phase motor wye coil wiring arrangement
  • FIG. 4 illustrates an exploded view of a motor embodying the present invention
  • FIG. 5 is an exploded view of the motor of FIG. 3 from an alternative angle
  • FIG. 6 schematically shows an example arrangement of coil sets for an electric motor according to an embodiment of the present invention
  • FIG. 7 schematically illustrates the coils sub-sets of an electric motor according to an embodiment of the present invention that are configured in a wye configuration
  • FIG. 8 schematically illustrates the coils sub-sets of an electric motor according to an embodiment of the present invention that are configured in a delta configuration
  • FIG. 9 schematically shows an example arrangement of coils in one of the coil sub-sets according to an embodiment of the present invention.
  • FIG. 10 schematically shows the coils of the embodiment in relation to the magnets
  • FIG. 11 schematically shows an example of a control device in accordance with an embodiment of the present invention.
  • FIG. 12 is a circuit diagram of the switching arrangement.
  • the embodiment of the invention described is an electric motor for use in a wheel of a vehicle.
  • the motor is of the type having a set of coils being part of the stator for attachment to a vehicle, radially surrounded by a rotor carrying a set of magnets for attachment to a wheel.
  • the various aspects of the invention are equally applicable to an electric generator having the same arrangement.
  • some of the aspects of the invention are applicable to an arrangement having the rotor centrally mounted within radially surrounding coils.
  • the physical arrangement of the embodying assembly is best understood with respect to FIGS. 4 and 5 .
  • the assembly can be described as a motor with built in electronics and bearing, or could also be described as a hub motor or hub drive as it is built to accommodate a separate wheel.
  • the assembly comprises a stator 252 comprising a rear portion 230 forming a first part of the housing of the assembly, and a heat sink and drive arrangement 231 comprising multiple coils and electronics to drive the coils as well as a heat sink.
  • the coil drive arrangement 231 is fixed to the rear portion 230 to form the stator 252 which may then be fixed to a vehicle and does not rotate during use.
  • the coils themselves are formed on tooth laminations which together with the drive arrangement 231 and rear portion 230 form the stator 252 .
  • capacitor circuit boards for providing capacitance between the electric motor and the voltage supply to reduce voltage line drop.
  • a rotor 240 comprises a front portion 220 and a cylindrical portion 221 forming a cover, which substantially surrounds the stator 252 .
  • the rotor includes a plurality of magnets 242 arranged around the inside of the cylindrical portion 221 .
  • the magnets are thus in close proximity to the coils on the assembly 231 so that magnetic fields generated by the coils in the assembly 231 generate a force on the magnets 242 arranged around the inside of the cylindrical portion 221 of the rotor 240 thereby causing the rotor 240 to rotate.
  • the rotor 240 is attached to the stator 252 by a bearing block 223 .
  • the bearing block 223 can be a standard bearing block as would be used in a vehicle to which this motor assembly is to be fitted.
  • the bearing block comprises two parts, a first part fixed to the stator and a second part fixed to the rotor.
  • the bearing block is fixed to a central portion 233 of the wall 230 of the stator 252 and also to a central portion 225 of the housing wall 220 of the rotor 240 .
  • the rotor 240 is thus rotationally fixed to the vehicle with which it is to be used via the bearing block 223 at the central portion 225 of the rotor 240 .
  • the wheel bolts may be fitted through the central portion 225 of the rotor through into the bearing block itself.
  • a first advantage of this arrangement is that the whole assembly may be simply retrofitted to an existing vehicle by removing the wheel, bearing block and any other components such as the braking arrangement.
  • the existing bearing block can then fitted inside the assembly and the whole arrangement fitted to the vehicle on the stator side and the normal rim and wheel fitted to the rotor so that the rim and wheel surrounds the whole motor assembly. Accordingly, retrofitting to existing vehicles becomes very simple.
  • a second advantage is that there are no forces for supporting the vehicle on the outside of the rotor 240 , particularly on the circumferential wall 221 carrying the magnets on the inside circumference. This is because the forces for carrying the vehicle are transmitted directly from the suspension fixed to one side of the bearing block (via the central portion of the stator wall) to the central portion of the wheel surrounding the rotor fixed to the other side of the bearing block (via the central portion of the rotor wall). This means that the circumferential wall 221 of the rotor is not subject to any forces that could deform the wall thereby causing misalignment of the magnets. No complicated bearing arrangement is needed to maintain alignment of the circumferential rotor wall.
  • the rotor also includes a focussing ring and magnets 227 for position sensing discussed later.
  • FIG. 5 shows an exploded view of the same assembly as FIG. 4 from the opposite side showing the stator 252 comprising the rear stator wall 230 and coil and electronics assembly 231 .
  • the rotor 240 comprises the outer rotor wall 220 and circumferential wall 221 within which magnets 242 are circumferentially arranged.
  • the stator 252 is connected to the rotor 240 via the bearing block 223 at the central portions of the rotor and stator walls.
  • control devices 80 otherwise known as motor drive circuits, carrying control electronics described below.
  • a V shaped seal 350 is provided between the circumferential wall 221 of the rotor and the outer edge of the stator housing 230 .
  • the magnetic ring 227 comprising a commutation focusing ring and a plurality of magnets is provided for the purpose of indicating the position of the rotor with respect to the stator to a series of sensors arranged on the control devices 80 of the stator 252 .
  • FIG. 6 schematically shows an example of an electric motor 40 in accordance with an embodiment of this invention.
  • the motor is generally circular.
  • embodiments of this invention can employ other topologies.
  • a linear arrangement of coils for producing linear movement is envisaged.
  • the motor 40 in this example includes 8 coil sets 60 with each coil set 60 having three coil sub-sets 61 , 62 , 63 that are coupled to a respective control device 64 , where each control device 64 and respective coil sub-sets form a three phase logical or sub electric motor that can be controlled independently of the other sub motors.
  • the control devices 64 drive their respective sub motor with a three phase voltage supply, thereby allowing the respective coil sub-sets to generate a rotating magnetic field.
  • each coil set 60 describes each coil set 60 as having three coil sub-sets 61 , 62 , 63 , the present invention is not limited by this and it would be appreciated that each coil set 60 could have two or more coil sub-sets.
  • the present embodiment describes an electric motor having eight coil sets 60 (i.e. eight sub motors) the motor could have two or more coil sets with associated control devices (i.e. two or more sub motors).
  • the motor 40 can include a rotor (not shown in FIG. 6 ) positioned in the centre of the circle defined by the positioning of the various coils of the motor, thereby to allow rotation of the rotor within the rotating magnetic field produced by the coils.
  • the rotor is arranged around the coils as previously disclosed in FIGS. 4 and 5 .
  • the rotor may typically comprise one or more permanent magnets arranged to rotate such that their poles sweep across the ends of the coils of the motor 40 . Appropriate switching of currents in the coils of the coil sub-sets 61 , 62 , 63 allows synchronized attraction and repulsion of the poles of the permanent magnet of the rotor to produce the rotating action of the motor 40 .
  • FIG. 6 is highly schematic and, in practice, the coil sub-sets will be arranged at the outer periphery of the stator with the rotor magnets surrounding the coils.
  • Each control device includes a three phase bridge inverter which, as is well known to a person skilled in the art, contains six switches.
  • the three phase bridge inverter is coupled to the three subset coils of a coil set 60 to form a three phase electric motor configuration.
  • the motor includes eight three phase sub-motors, where each three phase sub-motor includes a control device 64 coupled to the three sub-set coils of a coil set 60 .
  • Each three phase bridge inverter is arranged to provide PMW voltage control across the respective coil sub-sets 61 , 62 , 63 to provide a required torque for the respective sub-motors.
  • the three phase bridge switches of a control device 64 are arranged to apply a single voltage phase across each of the coil sub-sets 61 , 62 , 63 .
  • the coil length of each of the coil sub-sets is approximately an eighth of the length of a coil set for an equivalent electric motor having three coil sets that have a number of coil sub-sets connected in series, such as that shown in FIG. 1 .
  • FIG. 7 illustrates the electric motor shown in FIG. 6 , where each control device bridge inverter is coupled to their respective coil sub-sets to form a wye configuration.
  • FIG. 8 illustrates the electric motor shown in FIG. 6 , where each control device bridge inverter is coupled to their respective coil sub-sets to form a delta configuration.
  • a typical PWM period according to an embodiment of the invention is approximately 50 (s.
  • Another advantage of the use of smaller switching devices is that they can be located proximal the coils which they control.
  • the control device is sufficiently large that it cannot be included with the other motor components (e.g. stator, rotor, etc.) but instead has been provided separately.
  • the switching devices and the control devices in which those switching devices are incorporated can be located in, for example the same housing/casing as the other motor components.
  • Each coil sub-set can include one or more coils.
  • each coil sub-set includes three coils as is shown schematically in FIG. 8 .
  • these three coils are labelled 74 A, 74 B and 74 C.
  • the three coils 74 A, 74 B and 74 C are alternately wound such that each coil produces a magnetic field which is anti-parallel with its adjacent coil/s for a given direction of current flow but having a common phase.
  • appropriate switching of the currents in the coils can be used to create the desired forces for providing an impulse to the rotor.
  • FIG. 10 shows the arrangement of the magnets 242 on the rotor surrounding the coils 44 , 46 and 48 of the stator.
  • the arrangement is shown as a linear arrangement of magnets and coils, but it will be understood that in the embodiment of the invention described the coils will be arranged around the periphery of the stator with the magnets arranged around the inside of the circumference of the rotor, as already described.
  • the magnets 242 are arranged with alternate magnetic polarity towards the coil subsets 44 , 46 and 48 .
  • Each subset of three coils 74 A, 74 B and 74 C thus presents alternate magnetic fields to the alternate pole faces of the magnets.
  • the left-hand coil of a subset has a repelling force against a North Pole of one of the magnets
  • the adjacent central coil will have a repelling force against a South Pole of the magnets and so on.
  • the ratio of magnets to coils is eight magnets to nine coils.
  • the advantage of this arrangement is that the magnets and coils will never perfectly align. If such perfect alignment occurred, then the motor could rest in a position in which no forces could be applied between the coils and the magnets to give a clear direction as to which sense the motor should turn. By arranging for a different number of coils and magnets around the motor, there would always be a resultant force in a particular direction whatever position the rotor and motor come to rest.
  • the present embodiment describes a ratio of eight magnets to nine coils other ratios could be used, for example nine magnets to six coils.
  • each coil set i.e. each sub motor
  • the associated control devices can be operated to run the motor at a reduced power rating. This can be done, for example, by powering down selected coil sets (i.e. powering down selected sub motors).
  • the motor would still be able to operate, albeit with reduced performance. In this way, the power output of the motor can be adjusted in accordance with the requirements of a given application. In one example, where the motor is used in a vehicle such as a car, powering down of some of the coil sets can be used to adjust the performance of the car. Similarly, if a fault were to occur with one of the sub motors resulting in the sub motor being powered down, the electric motor would continue to operate using the remaining sub motors, thereby allowing the vehicle to continue operation.
  • powering down of one or more of the coil sets has the further benefit that in the event of a failure of one of the coil sets, other coil sets in the motor 40 can be powered down resulting in continued operation of the motor 40 in a manner which retains a balanced magnetic field profile around the periphery of the motor for appropriate multiphase operation.
  • FIG. 11 shows an example of a control device 80 in accordance with an embodiment of this invention.
  • the control device 80 includes a first circuit board 83 and a second circuit board 82 .
  • the second board 82 is arranged to overlay the first circuit board 83 , as illustrated in FIG. 11 .
  • the first circuit board 83 includes a plurality of switches that are arranged to apply an alternating voltage across the respective coil sub-sets.
  • the switches can include semiconductor devices such as MOSFETs or IGBTs. In the present embodiment the switches comprise IGBT switches.
  • the plurality of switches are configured to form an n-phase bridge circuit. Accordingly, as is well known to a person skilled in the art, the number of switches will depend upon the number of voltage phases to be applied to the respective sub motors.
  • the first circuit board 83 of the respective control devices include six switches. Although the current design shows each sub motor having a three phase construction, the sub motors can be constructed to have two or more phases.
  • the wires (e.g. copper wires) of the coil sub-sets can be connected directly to the switching devices as appropriate.
  • the first circuit board 83 is preferably manufactured from a material having a relatively high thermal conductance, for example metal, that aids the removal of heat away from the switches.
  • material having a high thermal conductance typically also have a high electrical conductance it is preferable for materials having a relatively high electrical conductance to have an insulating layer applied to portions of the first circuit board 83 to minimize the risk of short circuits occurring.
  • the second circuit board 82 includes a number of electrical components for controlling the operation of the switches mounted on the first circuit board 83 .
  • Examples of electrical components mounted on the second circuit board 82 include control logic for controlling the operation of the switches for providing PWM voltage control and interface components, such as a CAN interface chip, for allowing the control device 80 to communicate with devices external to the control device 80 , such as other control devices 80 or a master controller.
  • control logic for controlling the operation of the switches for providing PWM voltage control and interface components, such as a CAN interface chip, for allowing the control device 80 to communicate with devices external to the control device 80 , such as other control devices 80 or a master controller.
  • the second control board 82 will communicate over the interface to receive torque demand requests and to transmit status information.
  • the second circuit board 82 is arranged to be mounted on top of the first circuit board 83 , where the first circuit board 83 and the second circuit board include means for being mounted within the motor 40 , for example, adjacent to the coil sub-set which they control, directly to a cooling plate. In the illustrated example, these means include apertures 84 through which screws or suchlike can pass.
  • the first circuit board 83 and the second circuit board 82 are substantially wedge-shaped. This shape allows multiple control devices 80 to be located adjacent each other within the motor, forming a fan-like arrangement. By separating the control logic from the switches this has the advantage of thermally isolating the control logic from the switches while also minimizing the impact of any electrical noise generated by the switches.
  • a sensor that can be used for determining the position of the rotor 240 , for example a hall sensor that is arranged to generate an electrical signal dependent upon the relative position of the focusing ring and magnets 227 that is mounted on the rotor 240 .
  • a sensor that can be used for determining the position of the rotor 240
  • To determine the direction that the rotor is turning in the circuit boards preferably have two sensors that are offset by a predetermined angle so that the changes in signal from each of the sensors can be analyzed to determine both the relative position of the rotor 240 and the direction of rotation of the rotor.
  • each control device, and hence each sub motor, to operate independently of each other each circuit board has their own set of position sensors. However, a single set of position sensors could be used.
  • FIG. 12 illustrates six switches of the first circuit board arranged in an 3 phase bridge configuration that are coupled to the coil sub-sets of a coil set that are placed in a wye configuration.
  • the six semiconductor switches are connected to a voltage supply, for example 300 volts, and to ground. Pairs of the respective coil sub-sets are connected between two legs of the bridge circuit. Simplistically, to operate the motor and supply a voltage in one direction, the switches are operated in pairs, one in the top half of the bridge and one from a different leg in the bottom half of the bridge. Each switch carries the output current for one third of the time.
  • the timing and polarity of the current flow in the coil is changed to cause the resulting forces in the opposite direction.
  • the technique of pulse width modulating is used to pulse width modulate the signal applied to the gate of the semiconductor switches to control the voltage applied to the coils, where the PWM voltage is determined based upon a received torque demand request. The PWM voltage in turn determines the coil current and hence the produced torque.
  • a common control device can be located within the in-wheel electric motor for monitoring and adjusting the operation of the respective sub motors to balance the operation of the respective sub motors.
  • the balancing and synchronization of the respective sub motors can be performed by one or more of the sub motor control devices 80 , where the in-wheel electric motor control devices 80 communicate between each other via the communication bus.
  • each motor incorporates all the intelligence needed to manage its actions.
  • Each motor understands its position on the vehicle and controls its actions accordingly.
  • each motor is further provided with information regarding the other motors such as the speed, torque and status and are based on each motor's knowledge of its position on the vehicle and the state and status of the other motors it can determine the optimum level of torque that it should apply for a given demanded torque. Even without this other information, though, the motor can continue to respond to a demanded torque.
  • control signals such as power up/power down control signals can also be sent/received to/from a master controller that is arranged to control the overall operation of the vehicle to which the respective in-wheel electric motors are mounted.
  • the control signals are communicated to the respective control devices 80 for an in-wheel electric motor either directly or indirectly via a common control device.
  • the control signals will typically be communicated via the communication bus, for example a CAN bus.
  • the signals can be communicated by any suitable means.
  • the control signals can also include signals for adjusting/defining the voltage pulses applied by the control device 80 to the coils of its associated coil sub-set for powering the motor and thereby adjust the torque demand for the in-wheel electric motor.
  • the control device 80 can also optionally include means for monitoring a temperature within the motor, for example within the coils sub-set associated with that control device 80 .
  • the control device can be configured automatically to respond to the temperature measurement to, for example, reduce power to the coils sub-set to avoid overheating.
  • the temperature measurement can be passed onto a common control device or master controller from each control device 80 , whereby the common control device or master controller can monitor the overall temperature within the motor and adjust the operation of the control devices 80 accordingly.
  • each electrical signal generated to drive the different coil sub-sets, within a given coil set have a different phase angle.
  • Each electrical signal generated by different circuit boards has substantially the same phase angle as corresponding electrical signals generated by other circuit boards. For example, for a three phase motor, where each sub motor includes a coil set having three coil sub-sets, each sub motor will generate an electrical signal having a first phase angle that is substantially the same for each sub motor. Similarly, each sub motor in a three phase motor will also generate electrical signals having a second and third phase angle, where the second and third phase angles are substantially the same between the sub motors.
  • phase angle and voltage envelope for each of the different electrical signals are generated by the respective circuit boards using PWM voltage control, where the voltage envelope and phase angle of the electrical signals is determined by the modulating voltage pulses.
  • the PWM voltage signals generated by each sub motor for electrical signals having a voltage envelope with substantially the same phase angle are offset with respect to each other. That is to say, even though the voltage envelope for different signals generated by different sub motors is substantially the same, the PWM signal used to generate these voltage signals are offset with respect to each other.
  • PWM counters for each of the different sub motors are synchronized and an offset synchronous signal is generated for the counters on the different circuit boards, where the offset synchronous signal is different for each circuit board (i.e. for each sub motor).
  • This has the effect of phase shifting the PWM voltage for each corresponding electric phase signal provided by each circuit board. Accordingly, even though the voltage envelope for different voltage signals generated by the circuit boards will have substantially the same phase angle, the PWM signals used to generate these voltage signals do not have substantially the same phase angle, thereby helping to minimize DC link capacitance and electromagnetic noise.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Windings For Motors And Generators (AREA)
  • Control Of Multiple Motors (AREA)
  • Control Of Ac Motors In General (AREA)
  • Brushless Motors (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Synchronous Machinery (AREA)
  • Control Of Eletrric Generators (AREA)
US14/262,783 2009-09-03 2014-04-27 Electric motor and electric generator Abandoned US20140340013A1 (en)

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GB0915356A GB2462940B8 (en) 2009-09-03 2009-09-03 Electric motor and electric generator.
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US12/837,470 US8749192B2 (en) 2009-09-03 2010-07-15 Electric motor and electric generator
US14/262,783 US20140340013A1 (en) 2009-09-03 2014-04-27 Electric motor and electric generator

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EP (1) EP2474084A1 (zh)
JP (4) JP2013504293A (zh)
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CN102132473A (zh) 2011-07-20
GB2462940B (en) 2010-07-28

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