WO2012034259A1 - 一种起动发电一体电机的转子装置和转子工作系统 - Google Patents

一种起动发电一体电机的转子装置和转子工作系统 Download PDF

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Publication number
WO2012034259A1
WO2012034259A1 PCT/CN2010/001840 CN2010001840W WO2012034259A1 WO 2012034259 A1 WO2012034259 A1 WO 2012034259A1 CN 2010001840 W CN2010001840 W CN 2010001840W WO 2012034259 A1 WO2012034259 A1 WO 2012034259A1
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Prior art keywords
face
rotor
rotor device
faces
clutch
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PCT/CN2010/001840
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English (en)
French (fr)
Inventor
余平
张振军
蔡蔚
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精进电动科技（北京）有限公司
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Priority to US13/822,488 priority Critical patent/US9653959B2/en
Priority to JP2013527432A priority patent/JP5719025B2/ja
Priority to EP10857115.9A priority patent/EP2618460B1/en
Publication of WO2012034259A1 publication Critical patent/WO2012034259A1/zh

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K23/00—DC commutator motors or generators having mechanical commutator; Universal AC/DC commutator motors
    • H02K23/52—Motors acting also as generators, e.g. starting motors used as generators for ignition or lighting
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/06—Cast metal casings
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/006—Structural association of a motor or generator with the drive train of a motor vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/003—Couplings; Details of shafts

Definitions

  • the present invention relates to the field of automobile manufacturing technology, and in particular to a rotor device for starting a power generation integrated motor and a rotor working system.
  • Automotive starter power generation (ISG, Integrated Starter and Generator
  • the motor is directly integrated on the crankshaft of the engine. It replaces the traditional starter motor directly with a motor with a large transient power. It replaces the engine to drive the car in the short-term phase, and at the same time plays the role of starting the engine and reduces the engine. Idle loss and pollution.
  • the engine drives the vehicle.
  • the motor is disconnected or functions as a generator.
  • the motor can also generate regenerative power and recover the energy saving effect of braking energy. In short, this is a low-cost energy-saving and environmentally friendly solution between hybrid and traditional cars.
  • the ISG is integrated directly into the engine crankshaft. Based on strategic considerations for environmental protection and energy sustainability, the industry is competing to develop and adopt ISG technology. ISG combines motors, modern power electronics, digital signal processing, modern control and other technologies to integrate the start and power generation functions of traditional vehicles. It has the advantages of fast stop control, good energy recycling and strong power assistance, especially in reducing exhaust pollution and saving fuel. It is an internationally recognized inevitable development direction of traditional automobile, hybrid vehicle and future electric vehicle engine components.
  • the system can realize the starting and stopping of the engine by the generator. It can also realize: absorb some energy under deceleration and braking conditions; the output power of the engine during driving Adjustments between the drive demand of the vehicle and the charging demand of the generator allow the engine to operate more efficiently in the high efficiency zone, increasing overall efficiency.
  • the structure of the rotor device of the ISG motor mainly has the following two types:
  • FIG. 1 is a first structural schematic view of a rotor device of an ISG motor in the prior art.
  • the rotor assembly is mainly composed of a rotating shaft 101, a bearing 102, a rotor holder 103, a bearing 104, and a clutch driving plate 105.
  • the rotating shaft 101 and the rotor holder 103 are shown.
  • the clutch drive disc 105 is mechanically fixed and the entire rotor assembly is supported by bearings on the housing of the ISG motor.
  • FIG. 2 is a second schematic structural view of a rotor device of an ISG motor in the prior art.
  • the rotor assembly is primarily mechanically secured by a rotor mount 201, a bearing 202, a bearing 203 and a clutch drive disc 204.
  • the entire rotor assembly is supported by bearings at the ISG.
  • the rotor assembly of the motor is made up of several parts that are mechanically fixed together, for example bolted, and are supported by at least one bearing, so the cumulative deviation of the system during machining and component assembly increases. Therefore, the stability and consistency of the entire system is not good.
  • the invention provides an ISG
  • the rotor device of the motor replaces the conventional combined rotor device consisting of a rotor support of the motor, an engine flywheel and a clutch drive plate to improve the stability and consistency of the ISG system.
  • the invention also provides a rotor working system of an ISG motor, which improves the ISG
  • the stability and consistency of the system reduces the weight of the motor and reduces the cost of the motor and increases the production efficiency.
  • the invention discloses a rotor device of an ISG motor, which has an inseparable structure integrally processed after being integrally cast;
  • the rotor device is in the shape of a straw hat, wherein the outer side of the top of the cap is a face (11), the outer side of the brim is a face (13), and the inner side of the brim is a face ( 12), the faces of the joint faces (11) and faces (13) are faces (14);
  • the surface (11) of the rotor device has a plurality of through holes (1) for fixing together with the crankshaft;
  • the face (12) of the rotor device has a plurality of threaded holes (2) for connecting with the clutch, and the threaded holes (2) penetrate the face ( 12) Corresponding face (13).
  • each of the bosses (3) has a threaded hole (2).
  • a plurality of triangular shaped ribs (4) are present between the faces of the face (13) and the face (14).
  • the face (11), the face (12) and the face (13) are planes parallel to each other, and the face (14) is a face (11) ) A surface perpendicular to the face (12).
  • the invention also discloses a rotor working system, comprising: an engine, a crankshaft connected to the engine, a rotor device connected to the crankshaft and rotating together, a rotor core fixed on the rotor device, a clutch connected to the rotor device, a gearbox connected to the clutch,
  • the rotor device has an inseparable structure integrally processed after being integrally cast;
  • the rotor device is in the shape of a straw hat, wherein the outer side of the top of the cap is a face (11), the outer side of the brim is a face (13), and the inner side of the brim is a face ( 12), the faces of the joint faces (11) and faces (13) are faces (14);
  • the surface (11) of the rotor device has a plurality of through holes (1) for fixing together with the crankshaft;
  • the face (12) of the rotor device has a plurality of threaded holes (2) for connecting with the clutch, and the threaded holes (2) penetrate the face ( 12) Corresponding face (13).
  • each of the bosses (3) has a threaded hole ( 2 );
  • the rotor device of the above system there are a plurality of triangular shaped ribs between the faces of the face (13) and the face (14) (4) ).
  • the face (11), the face (12) and the face (13) are mutually parallel planes, faces (14) ) is a curved surface perpendicular to the face (11) and the face (12).
  • the rotor device of the present invention has an inseparable structure integrally formed after being integrally cast, and the surface of the rotor device (11) There are a plurality of through holes (1) for fixing to the crankshaft, and a surface (12) of the rotor device has a plurality of threaded holes (2) for connecting with the clutch, and the threaded holes (2) penetrate With the face (12).
  • the technical solution of the corresponding face (13) improves the stability and consistency of the ISG system.
  • FIG. 1 is a first structural schematic view of a rotor device of an ISG motor in the prior art
  • FIG. 2 is a second schematic structural view of a rotor device of an ISG motor in the prior art
  • Figure 3 is a first perspective view of the ISG motor rotor device in the embodiment of the present invention.
  • FIG. 4 is a second perspective view of the ISG motor rotor device in the embodiment of the present invention.
  • Figure 5 is a right side view of the ISG motor rotor assembly in the embodiment of the present invention.
  • Figure 6 is a left side elevational view of the ISG motor rotor assembly in the embodiment of the present invention.
  • Figure 7 is a cross-sectional view along the line AA of the ISG motor rotor device in the embodiment of the present invention.
  • Figure 8 is a schematic illustration of a rotor operating system in accordance with an embodiment of the present invention.
  • the conventional rotor device composed of a plurality of components such as a rotating shaft, a rotor bracket, a clutch driving disk and an engine flywheel is disposed, and an integrated design of the rotor device is provided, which not only saves the ISG.
  • the space of the motor reduces the weight of the motor and increases the stability and consistency of the entire ISG system.
  • Figure 3 is a first perspective view of the ISG motor rotor assembly in the embodiment of the present invention.
  • 4 is an ISG in an embodiment of the present invention A second perspective view of the rotor arrangement of the motor.
  • Figure 5 is a right side view of the ISG motor rotor assembly in the embodiment of the present invention.
  • Figure 6 is a left side elevational view of the ISG motor rotor assembly in the embodiment of the present invention.
  • Figure 7 It is a cross-sectional view taken along line AA of the ISG motor rotor device in the embodiment of the present invention.
  • the rotor device of the present invention has an inseparable structure integrally formed after being integrally cast, and the rotor device has a straw hat shape.
  • the outer side of the cap is marked as a face 11
  • the outer side of the brim is designated as face 13
  • the inner side of the brim is designated as face 12
  • the face of face 11 and face 13 is designated face 14.
  • the rotor assembly also includes a top inner side and a face 14 Corresponding inner sides (ie, the faces connecting the inner side of the top and the inner side 12 of the brim) are not marked here.
  • Face 11 is a round face
  • face 12 and face 13 are circular planes
  • face 11 and face 12 The dough 13 is a plane parallel to each other
  • the face 14 is an annular curved surface of the edge of the joint face 11 and the inner ring edge of the face 12 and perpendicular to the face 11 and the face 12.
  • the face 11 of the rotor assembly has a plurality of through holes 1 for securing to the crankshaft, in this embodiment six through holes. 1;
  • the face 12 of the rotor device has a plurality of threaded holes 2 for connection with the clutch, in this embodiment 12 threaded holes, the threaded holes 2 penetrate the face corresponding to the face 12 13 .
  • a plurality of bosses 3 are provided on the face 13, and each of the bosses 3 has a threaded hole 2 .
  • This boss design allows the threaded hole 2 to have a longer depth, making it more robust when screwed.
  • FIG. 3 there are a plurality of triangular shaped ribs between the faces 13 and 14 of the rotor assembly of the present invention 4
  • the function of the rib 4 is to reinforce the grip between the face 13 and the face 14 of the rotor device, and also to enhance the panel to which the rotor device is coupled to the clutch (ie, the face involved) Impact resistance of panels 12 and 13).
  • the special configuration of the above-mentioned bosses and ribs reinforces the panel in which the rotor device is coupled to the clutch, so that the panel of the rotor device connected to the clutch can be designed to be thinner, i.e., face 12 and face 13 The distance between them can be shorter, which effectively reduces the weight of the rotor device.
  • the same face 11 The boss design on the top can also achieve the purpose of weight reduction.
  • the entire rotor device of the integrated design provided by the present invention only needs to be processed once, and the use of the bearing is avoided as compared with the prior art, the processing and assembly processes are greatly reduced, and the production efficiency is improved.
  • the engine flywheel can also be omitted, that is, the moment of inertia is provided by the rotor device.
  • Conventional combined rotor assemblies require a separate engine flywheel to provide moment of inertia.
  • FIG 8 is a schematic illustration of a rotor operating system in accordance with an embodiment of the present invention.
  • the rotor working system of the car includes: the engine 81 a crankshaft 82 coupled to the engine, a rotor assembly 83 coupled to the crankshaft and rotating therewith, a rotor core 84 secured to the rotor assembly 83, and a clutch 85 coupled to the rotor assembly 83 a gearbox 86 connected to the clutch.
  • the rotor device 83 in this system is the rotor device shown in Figures 3-7 above.
  • the crankshaft 82 acts to support the rotor assembly 83, avoiding the use of bearings for support.
  • the rotor core 84 is fixed to the rotor unit 83 while the rotor unit 83 Connected to the clutch 85. Combine or separate according to different states.
  • the rotor device provided by the present invention has the following advantages:
  • the integrated design combines multiple functions, saving space and improving stability and consistency.
  • the entire rotor unit is designed to replace the traditional shaft, rotor bracket, clutch disc and engine flywheel, which not only reduces the number of components, but also avoids the connection and configuration between multiple components, making the system stable. And consistency has been greatly improved.
  • the special structural design reduces the weight.
  • a rib plate and a partial boss are used on the side of the rotor device connected to the clutch, which reduces the thickness of the rotor plate of the rotor device connected to the clutch, thereby reducing the weight of the rotor device.
  • the boss design on the lands of the rotor assembly that is coupled to the crankshaft also reduces the thickness of the lands and reduces the weight of the rotor assembly.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Description

一种起动发电一体电机的转子装置和转子工作系统 技术领域
本发明涉及汽车制造技术领域，特别是涉及一种起动发电一体电机的转子装置和一种转子工作系统。
发明背景
汽车起动发电一体（ ISG ， Integrated Starter and Generator ）电机，直接集成在发动机曲轴上，就是直接以某种瞬态功率较大的电机替代传统的起动电机，在起步阶段短时替代发动机驱动汽车，并同时起到起动发动机的作用，减少发动机的怠速损耗和污染，正常行使时，发动机驱动车辆，该电机断开或者起到发电机的作用，刹车时，该电机还可以起到再生发电，回收制动能量的节能效果。总之这是一种介于混合动力和传统汽车之间的一种成本低廉的节能和环保方案。
ISG 直接集成在发动机曲轴上。基于环境保护和能源可持续发展的战略考虑，业界都竞相研制和采用 ISG 技术。 ISG 融合了电机、现代电力电子、数字信号处理、现代控制等技术，集传统汽车的起动和发电功能于一体，具有突出的起 / 停控制快、能量再生利用好、动力辅助性强等优点，尤其在降低排气污染、节约燃油方面效果明显，是国际公认的传统汽车、混合动力汽车以及未来电动汽车发动机部件的必然发展方向。
ISG 系统与微混合动力系统相比，除了能够实现用发电机控制发动机的起动和停止，还能够实现：在减速和制动工况下，对部分能量进行吸收；在行驶过程中，发动机的输出功率在车辆的驱动需求和发电机的充电需求之间进行调节，使发动机更多地处在高效区工作，提高了总体效率。
目前， ISG 电机的转子装置的结构主要有如下两种：
（ 1 ）图 1 是现有技术中的 ISG 电机的转子装置的第一种结构示意图。如图 1 所示，该转子装置主要由转轴 101 、轴承 102 、转子支架 103 、轴承 104 和离合器主动盘 105 组成，转轴 101 、转子支架 103 和离合器主动盘 105 通过机械方式固定，整个转子装置由轴承支撑在 ISG 电机的壳体上。
（ 2）图 2 是现有技术中的 ISG 电机的转子装置的第二种结构示意图。如图 2 所示，这种转子装置主要由转子支架 201 、轴承 202 、轴承 203 和离合器主动盘 204 通过机械方式固定，整个转子装置由轴承支撑在 ISG 电机的壳体上。
图 2 和图 1 的区别在于，图 2 中的转子支架 201 相当于图 1 中的转轴 101 和转子支架 102 。
可见，现有的 ISG 电机的转子装置都是由多个部件组成的，采用机械方式固定在一起，例如采用螺栓连接，并且都使用至少一个轴承来支撑，所以在加工制造和部件装配过程中系统的累积偏差会增大，从而使得整个系统的稳定性和一致性也不好。
发明内容
本发明提供了一种 ISG 电机的转子装置，该转子装置代替了传统的由电机转子支架、发动机飞轮和离合器主动盘等构成的组合式的转子装置，提高了 ISG 系统的稳定性和一致性。
本发明还提供了一种 ISG 电机的转子工作系统，该转子工作系统提高了 ISG 系统的稳定性和一致性，减轻了电机重量和降低了电机成本，提高了生产效率。
为达到上述目的，本发明的技术方案是这样实现的：
本发明公开了一种 ISG 电机的转子装置，该转子装置具有一体铸造后整体加工而成的不可拆分的结构；
该转子装置呈草帽形状，其中，帽顶的外侧面为面（ 11 ），帽沿的外侧面为面（ 13 ），帽沿的内侧面为面（ 12 ），连接面（ 11 ）和面（ 13 ）的面为面（ 14 ）；
该转子装置的面（ 11 ）上具有用于与曲轴固定在一起的多个通孔（ 1 ）；
该转子装置的面（ 12 ）上具有用于与离合器进行连接的多个螺纹孔（ 2 ），螺纹孔（ 2 ）穿透了与面（ 12 ）对应的面（ 13 ）。
较佳地，在面（ 13 ）上有多个凸台（ 3 ），每个凸台（ 3 ）上有一个螺纹孔（ 2 ）。
较佳地，在面（ 13 ）和面（ 14 ）的夹角之间有多个三角形状的筋板（ 4 ）。
较佳地，在面（ 11 ）上有凸台（ 5 ），所有的通孔（ 1 ）均在该凸台（ 5 ）上。
较佳地，面（ 11 ）、面（ 12 ）和面（ 13 ）为相互平行的平面，面（ 14 ）是与面（ 11 ）和面（ 12 ）垂直的曲面。
本发明还公开了一种转子工作系统，该系统包括：发动机、与发动机连接的曲轴、与曲轴连接并一起转动的转子装置、固定在转子装置上的转子铁芯、与转子装置连接的离合器、与离合器连接的变速箱，
该转子装置具有一体铸造后整体加工而成的不可拆分的结构；
该转子装置呈草帽形状，其中，帽顶的外侧面为面（ 11 ），帽沿的外侧面为面（ 13 ），帽沿的内侧面为面（ 12 ），连接面（ 11 ）和面（ 13 ）的面为面（ 14 ）；
该转子装置的面（ 11 ）上具有用于与曲轴固定在一起的多个通孔（ 1 ）；
该转子装置的面（ 12 ）上具有用于与离合器进行连接的多个螺纹孔（ 2 ），螺纹孔（ 2 ）穿透了与面（ 12 ）对应的面（ 13 ）。
较佳地，在上述系统的转子装置中，在面（ 13 ）上有多个凸台（ 3 ），每个凸台（ 3 ）上有一个螺纹孔（ 2 ）；
较佳地，在上述系统的转子装置中，在面（ 13 ）和面（ 14 ）的夹角之间有多个三角形状的筋板（ 4 ）。
较佳地，在上述系统的转子装置中，在面（ 11 ）上有凸台（ 5 ），所有的通孔（ 1 ）均在该凸台（ 5 ）上。
较佳地，在上述系统的转子装置中，面（ 11 ）、面（ 12 ）和面（ 13 ）为相互平行的平面，面（ 14 ）是与面（ 11 ）和面（ 12 ）垂直的曲面。
由上述可见，本发明这种转子装置具有一体铸造后整体加工而成的不可拆分的结构，转子装置的面（ 11 ）上具有用于与曲轴固定在一起的多个通孔（ 1 ），转子装置的面（ 12 ）上具有用于与离合器进行连接的多个螺纹孔（ 2 ），螺纹孔（ 2 ）穿透了与面（ 12 ）对应的面（ 13 ）的技术方案，提高了 ISG 系统的稳定性和一致性。
附图简要说明
图 1 是现有技术中的 ISG 电机的转子装置的第一种结构示意图；
图 2 是现有技术中的 ISG 电机的转子装置的第二种结构示意图；
图 3 是本发明实施例中的 ISG 电机转子装置的第一立体图；
图 4 是本发明实施例中的 ISG 电机转子装置的第二立体图；
图 5 是本发明实施例中的 ISG 电机转子装置的右视图；
图 6 是本发明实施例中的 ISG 电机转子装置的左视图；
图 7 是本发明实施例中的 ISG 电机转子装置的沿 AA 线的剖视图；
图 8 是本发明实施例中的一种转子工作系统的示意图。
实施本发明的方式
在本发明中，摒弃了传统的由转轴、转子支架和离合器主动盘和发动机飞轮等多个部件构成组合式的转子装置的方案，提供了一种一体化设计的转子装置，不仅节约了 ISG 电机的空间，减轻了电机的重量，而且提高了整个 ISG 系统的稳定性和一致性。
为了使本发明的目的、技术方案和优点更加清楚，下面结合附图和具体实施例对本发明进行详细描述。
图 3 是本发明实施例中的 ISG 电机转子装置的第一立体图。图 4 是本发明实施例中的 ISG 电机转子装置的第二立体图。图 5 是本发明实施例中的 ISG 电机转子装置的右视图。图 6 是本发明实施例中的 ISG 电机转子装置的左视图。图 7 是本发明实施例中的 ISG 电机转子装置的沿 AA 线的剖视图。
参见图 3-7 ，本发明中的转子装置具有一体铸造后整体加工而成的不可拆分的结构，且该转子装置呈草帽形状。为了描述方便，做了如下标记：帽顶的外侧面标记为面 11 ，帽沿的外侧面标记为面 13 ，帽沿的内侧面标记为面 12 ，连接面 11 和面 13 的面标记为面 14 。当然该转子装置还包括冒顶的内侧面和与面 14 对应的内侧面（即连接冒顶内侧面和帽沿内侧面 12 的面），这里没有进行标记。面 11 为圆面，面 12 和面 13 是圆环状的平面，且面 11 、面 12 和面 13 为相互平行的平面，面 14 是连接面 11 的边沿和面 12 的内环边沿并且与面 11 和面 12 垂直的圆环曲面。
参见图 3-7 ，该转子装置的面 11 上具有用于与曲轴固定在一起的多个通孔 1 ，本实施例中为六个通孔 1 ；该转子装置的面 12 上具有用于与离合器进行连接的多个螺纹孔 2 ，本实施例中为 12 个螺纹孔，螺纹孔 2 穿透了与面 12 对应的面 13 。
参见图 3-7 ，在本实施例中，在面 13 上有多个凸台 3 ，每个凸台 3 上有一个螺纹孔 2 。这种凸台设计可以使螺纹孔 2 的深度更长一些，从而使得在使用螺钉固定时更加坚固。同样，在本发明的实施例中，在面 11 上有凸台 5 ，所有的通孔 1 均在该凸台 5 上，这种设计也主要是为了使通孔 1 的深度更长一些，与曲轴的连接更牢固。
参见图 3 、 6 和 7 ，在本发明的转子装置的面 13 和面 14 的夹角之间有多个三角形状的筋板 4 ，本实施例的转子装置中共有 12 个筋板。筋板 4 的作用是加固转子装置的面 13 和面 14 之间的握和度，同时也增强了转子装置与离合器连接的面板（即涉及面 12 和 13 的面板）的耐冲击力。
上述的凸台和筋板的特殊构造设计加固了转子装置与离合器连接的面板，因此该转子装置的与离合器连接的面板可以设计得薄一些，即面 12 和面 13 之间的距离可以短一些，这有效地对转子装置实现了减重。同样面 11 上的凸台设计也可以达到减重的目的。并且本发明中的提供的一体化设计的整个转子装置只需要加工一次，与现有技术相比避免使用了轴承，极大地减少了加工和装配的工序，提高了生产效率。
采用本发明提供的一体化设计的转子装置，还可以省略发动机飞轮，即由该转子装置来提供转动惯量。而传统的组合式的转子装置需要一个单独的发动机飞轮来提供转动惯量。
图 8 是本发明实施例中的一种转子工作系统的示意图。如图 8 所示，汽车的转子工作系统包括：发动机 81 、与发动机连接的曲轴 82 、与曲轴连接并一起转动的转子装置 83 、固定在转子装置 83 上的转子铁芯 84 、与转子装置 83 连接的离合器 85 、与离合器连接的变速箱 86 。本系统中的转子装置 83 即为上述的图 3-7 中所示的转子装置。在本系统中，转子装置 83 与曲轴 82 直接连接并一起转动，由曲轴 82 起到了支撑转子装置 83 的作用，避免使用轴承来进行支撑。转子铁芯 84 固定在转子装置 83 上，同时转子装置 83 与离合器 85 连接在一起。根据不同的状态进行结合或分离。
综上所述，本发明提供的转子装置存在如下优点：
1 、一体化设计，将多功能集于一体，不仅节省了空间，而且提高了稳定性和一致性。整个转子装置采用一体化设计，代替了传统的转轴、转子支架、离合器主动盘和发动机飞轮，不仅减少了零部件的数量，而且避免多个零部件之间的连接和配置，使得系统的稳定性和一致性得到了很大的提高。
2 、采用特殊的结构设计，减轻了重量。在转子装置连接离合器的一侧采用了加强筋板和局部凸台的方式，减小了转子装置的与离合器连接的主动盘的厚度，从而减轻了转子装置的重量。同样，转子装置的与曲轴连接的连接盘上的凸台设计也减小了该连接盘的厚度，减轻了转子装置的重量。
3 、减少了加工和装配工序，提高了生产效率。整个转子装置采用一体化设计后，只需要进行一次加工，避免了多个零件分别加工和相互装配，同时本转子装置直接由曲轴进行支撑，不再使用轴承，也避免了轴承位的精加工，所以极大地减少了加工和装配等制造工序，提高了生产效率，适合批量生产。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内，所做的任何修改、等同替换、改进等，均应包含在本发明保护的范围之内。

Claims (10)

  1. 一种起动发电一体 ISG 电机的转子装置，其特征在于，
    该转子装置具有一体铸造后整体加工而成的不可拆分的结构；
    该转子装置呈草帽形状，其中，帽顶的外侧面为面（ 11 ），帽沿的外侧面为面（ 13 ），帽沿的内侧面为面（ 12 ），连接面（ 11 ）和面（ 13 ）的面为面（ 14 ）；
    该转子装置的面（ 11 ）上具有用于与曲轴固定在一起的多个通孔（ 1 ）；
    该转子装置的面（ 12 ）上具有用于与离合器进行连接的多个螺纹孔（ 2 ），螺纹孔（ 2 ）穿透了与面（ 12 ）对应的面（ 13 ）。
  2. 根据权利要求 1 所述的转子装置，其特征在于，
    在面（ 13 ）上有多个凸台（ 3 ），每个凸台（ 3 ）上有一个螺纹孔（ 2 ）。
  3. 根据权利要求 1 所述的转子装置，其特征在于，
    在面（ 13 ）和面（ 14 ）的夹角之间有多个三角形状的筋板（ 4 ）。
  4. 根据权利要求 1 所述的转子装置，其特征在于，
    在面（ 11 ）上有凸台（ 5 ），所有的通孔（ 1 ）均在该凸台（ 5 ）上。
  5. 根据权利要求 1 至 4 中任一项所述的转子装置，其特征在于，
    面（ 11 ）、面（ 12 ）和面（ 13 ）为相互平行的平面，面（ 14 ）是与面（ 11 ）和面（ 12 ）垂直的曲面。
  6. 一种转子工作系统，该系统包括：发动机、与发动机连接的曲轴、与曲轴连接并一起转动的转子装置、固定在转子装置上的转子铁芯、与转子装置连接的离合器、与离合器连接的变速箱，其特征在于，
    该转子装置具有一体铸造后整体加工而成的不可拆分的结构；
    该转子装置呈草帽形状，其中，帽顶的外侧面为面（ 11 ），帽沿的外侧面为面（ 13 ），帽沿的内侧面为面（ 12 ），连接面（ 11 ）和面（ 13 ）的面为面（ 14 ）；
    该转子装置的面（ 11 ）上具有用于与曲轴固定在一起的多个通孔（ 1 ）；
    该转子装置的面（ 12 ）上具有用于与离合器进行连接的多个螺纹孔（ 2 ），螺纹孔（ 2 ）穿透了与面（ 12 ）对应的面（ 13 ）。
  7. 根据权利要求 6 所述的系统，其特征在于，
    在面（ 13 ）上有多个凸台（ 3 ），每个凸台（ 3 ）上有一个螺纹孔（ 2 ）；
  8. 根据权利要求 6 所述的系统，其特征在于，
    [1] 在面（ 13 ）和面（ 14 ）的夹角之间有多个三角形状的筋板（ 4 ）。
  9. 根据权利要求 6 所述的系统，其特征在于，
    在面（ 11 ）上有凸台（ 5 ），所有的通孔（ 1 ）均在该凸台（ 5 ）上。
  10. 根据权利要求 6 至 9 中任一项所述的系统，其特征在于，
    面（ 11 ）、面（ 12 ）和面（ 13 ）为相互平行的平面，面（ 14 ）是与面（ 11 ）和面（ 12 ）垂直的曲面。
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