WO2008122168A1 - Système de servocommande pour ensemble moteur - Google Patents

Système de servocommande pour ensemble moteur Download PDF

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Publication number
WO2008122168A1
WO2008122168A1 PCT/CN2007/002657 CN2007002657W WO2008122168A1 WO 2008122168 A1 WO2008122168 A1 WO 2008122168A1 CN 2007002657 W CN2007002657 W CN 2007002657W WO 2008122168 A1 WO2008122168 A1 WO 2008122168A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor
servo
servo control
control system
nested
Prior art date
Application number
PCT/CN2007/002657
Other languages
English (en)
Chinese (zh)
Inventor
Hong Lv
Original Assignee
Guilin Geely Stars Oil-Electric Hybrid Engine Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN 200710048869 external-priority patent/CN101286679B/zh
Priority claimed from CNU2007200791446U external-priority patent/CN201041971Y/zh
Application filed by Guilin Geely Stars Oil-Electric Hybrid Engine Co., Ltd. filed Critical Guilin Geely Stars Oil-Electric Hybrid Engine Co., Ltd.
Publication of WO2008122168A1 publication Critical patent/WO2008122168A1/fr

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Classifications

    • 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
    • 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
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K16/00—Machines with more than one rotor or stator
    • H02K16/02—Machines with one stator and two or more rotors
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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 a servo control system for an electric machine, and more particularly to a servo control system for a nested motor assembly of a hybrid electric vehicle. Background technique
  • the current research shows that hybrid electric vehicles are more realistic and feasible energy-saving vehicles, so the focus of research is transferred to hybrid electric vehicles.
  • the car is equipped with a fuel engine and a battery, as well as a generator and an electric motor.
  • the design principle is to adjust the operating point of the engine through the engine, generator/motor, and battery to match the engine speed and torque in the economic operation zone, so that the fuel engine can be operated intermittently or continuously efficiently to achieve greater consumption of the same amount of fuel.
  • Kinetic energy The usual method is to output a part of the mechanical kinetic energy generated by the fuel engine to the drive shaft to obtain a certain torque and speed according to the driving condition of the vehicle, and the remaining kinetic energy is used to drive the generator to generate electricity and store it in the battery.
  • the battery drives the motor to drive the vehicle. It also allows the fuel engine to operate intermittently in a high-efficiency state. The kinetic energy is transferred from the generator to the electric energy directly to the motor or stored in the battery, and the motor drives the car to run. In this way, the operating efficiency of the fuel engine is improved.
  • the power structure schemes of the existing hybrid electric vehicles are series, parallel and series-parallel hybrid. Although different levels of energy conservation have been achieved, the existing power structures have certain limitations, which directly affect the manufacturing cost and energy saving effect of the entire vehicle. Current oil and electricity mix The power structure of the hybrid vehicle is difficult to meet the requirements for further improvement in performance and practicality.
  • U.S. Patent No. 5,973,460 issued to Tosota, Inc., issued on March 7, 1997, and issued on Jan. 26, 1999, describes a dual-motor structure consisting of a clutch motor and an auxiliary motor.
  • the first drive circuit and the second drive circuit used in this patent document are actually two frequency converters. Driven by the respective inverters, there is sufficient output at startup without damaging the battery and reducing the size of the motor.
  • the two frequency converters can adjust the operating point of the engine by adjusting the torque of the respective motor for economic operation.
  • the patented inverter technology used in the adjustment of torque is not sufficient for precise and rapid adjustment.
  • a rotatable transformer structure is employed to transfer electrical energy from the primary coil to the secondary coil by electromagnetic induction in an attempt to provide reliable current control to the rotating armature winding, but the transformer The mode of transmitting energy determines that the structure cannot perform effective winding current control with relatively low relative rotational speed between the two rotors of the clutch motor, and thus it is impossible to perform precise torque control of the clutch motor.
  • the transformer when the relative rotational speeds of the inner and outer rotors are low, the transformer will operate at a very low frequency, and the efficiency of the energy transfer and the energy per unit volume of the electromagnetic induction transformer in the case of low frequency power supply
  • the size is very low, especially when the relative rotational speed of the inner rotor and the outer rotor is zero, the primary and secondary sides of the transformer will be direct current (that is, the current alternating frequency is zero), and the primary side is installed.
  • the first driving circuit can not effectively control the current of the secondary side of the transformer (ie, the current of the motor winding), of course, it can not implement effective torque control on the motor, and of course, the engine can always work at the optimum efficiency. point.
  • the European patent application EP0820894A2 which was filed on July 22, 1997 and published on October 26, 1999, also describes a similar structure, using two inverters (i nver t er ) to control the motor
  • the two inverters are actually two frequency converters.
  • the main and auxiliary two motors are connected to the respective inverters, and under the control of the control unit, the high-efficiency stepless speed regulation and torque adjustment between the input shaft and the output shaft are realized; the gear ratio control through the stepless transmission makes the motor
  • the system operates in any torque and speed range.
  • the patent application still uses the inverter drive scheme, the accuracy and response speed of the torque control are greatly reduced.
  • the battery is directly connected to the DC bus, so that the charge and discharge of the battery are not independently controllable.
  • the patent application of the China Automotive Technology and Research Center published on July 7, 2005 and published on February 22, 2006, CN1738163A, discloses a nested dual-rotor hybrid composite permanent magnet motor assembly structure.
  • the inner and outer two radial magnetic circuit structures are composed of three parts: inner rotor, outer rotor and stator. Since the inner rotor is an inner motor winding, the volume is relatively small, the heat is relatively concentrated, and the cooling structure needs to pass through the rotating liquid passage, and the seal is not easy to handle, so the utility is insufficient. Moreover, it does not specifically disclose the structure and method for achieving precise control of the motor components, and how to adjust the engine operating point to the highest efficiency point.
  • the present invention provides a servo control system for a nested motor assembly, which
  • the servo control system of the nested motor assembly can realize the independent adjustment of the working point of the engine, so that the working point can be stably operated on the optimal efficiency curve without the influence of the external load.
  • the power of the hybrid control vehicle using the servo control system of the nested motor assembly is more flexible.
  • the solution to the above technical problem is to provide a servo control system for a nested motor assembly, which comprises a stator, an inner rotor and an outer rotor which are sequentially embedded from the inside and the outside, wherein the inner rotor is embedded
  • the stator provides an inner layer magnetic pole of a magnetic field and an outer magnetic pole that provides a magnetic field to the outer rotor, the inner rotor and the stator constitute a second motor, the inner rotor and the outer rotor constitute a first motor, and the inner rotor shaft is the first and second motor components
  • An output shaft, the shaft of the outer rotor is a power input shaft of the first and second motor assemblies;
  • the servo control system of the nested motor assembly further includes a first servo driver associated with the first motor and a second servo driver associated with the second motor, the first servo driver servo-controlling a coupling torque between the outer rotor and the inner rotor according to an operation condition; the second
  • the present invention employs torque servo control, which can be performed regardless of whether the first and second rotors of the first motor rotate or not, and the relative speed of rotation.
  • the load torque applied by the engine is precisely controlled, making it easy to control the engine on its optimum fuel efficiency curve for the most economical operation.
  • the first servo drive can precisely control the first motor due to its own "servo" control characteristic, and then perform precise torque servo control on the first motor.
  • the method adopted is carried out by the 3-2 and 2-3 vector analysis methods of the conventional frequency converter, and the control of the clutch motor is even inserted into the energy transmission link of the resolver, so that The control mode has not seen any theoretical analysis and actual product that can accurately control the torque of the motor like the servo control technology of the present invention.
  • the technical problem further solved by the present invention is to overcome the defects in the prior art that the cooling structure is not easy to seal and is not practical enough.
  • the further solved technical problem is achieved by the following further technical solution, that is, the stator is located at the center and includes The armature winding is relatively concentrated in heat generation.
  • the coolant is provided in the iron core, it is used to pass the coolant to remove heat.
  • the heat dissipation method is compact and suitable for the hybrid electric vehicle, which is practical and heat-dissipating. The effect is good.
  • the passage of the coolant does not have to be rotated, so it is easy to seal.
  • the outer rotor includes an armature winding
  • a spray port of the coolant may be disposed on the outer casing corresponding to the armature winding portion of the outer rotor to spray the insulating coolant to the outer rotor, and the coolant is in the first motor
  • the bottom is collected and flows out from the bottom mounted outlet to remove heat, thereby further improving the heat dissipation capability.
  • the servo control system of the nested motor assembly further includes a control unit (not shown) for giving torque settings of the first and second motors, and the outer rotor is mounted with a measurement on the shaft.
  • a first speed/position sensor of the outer rotor position/speed, a second speed/position sensor for measuring the inner rotor position/speed is mounted on the shaft of the inner rotor, the first servo driver is responsive to the torque setting of the first motor and The feedback signals of the first and second speed/position sensors are servo-controlled by the coupling torque between the outer rotor and the inner rotor to achieve independent adjustment of the engine operating point independently of the operating state of the vehicle; the second servo driver is responsive to the second The torque setting of the motor and the feedback signal of the second speed/position sensor servo-control the coupling torque between the stator and the inner rotor to drive the second motor to the entire vehicle.
  • a collector ring is also mounted on the shaft of the outer rotor,
  • the first servo driver and the armature winding on the outer rotor are connected to obtain a control current of the first servo driver; the winding of the stator is directly connected to the second servo driver to obtain a control current of the second servo driver.
  • the inner and outer magnetic poles are permanent magnet poles
  • the first and second motors are permanent magnet synchronous servo motors or permanent magnet brushless DC motors.
  • the first and second servo drives are connected by a common bus.
  • the shaft of the outer rotor of the first motor is directly coupled to the engine shaft.
  • An output gear coupled to the external load is mounted on the output shaft, and the output gear is coupled to an external load.
  • the torque servo control of the first motor and the second motor are independent of each other, and can independently operate in power transmission, power generation, power generation, or brake feedback.
  • the servo control system of the nested motor assembly of the present invention has further advantages: 1. After the nested motor assembly is equipped with the servo drive device, the servo drive device applies different torques to the inner and outer motors of the nested motor assembly according to the operation requirements.
  • the nested motor assembly can be operated according to a new power transmission method of power transmission, power generation, electricity work, and brake feedback power; 2.
  • the nested motor assembly can load the engine with appropriate torque to make the engine Working on the optimal efficiency curve, it consumes the same amount of fuel to obtain more kinetic energy.
  • the nested motor assembly is compact, and the stator winding with relatively concentrated heat is convenient for water cooling or oil cooling. 4.
  • the structure is simple and easy to process. , low cost, suitable for promotion and application.
  • the present invention also provides a hybrid vehicle including the servo control system of the nested motor assembly described above, and the above-described servo control system of the nested motor assembly for a hybrid vehicle for power transmission, power generation and energy storage The use of one of electric power or brake feedback.
  • Figure 1 is a schematic structural view of an embodiment of a servo control system of the nested motor assembly.
  • stator 4 is an armature winding, is in the innermost layer, is fixed to the casing; the inner rotor 5 is outside the stator 4, and the inner and outer permanent magnet poles are embedded thereon
  • the inner rotor 5 is magnetically poled to provide a magnetic field, and the inner rotor 5 and the stator 4 constitute a second motor.
  • the outer rotor 6 is an armature located outside the inner rotor 5, and the outer rotor 5 has an outer magnetic pole to provide a magnetic field, and the inner rotor 5 and the outer rotor 6 constitute a first motor.
  • the inner rotor 5 axis is the motor component output shaft 10
  • the outer rotor 6 axis is the motor component power input shaft 1.
  • the outer rotor 6 is directly connected to the shaft of the engine, that is, the shaft of the engine is the input shaft 1 of the motor assembly.
  • the engine is usually a fuel engine or a gas engine.
  • a first speed/position sensor 2 for measuring the position and speed of the outer rotor is mounted on the shaft of the outer rotor 6, for servo control of the first motor and servo load torque matching of the engine.
  • a collector ring 3 is also mounted on the shaft of the outer rotor 6 for connecting the armature windings on the first servo driver and the outer rotor 6.
  • the shaft of the inner rotor 5 is the output shaft 10 of the nested motor assembly, on which the output gear 12 is mounted, and the output gear 12 is connected to the external load.
  • a second speed/position sensor 9 is mounted on the shaft of the inner rotor 5 for servo control of the first and second motors.
  • the windings on the stator 4 are directly connected to the second servo driver 8.
  • the core of the stator 4 is provided with a coolant pipe 11 for introducing heat into the coolant.
  • the nested motor assembly can also add a coolant spray port to the outer rotor 6 winding portion of the outer casing to spray the insulated coolant to the outer rotor 6.
  • the coolant collects at the bottom of the motor and flows out from the bottom mounted outlet to remove heat.
  • the first and second servo drives 7, 8 are connected by a common bus.
  • the first and second motors are respectively subjected to torque servo control, so that the first and second motors can be respectively operated in the state of the generator or the motor, and when the first and second motors are operated in the generator state,
  • the corresponding servo driver outputs electric energy to the common bus; when the output gear 12 is mounted on the output shaft 10, the output gear 12 is connected to an external load.
  • the first and second motors of the nested motor assembly can be operated in four quadrants, and the first and second motors are respectively equipped with servo drive devices 7 and 8 respectively, and the windings of the first and second motors are respectively loaded differently according to the operation requirements.
  • the current vector controls the first and second motors to operate in the generator or motor state, respectively.
  • the outer rotor 6 of the first motor is directly connected thereto
  • the mechanical power of the external engine is driven to rotate, and the first servo driver 7 applies a current vector to the winding of the outer rotor 6, and performs torque servo control on the first motor to generate an electromagnetic force between the inner rotor 5 and the outer rotor 6 of the first motor.
  • the first inner rotor 5 is simultaneously subjected to a reaction force of the engine shaft, and the reaction force is transmitted to the external load through the output gear 12 to directly perform external work.
  • the output power is transmitted power, that is, the power of the engine is directly transmitted to the load side.
  • the first motor In the direction of rotation of the engine, if the rotational speed of the inner rotor 5 is lower than the rotational speed of the outer rotor 6, the first motor is in the generator state; if the rotational speed of the inner rotor 5 is higher than the rotational speed of the outer rotor 6, the first motor is at The motor state is operated, and the electric energy drawn by the first servo driver 7 is converted into the kinetic energy of the inner rotor 5, which is sent to the output shaft 10 together with the energy transmitted from the engine.
  • the second servo driver 8 servo-controls the second motor to the winding load current vector of the stator 4 of the second motor, when the inner rotor 5 is controlled by the second servo driver 8 in the same torque direction as the inner rotor 5
  • the second motor draws electric energy from the second servo driver 8 to operate in the motor state, and the kinetic energy of the inner rotor 5 rotates also works on the external load through the output gear 12; otherwise, the winding of the stator 4 makes the inner rotor under the control of the second servo driver 8. 5
  • the obtained torque direction is opposite to its rotation direction, then the second motor is in generator state, and the mechanical energy on the output shaft 10 is converted into electric energy.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Le système de servo-commande d'un ensemble moteur emboîté comprend un stator (4), un rotor intérieur (5) et rotor extérieur (6) emboîtés les uns dans les autres de l'intérieur vers l'extérieur. Un pôle magnétique de couche intérieure alimentant un champ magnétique du stator et un pôle magnétique alimentant le champ magnétique du rotor extérieur sont disposés en emboîtement sur le rotor intérieur. Un premier moteur est constitué du rotor intérieur et du rotor extérieur, et un second moteur est constitué du rotor intérieur et du stator. Les arbres des rotors intérieur et extérieur font respectivement office d'arbre de sortie (10) et d'arbre d'entrée (11) de l'ensemble moteur emboîté. Le système de servo-commande de l'ensemble moteur emboîté comprend également un premier entraînement asservi (7) et un second entraînement asservi (8) associés au premier et au second moteurs, respectivement. Le premier et le second entraînements asservis assurent chacun la servo-commande du couple de liaison entre le rotor intérieur et le rotor extérieur, et entre le stator et le rotor intérieur, en fonction des conditions de marche, de sorte que le système de servo-commande de l'ensemble moteur emboîté assure une régulation indépendante jusqu'à un point de marche du moteur thermique.
PCT/CN2007/002657 2007-04-10 2007-09-05 Système de servocommande pour ensemble moteur WO2008122168A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN200710048869.3 2007-04-10
CN200720079144.6 2007-04-10
CN 200710048869 CN101286679B (zh) 2007-04-10 2007-04-10 嵌套式永磁同步电机
CNU2007200791446U CN201041971Y (zh) 2007-04-10 2007-04-10 嵌套式永磁同步电机

Publications (1)

Publication Number Publication Date
WO2008122168A1 true WO2008122168A1 (fr) 2008-10-16

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2007/002657 WO2008122168A1 (fr) 2007-04-10 2007-09-05 Système de servocommande pour ensemble moteur

Country Status (1)

Country Link
WO (1) WO2008122168A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107032055A (zh) * 2017-05-23 2017-08-11 唐山溢洋电气科技有限公司 内装式低速大扭矩大功率防爆电动滚筒

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5744895A (en) * 1995-01-31 1998-04-28 Nippondenso Co., Ltd. System for driving electric vehicles
JPH11187614A (ja) * 1997-12-19 1999-07-09 Denso Corp 車両用駆動装置
US5973460A (en) * 1996-03-26 1999-10-26 Toyota Jidosha Kabushiki Kaisha Power output apparatus and method of controlling the same
CN1738163A (zh) * 2005-07-07 2006-02-22 中国汽车技术研究中心 双转子混合动力复合永磁电机

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5744895A (en) * 1995-01-31 1998-04-28 Nippondenso Co., Ltd. System for driving electric vehicles
US5973460A (en) * 1996-03-26 1999-10-26 Toyota Jidosha Kabushiki Kaisha Power output apparatus and method of controlling the same
JPH11187614A (ja) * 1997-12-19 1999-07-09 Denso Corp 車両用駆動装置
CN1738163A (zh) * 2005-07-07 2006-02-22 中国汽车技术研究中心 双转子混合动力复合永磁电机

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107032055A (zh) * 2017-05-23 2017-08-11 唐山溢洋电气科技有限公司 内装式低速大扭矩大功率防爆电动滚筒

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