WO2012149690A1 - 一种车辆用的发电机马达装置 - Google Patents

一种车辆用的发电机马达装置 Download PDF

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Publication number
WO2012149690A1
WO2012149690A1 PCT/CN2011/073702 CN2011073702W WO2012149690A1 WO 2012149690 A1 WO2012149690 A1 WO 2012149690A1 CN 2011073702 W CN2011073702 W CN 2011073702W WO 2012149690 A1 WO2012149690 A1 WO 2012149690A1
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WO
WIPO (PCT)
Prior art keywords
rotating device
motor
rotating
component
magnetic component
Prior art date
Application number
PCT/CN2011/073702
Other languages
English (en)
French (fr)
Inventor
王彧奇
Original Assignee
贾润年
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
Application filed by 贾润年 filed Critical 贾润年
Priority to KR1020137032341A priority Critical patent/KR20140010166A/ko
Priority to JP2014508669A priority patent/JP5815847B2/ja
Priority to PCT/CN2011/073702 priority patent/WO2012149690A1/zh
Priority to EP11864744.5A priority patent/EP2728717A4/en
Publication of WO2012149690A1 publication Critical patent/WO2012149690A1/zh

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K16/00—Machines with more than one rotor or stator
    • H02K16/005—Machines with only rotors, e.g. counter-rotating rotors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K16/00—Machines with more than one rotor or stator
    • 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
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • 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
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • 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
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/102—Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction brakes
    • 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
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/11—Structural association with clutches, brakes, gears, pulleys or mechanical starters with dynamo-electric clutches

Definitions

  • the present invention relates to a generator device, and more particularly to a shaft generator motor device for a vehicle.
  • the electromechanical structure of a conventional vehicle generator or motor is basically a rotor-to-stator method in which a metal coil is disposed in a rotor, and a permanent magnet is disposed at a position of the stator.
  • the permanent magnets disposed at the stator position provide a magnetic field.
  • the electromagnetic field interacts with the magnetic field of the permanent magnet, the rotor rotates to generate a torque output.
  • This is the operating principle of the electric motor.
  • the same electromechanical structure utilizes different input/output line configurations to switch the above-described automotive motor into a generator or motor unit.
  • Such an electromechanical device is mounted on the vehicle and can be switched to a generator or motor in a timely manner according to the current power demand of the vehicle.
  • the lack of power of the car motor is a problem that all car manufacturers need to face at the same time.
  • the efficiency of the generator also has room for improvement.
  • a generator or motor converts mechanical energy and electrical energy for very limited energy conversion. There are many wasted energy during the running of a typical vehicle, such as the kinetic energy consumed when the brake is decelerating, or the hydraulic pressure removed by the shifting gearbox. If the design of the generator motor can be improved, the power between the mechanical energy and the electric energy can be enhanced, and the existing energy can be properly utilized during the running of the vehicle, the power of the generator motor can be improved and the energy saving effect can be achieved.
  • the invention provides a motor comprising:
  • a second rotating device coaxially disposed with the first rotating device and matched with the first rotating device by electromagnetic induction;
  • a brake assembly coupled to the second rotating device to limit rotation of the second rotating device.
  • the invention also provides another motor comprising:
  • a second rotating device coaxially disposed with the first rotating device and matched with the first rotating device by electromagnetic induction;
  • a hydraulic assembly configured to operate the second rotating device.
  • the invention also provides another motor, comprising:
  • a second rotating device coaxially disposed with the first rotating device and matched with the first rotating device by electromagnetic induction;
  • a steering assembly configured to manipulate the second rotating device to cause the second rotating device to be in a first stop rotation state or a second normal rotation state.
  • the generator motor proposed by the present invention designs a stator in a conventional motor or generator device as a moving stator structure that surrounds the rotor and is coaxial with the rotor, so that the two can rotate in opposite directions to increase the interaction due to the magnetic field. , thereby improving the performance of the generator motor.
  • BRIEF abstract 1 is a cross-sectional view showing an embodiment of a generator motor device for a vehicle of the present invention.
  • Fig. 2 is a cross-sectional view showing another embodiment of the generator motor device for a vehicle of the present invention.
  • Fig. 3 is a cross-sectional view showing still another embodiment of the generator motor device for a vehicle of the present invention.
  • Fig. 4 is a schematic view showing an embodiment of a generator motor according to the present invention which is disposed in a hybrid electric vehicle.
  • Fig. 1 is a cross-sectional view showing an embodiment of a shaft generator motor device for a vehicle of the present invention.
  • the generator motor 100 has a rotating shaft 101, and the rotor 102 is disposed on the rotating shaft 101.
  • the rotating shaft 101 is disposed in the casing 110 through a pair of bearings 103.
  • the movable stator 120 in the casing 110 is disposed on the rotating shaft 101 via a pair of bearings 121.
  • the assembly includes a shaft 101, a rotor 102, a bearing 103, a moving stator 120 and a bearing 121 coaxially disposed on an axis 130.
  • a person skilled in the art can know from FIG. 1 that the rotor 102 disposed on the rotating shaft 101 can rotate with the rotating shaft 101, and the moving stator 120 can rotate in the same direction or in the opposite direction around the rotating shaft 101.
  • this configuration has the function of a generator.
  • an electromagnetic induction component such as an inductor (a common example of the inductor is a metal coil, the following is a metal coil as an example).
  • an inductor a common example of the inductor is a metal coil, the following is a metal coil as an example.
  • this configuration has the function of a generator.
  • a permanent magnet is disposed on the rotor 102 to form a magnetic field in a space around the rotor.
  • the metal coil disposed on the movable stator 120 is induced by a change in the magnetic field to generate a current. . As shown in FIG.
  • a conductive carbon brush 111 is provided at a fixed position of the casing 110 to guide the current of a metal coil (not shown) on the movable stator 120.
  • a metal coil (not shown)
  • the configuration of the magnet and the electromagnetic induction component is interchanged, and the same effect can be achieved. Therefore, the present invention is not limited to the above-described configuration.
  • the metal coil is disposed on the rotor 102, and the magnet is disposed inside the movable stator 120.
  • the movable stator 120 and the rotor 102 may move relative to each other to generate a current.
  • the left side of the casing 110 is provided with a hydraulic motor 140 coupled to a gear 122 on the moving stator 120.
  • the hydraulic motor 140 can function as a brake for the moving stator 120.
  • the hydraulic motor 140 can restrict the rotation of the movable stator 120 through the gear 122, such that the movable stator 120 has the same properties as the previously described stator; the hydraulic motor 140 can also cause the movable stator 120 to face and through the gear 122.
  • the rotor rotates in the opposite direction.
  • the generator motor 100 When the generator motor 100 is used as a power generating function, the torque provided by the external force causes the rotating shaft 101 to rotate in a certain direction (clockwise or counterclockwise), and the torque provided by the hydraulic motor 140 through the gear 122 allows the moving stator 120 to be moved. Rotation in the opposite direction to the rotating shaft 101 increases the relative rotational speed between the movable stator 120 and the rotating shaft 101. If a metal coil (inductance) is disposed on the movable stator 120, the current generated on the coil is inevitably increased.
  • the structure of the generator motor 100 proposed by the present invention can utilize an additional source of power to rotate the moving stator 120 in the opposite direction to the rotating shaft 101, and these additional powers lead to an increase in power generation efficiency.
  • the vehicle generator motor device proposed by the present invention can fully achieve the effect of improving power or effectively saving energy according to driving conditions.
  • the torque source for rotating the rotating shaft 101 is usually the rotation of the axle, and the power of the hydraulic motor 140 may be derived from the hydraulic pressure indirectly provided by other axles; and in the operating environment of the steam energy vehicle,
  • the torque source for the rotation of the rotating shaft 101 is usually an engine or a gasoline engine, and may also be the rotation of the axle, and the power of the hydraulic motor 140 may be derived from the hydraulic pressure provided by the gearbox.
  • the output power of the generator motor 100 can be controlled to a desired state. For example, if the optimal energy conversion power of the generator motor 100 is 1000 revolutions per minute and the rotational speed of the axle-driven rotating shaft 101 is 800 revolutions per minute, the hydraulic motor 140 is adjusted such that the rotational speed of the movable stator 120 is in the opposite direction per minute. 200 rpm; If the axle rotates the shaft 101 to 1000 rpm, the hydraulic motor 140 is controlled to immobilize the stator 120.
  • FIG. 2 is a cross-sectional view showing another embodiment of the generator motor 100 according to the present invention.
  • the components indicated by the component symbols are identical to those shown in Fig. 1, except that the position of the hydraulic motor 140 is moved to the other side of the casing 110, and therefore the description will not be repeated.
  • the movable stator 120 has a conductive coil 123, and current can be conducted through the conductive carbon brush 111.
  • FIG. 3 is a cross-sectional view showing still another embodiment of the generator motor proposed by the present invention.
  • the generator motor 300 shown in the drawing has a rotating shaft 301, and the rotor 302 is disposed on the rotating shaft 301.
  • the rotating shaft 301 is disposed inside the casing 310 through a pair of bearings 303.
  • the movable stator 320 in the casing 310 is disposed on the rotating shaft 301 via a pair of bearings 321 .
  • the assembly includes a shaft 301, a rotor 302, a bearing 303, a moving stator 320 and a bearing 321 disposed coaxially about the axis 330.
  • the rotor 302 disposed on the rotating shaft 301 can rotate along with the rotating shaft 301, and the moving stator 320 can rotate in the same direction or in the opposite direction around the rotating shaft 301.
  • a hydraulic motor 340 is disposed above the casing 310.
  • the set gear 341 is coupled to a drive shaft (not shown) of the hydraulic motor 340 and meshes with a gear 322 on the movable stator 320.
  • the hydraulic motor 340 can function as a brake for the moving stator 320.
  • the hydraulic motor 340 can restrict the rotation of the movable stator 320 through the gear 322, so that the movable stator 320 has the same properties as the previously described stator; the hydraulic motor 340 can also move the movable stator 320 through the gears 341, 322. Rotate in the opposite direction of the rotor.
  • the generator motor 300 When the generator motor 300 is used as a power generating function, the torque provided by the external force causes the rotating shaft 301 to rotate in a certain direction (clockwise or counterclockwise), and the hydraulic motor 340 can provide the moving stator through the torque provided by the gears 341, 322.
  • the 320 is rotated in the opposite direction to the rotating shaft 301, so that the relative rotational speed between the movable stator 320 and the rotating shaft 301 is increased, and the efficiency is the same as that of the previously described embodiment.
  • FIG. 4 is a schematic diagram of an embodiment of a generator motor according to the present invention disposed in a hybrid electric vehicle (or a steam electric energy vehicle).
  • the hybrid electric vehicle 400 shown in FIG. 4 has a typical four-wheel 401 configuration, the front wheel 401 is coupled to the axle 403 via a differential 402, the other end of the axle 403 is coupled to the shifting gearbox 404, and the transmission of the shifting gearbox 404
  • the shaft 407 is coupled to the generator motor module 410.
  • the generator motor module 410 includes a generator motor 411 (optionally, generator motor 100 or 300 as previously described) and a first clutch 412 and a second clutch 413.
  • An engine 405 (gasoline or diesel engine) disposed at the other end transmits torque to the generator motor module 410 via a drive shaft 406.
  • Generator motor 411 is electrically coupled to battery 408 via a steering switch 409.
  • the control switch 409 can use the switching of the circuit to select battery power or charge. Mode, or motor or generator mode.
  • the shifting gearbox 404 provides hydraulic power to the generator motor 411 through the hydraulic oil passage 415; while other axles may also provide hydraulic power to the generator motor 411 via the hydraulic oil passage 416.
  • the first clutch 412 disengages the drive shaft 407 from the generator motor module 410, and the second clutch 413 couples the drive shaft 406 with the generator motor module 410, causing the generator motor 411 to utilize
  • the mechanical energy (torque) of the drive shaft 406 generates electrical energy to provide charging for the battery 408.
  • the first clutch 412 couples the drive shaft 407 with the generator motor module 410
  • the second clutch 413 couples the drive shaft 406 with the generator motor module 410.
  • Torque output from the engine is passed through a series of coupled transmission components through the shifting gearbox 404 and through the axle 403 and the differential 402. Excess hydraulic pressure generated by the shifting gear case 404 can be transmitted to the generator motor 411 via the hydraulic oil passage 415, and the moving stator (not shown) in the generator motor 411 is rotated in the opposite direction from the rotating shaft (not shown) to thereby increase power generation. efficacy.
  • the first clutch 412 disengages the drive shaft 407 from the generator motor module 410, and the axle 403 receives torque or torque that is supplied by the battery 408 to be converted to mechanical energy via the generator motor 411, providing the wheel 401.
  • Driving force The excess hydraulic pressure generated by the shifting gear case 404 can be transmitted to the generator motor 411 via the hydraulic oil passage 415, and the moving stator (not shown) in the generator motor 411 is rotated in the opposite direction to the rotating shaft (not shown) to lift the motor. efficacy.
  • the positional energy of the descending process changes to cause the vehicle speed to increase.
  • the energy generated by the rotation of the wheel can provide the hydraulic power of the generator motor 411 via the hydraulic oil passage 416, and pushes the generator.
  • the moving stator (not shown) in the motor 411 rotates in the opposite direction to its rotating shaft (not shown) to improve power generation efficiency.
  • the generator motor module 410 coupled in series with the drive shafts 406, 407 may also utilize the power of the battery to provide additional power to the vehicle to supplement the engine 405. insufficient.
  • the invention provides a motor comprising: First rotating device;
  • a second rotating device disposed coaxially with the first rotating device and matched with the first rotating device by electromagnetic induction;
  • a brake assembly coupled to the second rotating device to limit rotation of the second rotating device.
  • the first rotating device has a magnetic component
  • the second rotating device has an inductance component
  • the first rotating device rotates in a first rotational direction
  • the rotational direction of the second rotating device Contrary to the first direction of rotation
  • the brake assembly is in the second braking state
  • the second rotating device does not rotate.
  • the magnetic component is a permanent magnet or an electromagnet
  • the inductive component is a winding.
  • the brake assembly is controlled by the hydraulic pressure provided by the shifting gearbox.
  • the invention also provides another motor comprising:
  • a second rotating device coaxially disposed with the first rotating device and matched with the first rotating device by electromagnetic induction;
  • a hydraulic assembly configured to operate the second rotating device.
  • the electric machine is configured in a vehicle, wherein the vehicle has an engine drive shaft and an axle to which the electric motor is coupled at the same time.
  • the hydraulic components are controlled by the hydraulic pressure provided by the shifting gearbox.
  • the first rotating device has a first magnetic component and the second rotating device has a second magnetic component, wherein:
  • the second magnetic component is an inductor component
  • the second magnetic component is a magnet.
  • the invention also provides another motor, comprising:
  • a second rotating device coaxially disposed with the first rotating device and matched with the first rotating device by electromagnetic induction; a steering assembly configured to manipulate the second rotating device to cause the second rotating device to be in a first stop rotation state or a second normal rotation state.
  • the first rotating device or the second rotating device is hydraulically braked.
  • the generator motor proposed by the present invention designs a stator in a conventional motor or generator device as a moving stator structure that surrounds the rotor and is coaxial with the rotor, so that the two can rotate in opposite directions to increase the interaction due to the magnetic field. , thereby improving the performance of the generator motor.
  • the generator motor proposed by the present invention rotates the opposite direction in the conventional motor or generator device to increase the interaction caused by the magnetic field, thereby improving the efficiency of the generator motor.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Description

一种车辆用的发电机马达装置 技术领域
本发明涉及发电机装置， 尤其涉及一种用于车辆的轴发电机马达装置。
背景技术
当今在环保与洁净能源的潮流之下， 使用电力的轨道车辆以及油电混合 车或汽电能源车辆逐渐取代了汽车， 而即将成为人们主要的交通工具。 传统 的车用发电机或马达的机电结构基本上是一个转子搭配定子的方式， 将金属 线圈配置于转子， 而在定子的位置配置永久磁铁。 配置于定子位置的永久磁 铁提供磁场， 当使用外力让转子旋转带动线圈切割磁力线时， 就会使得线圈 内产生电流， 这就是车用发电机借来自转动轴的扭力产生电能， 扭力通常来 源于车轴或发动机 (引擎)传动轴的转动； 电流从外部电源 (例如电池)进入转子 上的线圈而产生电磁场， 当该电磁场和永久磁铁的磁场发生交互作用时， 就 会导致转子转动而产生扭力输出， 这就是电动马达的操作原理。 相同的机电 结构利用不同的输入 /输出线路配置， 就可以使得上述的车用电机切换成为发 电机或马达装置。 这样的机电装置装设于车辆之上， 可以按照车辆当时的动 力需求而适时切换成为发电机或马达。
车用马达的动力不足是当前各车厂都需要面对的问题， 同时， 发电机的 效能也有提升的空间。 简单的说， 发电机或马达是将机械能与电能相互转换 供十分有限的能量转换功效。一般车辆的行驶过程之中有许多被浪费的能量， 例如煞车减速时所消耗的动能， 或者是变速齿轮箱所卸除的液压。 如果能够 改善发电机马达的设计， 加强机械能与电能相互转换的功率， 进而在车辆的 行驶过程之中妥善利用各种现有的能量， 就能提高发电机马达的动力， 并且 达到节能的功效。
发明内容 本发明的目的是提供一种用于车辆的轴发电机马达装置， 该装置将传统 构， 使得两者能够以相反的方向旋转， 从而增加因磁场产生的交互作用， 提 升发电机马达的效能。
本发明提供一种电机， 包含：
第一转动装置；
第二转动装置， 其与所述第一转动装置同轴设置， 且通过电磁感应与 所述第一转动装置相互匹配； 以及
制动组件， 其连接于所述第二转动装置以限制所述第二转动装置的转 动。
本发明还提供另一种电机， 包含：
第一转动装置；
第二转动装置， 其与所述第一转动装置同轴设置， 且通过电磁感应与 所述第一转动装置相互匹配； 以及
液压组件， 其设置成操控所述第二转动装置。
本发明还提供另一种电机， 包括：
第一转动装置；
第二转动装置， 其与所述第一转动装置同轴设置， 且通过电磁感应与 所述第一转动装置相互匹配； 以及
操控组件， 其设置成操控所述第二转动装置， 以使所述第二转动装置 处于第一停止转动状态或第二正常转动状态。
本发明提出的发电机马达将传统马达或发电机设备中的定子设计成为环 绕转子而且与转子同轴的动定子结构， 而使得两者能够以相反的方向旋转， 以增加因磁场产生的交互作用， 进而提升发电机马达的效能。
附图概述 图 1为本发明车辆用的发电机马达装置的一实施例的剖面图。 图 2为本发明车辆用的发电机马达装置的另一实施例的剖面图。
图 3为本发明车辆用的发电机马达装置的又一实施例的剖面图。
图 4 为本发明所提出的发电机马达配置于油电混合车的实施例的示意 图。
本发明的较佳实施方式
现对本发明的技术手段进行详细说明， 以帮助深入理解本发明的目的、 特征与优点， 然而以下列实施例与图示仅提供参考与说明， 并非用来对本发 明加以限制。
图 1显示了本发明车辆用的轴发电机马达装置的一实施例的剖面图。 其 中发电机马达 100具有转轴 101 , 转子 102配置于转轴 101 , 转轴 101通过一 对轴承 103配置于机壳 110之内。 如图 1所示， 机壳 110内的动定子 120通 过一对轴承 121配置于转轴 101上。 依据一较佳的实施例， 上述组件包括转 轴 101、 转子 102、 轴承 103、 动定子 120和轴承 121同轴配置于一轴线 130。 本领域技术人员可以从图 1中得知， 配置于转轴 101的转子 102可随着转轴 101旋转， 而动定子 120则可绕着转轴 101同向或反向旋转。
由于转子 102和动定子 120能够相对运动， 如果将永久磁铁配置于其中 之一， 而在另一组件上配置电磁感应组件例如电感 (常见的电感的实施例是金 属线圈， 以下以金属线圈为例）， 那么这样的配置方式就具有发电机的功能。 例如说，在转子 102上配置永久磁铁而使其周围的空间形成磁场， 当转子 102 和动定子 120产生相对运动时， 配置于动定子 120上的金属线圈就会受到磁 场变化的感应而产生电流。 如图 1所示， 在机壳 110的固定位置上设有导电 碳刷 111 , 可以将动定子 120上的金属线圈（未显示)的电流导引出去。 在电动 机或发电机的设计中， 磁铁与电磁感应组件的配置方式互换， 也可以达到相 同的功效。 因此， 本发明并不限于上述的配置方式。 例如， 将金属线圈配置 于转子 102, 而将磁铁配置于动定子 120的内侧， 也可以利用动定子 120与 转子 102相对运动而使线圈产生电流。 相反， 当电流从外部流入动定子 120上的金属线圈（未显示)之内，其电感 的特性使得线圈附近的空间产生磁场，进而和转子 102上的永久磁铁 (未显示) 产生磁力的交互作用， 提供力矩导致转子 102旋转， 这种情形就如同马达的 原理。
再参阅图 1 , 机壳 110的左侧设有液压马达 140, 其耦合于动定子 120上 的齿轮 122。 液压马达 140可以作为动定子 120的制动装置。 例如， 液压马 达 140可以透过齿轮 122而限制动定子 120的转动， 这样一来， 动定子 120 与之前所述的定子的性质相同； 液压马达 140也可以通过齿轮 122而使得动 定子 120朝向和转子相反方向转动。 当发电机马达 100用作为发电功能时， 因外力提供的力矩造成转轴 101顺着某一个方向 (顺时针或逆时针)旋转，而液 压马达 140透过齿轮 122所提供的力矩可以让动定子 120朝向与转轴 101相 反的方向旋转， 如此一来， 使得动定子 120与转轴 101之间的相对转速增加， 如果动定子 120上配置有金属线圈（电感）， 则线圈上所产生的电流必然增加。 本发明所提出的发电机马达 100 的结构可以利用额外的动力来源使动定子 120向着与转轴 101相反的方向转动， 而这些额外的动力导致发电效率的提 升。
在适当的操控之下， 本发明所提出的车用发电机马达装置可以按照行车 状况而充分达到提升动力或是有效节能的功效。 在轨道车辆的使用环境中， 让转轴 101转动的力矩来源通常是车轴的旋转， 那么液压马达 140的动力可 以源自于其它车轴所间接提供的液压； 而在汽电能源车辆的操作环境里， 转 轴 101转动的力矩来源通常是发动机或汽油引擎， 也可以是车轴的旋转， 而 液压马达 140的动力则可以源自于齿轮箱所提供的液压。
由于液压马达的转速可以被操控， 使得发电机马达 100的输出功率可以 被控制在理想的状态之下。 例如， 如果发电机马达 100的最佳能源转换功率 是每分钟 1000转， 而车轴带动转轴 101的转速为每分钟 800转， 则调整液压 马达 140而使动定子 120的转速为相反方向的每分钟 200转； 倘若车轴带动 转轴 101的转速已达到每分钟 1000转， 则控制液压马达 140而使动定子 120 被固定不动即可。
图 2为本发明所提出的发电机马达 100的另一实施例的剖面图， 图中各 组件符号所指的组件与第 1图所显示的完全相同， 惟有液压马达 140的位置 移到机壳 110的另一侧， 因此不再重复说明。 图中动定子 120上有导电线圈 123 , 电流可经由导电碳刷 111传导。
图 3为本发明所提出的发电机马达的又一实施例的剖面图。 图中所示的 发电机马达 300具有转轴 301 , 转子 302配置于转轴 301 , 转轴 301通过一对 轴承 303而配置于机壳 310之内。 如图 3所示， 机壳 310内的动定子 320通 过一对轴承 321配置于转轴 301上。 依据一较佳的实施例， 上述的组件包括 转轴 301、 转子 302、 轴承 303、 动定子 320和轴承 321同轴配置于轴线 330。 本领域技术人员从图 3中可得知，配置于转轴 301的转子 302可随着转轴 301 旋转， 而动定子 320则可绕着转轴 301同向或反向旋转。
再参阅图 3 , 机壳 310的上方配置有液压马达 340, —组齿轮 341耦合于 液压马达 340的传动轴 (未显示），并与动定子 320上的齿轮 322啮合。相同地， 液压马达 340可以作为动定子 320的制动装置。 例如， 液压马达 340可以通 过齿轮 322而限制动定子 320的转动， 这样一来， 动定子 320与之前所述的 定子的性质相同； 液压马达 340也可以通过齿轮 341、 322而使得动定子 320 朝向和转子相反方向转动。 当发电机马达 300用作为发电功能时， 因外力提 供的力矩造成转轴 301 顺着某一个方向 (顺时针或逆时针)旋转， 而液压马达 340通过齿轮 341、 322所提供的力矩可以让动定子 320朝向与转轴 301相反 的方向旋转， 如此一来， 使得动定子 320与转轴 301之间的相对转速增加， 其功效与之前所述的实施例相同。
图 4为本发明所提出的发电机马达配置于油电混合车 (或称之为汽电能源 车辆）的实施例的示意图。如图 4所示的油电混合车 400具有典型的 4车轮 401 结构，前轮 401通过差速器 402耦合于车轴 403 ,车轴 403另一端连接到变速 齿轮箱 404, 而变速齿轮箱 404的传动轴 407连接到发电机马达模块 410。 发 电机马达模块 410 包含发电机马达 411(可以选用如之前所述的发电机马达 100或 300)以及第一离合器 412和第二离合器 413。配置于另外一端的发动机 405(汽油或柴油引擎)经由传动轴 406将动力以力矩的方式传送到发电机马达 模块 410。发电机马达 411经由操控开关 409而与电池 408电联接。本领域技 术人员可以理解， 操控开关 409可利用电路的切换来选择电池供电或是充电 模式， 或者说是马达或是发电机模式。 此外， 变速齿轮箱 404透过液压油路 415提供发电机马达 411 的液压动力； 而其它车轴也可以通过液压油路 416 提供发电机马达 411的液压动力。
当发动机 405启动暖车或怠速时， 第一离合器 412让传动轴 407与发电 机马达模块 410脱离，而第二离合器 413让传动轴 406与发电机马达模块 410 耦合，使发电机马达 411利用来自于传动轴 406的机械能 (力矩)产生电能， 为 电池 408提供充电。
当车辆行驶于平面道路时， 第一离合器 412让传动轴 407与发电机马达 模块 410耦合， 而第二离合器 413让传动轴 406与发电机马达模块 410耦合。 从发动机输出的扭力经由一连串耦合的传动组件而通过变速齿轮箱 404再经 由车轴 403和差速器 402 4氏达车轮。 变速齿轮箱 404所产生多余的液压可以 经由液压油路 415传送到发电机马达 411 ,推动发电机马达 411内的动定子 (未 显示)与其转轴 (未显示)作相反方向的旋转， 藉以提升发电效能。 如果选择使 用马达作为动力， 则第一离合器 412让传动轴 407与发电机马达模块 410脱 离， 车轴 403得到由电池 408提供电能而经由发电机马达 411转为机械能的 扭力或力矩， 提供车轮 401的驱动力。 变速齿轮箱 404所产生多余的液压可 以经由液压油路 415传送到发电机马达 411 , 推动发电机马达 411 内的动定 子 (未显示)与其转轴 (未显示)作相反方向的旋转， 藉以提升马达效能。
当车辆行驶于下坡路段或是减速状态时， 其下降过程的位能改变导致车 速增加， 此时因车轮转动而产生的能量可经由液压油路 416提供发电机马达 411的液压动力， 推动发电机马达 411 内的动定子 (未显示)与其转轴 (未显示) 作相反方向的旋转， 藉以提升发电效能。
如果再需要额外动力的情况， 例如爬坡路段或是加速状态时， 串连于传 动轴 406、 407的发电机马达模块 410也可以利用电池的电力而对车辆提供额 外动力， 以补充发动机 405的不足。
实施例
本发明提供一种电机， 包含： 第一转动装置；
第二转动装置， 其与第一转动装置同轴设置， 且通过电磁感应与第一 转动装置相互匹配； 以及
制动组件， 其连接于第二转动装置以限制第二转动装置的转动。
该电机中， 第一转动装置具有磁性组件， 第二转动装置具有电感组件； 第一转动装置以第一转动方向转动； 当制动组件处于第一制动状态时， 第二 转动装置的转动方向与第一转动方向相反;当制动组件处于第二制动状态时， 第二转动装置不转动。 磁性组件为永久磁铁或电磁铁； 电感组件为绕组。
制动组件由变速齿轮箱提供的液压所操控。
本发明还提供另一种电机， 包含：
第一转动装置；
第二转动装置， 其与所述第一转动装置同轴设置， 且通过电磁感应与 所述第一转动装置相互匹配； 以及
液压组件， 其设置成操控所述第二转动装置。
该电机配置于车辆中， 其中， 车辆具有发动机传动轴和车轴， 电机同时 耦合于该发动机传动轴和车轴。
液压组件由变速齿轮箱提供的液压所操控。
第一转动装置具有第一磁性组件， 第二转动装置具有第二磁性组件， 其 中：
当第一磁性组件为磁铁时， 第二磁性组件为电感组件； 及
当第一磁性组件为电感组件时， 第二磁性组件为磁铁。 本发明还提供另一种电机， 包括：
第一转动装置；
第二转动装置， 其与所述第一转动装置同轴设置， 且通过电磁感应与 所述第一转动装置相互匹配； 以及 操控组件， 其设置成操控所述第二转动装置， 以使所述第二转动装置 处于第一停止转动状态或第二正常转动状态。
该电机中， 第一转动装置或第二转动装置通过液压制动。
本发明提出的发电机马达将传统马达或发电机设备中的定子设计成为环 绕转子而且与转子同轴的动定子结构， 而使得两者能够以相反的方向旋转， 以增加因磁场产生的交互作用， 进而提升发电机马达的效能。
虽然本发明已以数个较佳实施例揭露如上， 然其并非用以限定本发明， 任何熟习此技艺者， 在不脱离本发明之精神和范围内， 当可作些许之更动与 润饰， 因此本发明之保护范围当视后附之申请专利范围所界定者为准。
本发明主要部件的符号说明
100、 300、 411 发电机马达
101、 301、 414 转轴
102、 302 转子
103、 121、 303、 321轴承
110、 310机壳
111、 311 导电碳刷
120、 320 动定子
122 齿轮
130、 330 轴线
140、 340 液压马达
400 油电混合车
401车轮结构
402差速器
403车轴 404变速齿轮箱
405 发动机
406、 407传动轴
408 电池
409操控开关 409
410发电机马达模块
412、 413 离合器
415、 416 液压油路 工业实用性
与现有技术相比， 本发明提出的发电机马达将传统马达或发电机设备中 相反的方向旋转， 以增加因磁场产生的交互作用， 进而提升发电机马达的效
•6匕
匕。

Claims

权 利 要 求 书
1. 一种电机， 包含：
第一转动装置；
第二转动装置， 其与所述第一转动装置同轴设置， 且通过电磁感应与 所述第一转动装置相互匹配； 以及
制动组件， 其连接于所述第二转动装置以限制所述第二转动装置的转 动。
2. 如权利要求 1所述的电机， 其中，
所述第一转动装置具有磁性组件， 所述第二转动装置具有电感组件； 所述第一转动装置以第一转动方向转动；
当所述制动组件处于第一制动状态时， 所述第二转动装置的转动方向与 所述第一转动方向相反；
当所述制动组件处于第二制动状态时， 所述第二转动装置不转动。
3.如权利要求 2所述的电机， 其中， 所述磁性组件为永久磁铁或电磁铁； 所述电感组件为绕组。
4.如权利要求 1所述的电机， 其中所述制动组件由变速齿轮箱提供的液 压所操控。
5.—种电机， 包含：
第一转动装置；
第二转动装置， 其与所述第一转动装置同轴设置， 且通过电磁感应与 所述第一转动装置相互匹配； 以及
液压组件， 其设置成操控所述第二转动装置。
6.如权利要求 5所述电机， 所述电机配置于车辆中， 其中，
所述车辆具有发动机传动轴和车轴， 所述电机同时耦合于所述发动机传 动轴和所述车轴。
7.如权利要求 5所述的电机， 其中所述液压组件由变速齿轮箱提供的液 压所操控。
8.如权利要求 5所述的电机， 其中，
所述第一转动装置具有第一磁性组件， 所述第二转动装置具有第二磁性 组件， 其中：
当所述第一磁性组件为磁铁时， 所述第二磁性组件为电感组件； 及 当所述第一磁性组件为电感组件时， 所述第二磁性组件为磁铁。
9.一种电机， 包括：
第一转动装置；
第二转动装置， 其与所述第一转动装置同轴设置， 且通过电磁感应与 所述第一转动装置相互匹配； 以及
操控组件， 其设置成操控所述第二转动装置， 以使所述第二转动装置 处于第一停止转动状态或第二正常转动状态。
10.如权利要求 9所述的电机，其中所述第一转动装置或第二转动装置通 过液压制动。
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