WO2017075758A1 - 电动车系统整合 - Google Patents

电动车系统整合 Download PDF

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Publication number
WO2017075758A1
WO2017075758A1 PCT/CN2015/093666 CN2015093666W WO2017075758A1 WO 2017075758 A1 WO2017075758 A1 WO 2017075758A1 CN 2015093666 W CN2015093666 W CN 2015093666W WO 2017075758 A1 WO2017075758 A1 WO 2017075758A1
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Prior art keywords
electrically connected
resistor
electric vehicle
magnetic
battery
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PCT/CN2015/093666
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English (en)
French (fr)
Inventor
庄自吉
Original Assignee
旸展科技工业有限公司
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Priority to PCT/CN2015/093666 priority Critical patent/WO2017075758A1/zh
Publication of WO2017075758A1 publication Critical patent/WO2017075758A1/zh

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    • 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
    • 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

Definitions

  • the invention relates to an electric vehicle system integration, in particular to an integrated technology capable of helping an electric vehicle to travel to save power and improve electric vehicle driving efficiency.
  • the driving efficiency of an electric vehicle comes from the cooperation of the whole system of the motor, the battery, the electric control, the transmission, etc., so the matching between the motor, the battery, the electric control, the transmission and the like is very important.
  • the selection of the motor is the highest efficiency point of the motor test.
  • the battery, the electric control, the transmission and the like do not necessarily cooperate with the motor. If the electric vehicle runs in a road condition that is not suitable for the motor, the motor may be caused. The efficiency is reduced, which in turn causes the overall system to be underutilized.
  • the electronic control system uses the free-wheeling diode to absorb the back electromotive force of the motor. Although there is a current recharging function, the current supply of the battery is increased at the moment of starting or heavy load of the electric vehicle plus the back electromotive force. The motor's current is increased and it is easy to generate heat, the loss is doubled, and the voltage is lowered, resulting in a decrease in motor efficiency.
  • a transmission device is connected between the motor and the tire, and the power of the motor is directly output to the tire to drive the electric vehicle through the transmission device, and there is no technical means for helping the electric vehicle to travel to save power.
  • the object of the present invention is to provide an integrated technology in which the transmission system has a magnetic component to help the electric vehicle to travel to save power and the electric control system has a power factor correction circuit including a refill function to improve driving efficiency.
  • the present invention provides an electric vehicle system integration, which is applicable to an electric vehicle, which comprises a power supply system, a charging system, an electronic control system, a driving system, and a transmission.
  • Dynamic system The power supply system includes at least one battery.
  • the charging system is electrically connected to the battery.
  • the charging system includes a power supply unit, a power supply unit electrically connected to the power supply unit and the charging portion of the battery, and a DC voltage power supply end electrically connected to the charging portion.
  • a converter that converts an alternating voltage into a direct current voltage, the output of which is electrically connected to the positive terminal of the battery.
  • the electronic control system includes a grounding end electrically connected to the negative end of the battery, and a power factor correction (PFC) circuit electrically connected to the negative end of the battery and the positive end of the battery, electrically connected to the battery A circuit breaker between the positive terminal and the power factor correction circuit, and a control unit connected in parallel with the power factor correction circuit.
  • the power factor correction circuit includes at least one first capacitor connected in parallel with the control unit, a first inductance electrically connected between the circuit breaker and the control unit, and an electrical connection between the circuit breaker and the first A diode group between the inductors.
  • the diode group includes three first diodes, and a negative end of each of the first diodes is electrically connected between the first inductor and the circuit breaker.
  • the control unit includes a three-phase switching circuit, each of which is connected in parallel with each of the first capacitors.
  • Each switching circuit of the three-phase switching circuit includes a first switch, a second switch connected in series with the first switch, and a series connection.
  • the current limiting controller of the second switch is not limited to the third switch.
  • the driving system includes a driving motor electrically connected to the electronic control system and supporting the battery and the electronic control system, the driving motor includes a three-phase coil, and each coil of the three-phase coil is electrically connected to each of the three A positive end of the first diode, each coil of the three-phase coil is electrically connected between each of the first switch and each of the second switches.
  • the transmission system includes a casing, a planetary gear unit that is received in the inner space of the casing and connected to the output end of the driving motor, and a first roller that connects the planetary gear unit away from one end of the driving motor, and is connected to the first a transmission unit around the outside of the roller, a second roller connecting the transmission unit away from one end of the first roller, and a first rolling shaft connecting the second roller and the wheel frame of the electric vehicle.
  • the box includes a first cover attached to one end of the case, and a second cover connected to one end of the case and opposite to the first cover, the first cover having a first cover extending through the first cover a first through hole of the plate, the second cover having a second through hole penetrating the second cover.
  • the planetary gear unit includes a ring tooth that is received in the inner space of the box and is connected to the inner edge of the box, and a sun tooth that is received in the inner space of the box and located at the center of the ring tooth.
  • a through hole and a second rolling shaft connecting the sun tooth and the output end of the driving motor, at least three planet teeth uniformly distributed between the inner edge of the ring tooth and the sun tooth and engaging the ring tooth and the sun tooth, lie in a first tray between the second cover and each of the planet teeth, a third rolling axis connected to a side of the first tray away from each of the planet teeth and extending through the second through hole, at least three respectively a pin body extending through each of the planet teeth and connected to a side of the first tray away from the third rolling axis, at least three evenly distributed first magnetic groups connected to each of the planet teeth, and at least three average distribution connections a second magnetic group outside the sun tooth.
  • the second rolling shaft is rotatable within the first through hole.
  • the third rolling shaft is rotatable in the second through hole, and the third rolling shaft is connected to the first roller away from an end of the first tray.
  • Each of the planet teeth has a third through hole extending through each of the planet teeth and respectively for each of the pin bodies, and each of the planetary gears is rotatable around each of the pin bodies.
  • Each of the first magnetic groups includes at least one first magnetic member connected to one side of each of the planetary teeth, and each of the first magnetic members is located at each of the third through holes and the outer edge of each of the planetary teeth between.
  • Each of the second magnetic groups includes at least one second magnetic member connected to one side of the sun gear and on the same side of each of the first magnetic members, and each of the second magnetic members is located at the second rolling axis Between the outer edges of the sun teeth, each of the second magnetic members repels the magnetic properties of each of the first magnetic members.
  • BMS battery management system
  • the invention can improve the power factor and the function of voltage recharging through the setting of the power factor correction circuit, so that the driving motor does not instantaneously increase the current and instantaneously drop the voltage due to the moment of starting when the rated voltage is operated. Thereby the efficiency of the drive motor is increased.
  • the power factor correction circuit of the invention simply utilizes the motor three-phase control electronic switch, and the back electromotive force at the time of closing to improve the power factor, the circuit is simple, does not affect the normal operation of the electronic control system, and is different from the known additional settings.
  • the electronic switch increases the complexity of the circuit.
  • the present invention is arranged such that the magnetic properties of each of the first magnetic member and each of the second magnetic members repel each other to reduce the friction between the sun teeth and each of the planet teeth, and generate a boost It can help the electric vehicle to save power of the battery during driving to increase the endurance of the electric vehicle.
  • the selection of the driving motor of the present invention is based on the actual demand in the running of the electric vehicle, and the required specifications of the driving motor are calculated according to the known vehicle dynamics formula, and then the actual test is performed to determine the more suitable actual demand.
  • the drive motor is different from the known car-making technology that has been directly tested and selected for the highest efficiency point of the motor.
  • the metal-oxide semiconductor Metal-Oxide-Semiconductor Field-Effect Transistor, MOSFET
  • MOSFET Metal-Oxide-Semiconductor Field-Effect Transistor
  • Figure 1 is a block diagram of the circuit of the integrated electric vehicle system of the present invention.
  • FIG. 2 is a block diagram of the charging portion of the present invention.
  • Fig. 3A is a circuit diagram of a charging portion of the present invention.
  • FIG. 3B is a circuit diagram of the sampling circuit, the protection control circuit and the reconnaissance battery voltage circuit of the present invention.
  • FIG. 3C is a circuit diagram of the automatic adjustment output power circuit and the current limiting control circuit of the present invention.
  • Figure 4 is a circuit diagram of the drive motor and electronic control system of the present invention.
  • Figure 5 is an exploded perspective view of the transmission system of the present invention.
  • Figure 6 is a perspective assembled view of the drive motor and transmission system of the present invention.
  • Figure 7 is a schematic view of the sun tooth, the planet teeth, the first magnetic member and the second magnetic member of Figure 6.
  • Figure 8A is a side view of the ring teeth, the sun teeth, the planet teeth, the first magnetic member and the second magnetic member of Figure 6.
  • Fig. 8B is a schematic view showing the solar tooth of the present invention and the initial state of each of the planetary teeth.
  • Figure 8C is a schematic illustration of the solar tooth of the present invention and each of the planetary teeth in a late dynamic state.
  • Figure 9 is a side elevational view of a second embodiment of a first magnetic member and a second magnetic member of the present invention.
  • Figure 10 is a circuit block diagram showing the second embodiment of the electric vehicle system of the present invention.
  • FIG. 1 to FIG. 8A is an electric vehicle system integration 1 of the present invention, which can be applied to an electric vehicle 2 such as an electric motor vehicle, an electric bicycle, a power assist bicycle, or an electric vehicle, and the electric vehicle system integration 1
  • the utility model comprises a power supply system 3, a charging system 4 electrically connected to the power supply system 3, an electronic control system 5 electrically connected to the power supply system 3, a drive system 6 electrically connected to the electronic control system 5, and a connection
  • the output of the drive system 6 is coupled to the drive train 7 of the wheel frame 20 of the electric vehicle 2. among them,
  • the power supply system 3 includes at least one rechargeable battery 30 , the battery 30 can be set as a lead-acid battery or a lithium battery, and when the battery 30 is set as a lithium battery, the electric vehicle system
  • the integration 1 further includes a battery management system (BMS) 8 for monitoring the state of the battery 30, and the battery management system 8 is electrically connected at both ends of the battery 30, as shown in FIG.
  • BMS battery management system
  • the battery management system 8 selects protection with overcharge, overdischarge protection, short circuit protection, temperature control, and balance control. Among them, the balance control is to set the battery 30 to a plurality of, and to present in multiple series and parallel technologies.
  • a Metal-Oxide-Semiconductor Field-Effect Transistor (MOSFET) in the battery management system 8 can be used as a switch.
  • the battery 30 is protected by switching between conduction or non-conduction.
  • the battery management system 8 has a first current limit value, and the battery management system 8 is configured to protect the battery 30 and the drive system 6, thereby ensuring the usability of the battery 30 and improving the electric vehicle. 2 availability and security.
  • the electric vehicle 2 may be provided with a plurality of batteries 30 that can be charged or at least one backup battery that cannot be charged to increase the endurance of the electric vehicle 2 .
  • the electronic control system 5 includes a grounding end 50 electrically connected to the negative end of the battery 30, and a power factor correction electrically connected to the negative end of the battery 30 and the positive end of the battery 30.
  • (Power Factor Correction, PFC) circuit 51 a circuit breaker (CB) 52 electrically connected between the positive end of the battery 30 and the power factor correction circuit 51, and a power factor correction circuit 51 connected in parallel Control unit 56.
  • the power factor correction circuit 51 includes at least one first capacitor 53 connected in parallel with the control unit 56, and is electrically connected to the circuit breaker.
  • a first inductor 54 between the control unit 56 and a diode group 55 electrically connected between the circuit breaker 52 and the first inductor 54.
  • the diode group 55 includes three first diodes 550, and the negative terminal of each of the first diodes 550 is electrically connected between the first inductor 54 and the circuit breaker 52.
  • the control unit 56 includes a three-phase switch circuit 560, each of which is connected in parallel with each of the first capacitors 53.
  • Each switch circuit of the three-phase switch circuit 560 includes a first switch 561, and a series connection of the first switch 561.
  • Two switches 562, and a current limiting controller 563 connected in series with the second switch 562.
  • the length of the line electrically connected between the power factor correction circuit 51 and the control unit 56 is short to allow the power factor correction circuit 51 to approach the control unit 56.
  • the first capacitor 53 is electrically The length of the line connecting the first inductor 54 and the control unit 56 is short to allow the first capacitor 53 to approach the first inductor 54 and the control unit 56.
  • the circuit breaker 52 is configured as a no-fuse circuit breaker, and each of the first switch 561 and each of the second switches 562 is respectively configured as an N-channel metal oxide semiconductor such as an electronic switch.
  • Each of the current limiting controllers 563 is configured as a programmable controller, so that the second current limiting value can be flexibly controlled, and the size of the second current limiting value can be easily changed to meet different requirements of actual services.
  • the first capacitor 53 is set to two, one of the first capacitors 53 is set to a larger farad capacitor, and the other of the first capacitors 53 is set to a lower farad capacitor, in the embodiment of the present invention.
  • One of the first capacitors 53 is set to 800 to 1200 microfarads, and the other of the first capacitors 53 is set to 0.1 microfarads, but is not intended to limit the present case.
  • the inductance value of the first inductor 54 is calculated as the following equation
  • V L V o ⁇ D (2)
  • L represents the inductance value
  • V L represents the voltage across the first inductor 54
  • T s represents the operating frequency
  • D represents the duty cycle
  • i 1 represents the maximum input current
  • i o represents the maximum output current.
  • the maximum output current is matched to the power supply system 3, the electronic control system 5, the drive system 6, and the transmission system 7.
  • the charging system 4 includes a power supply unit 40 for charging, a charging unit 41 electrically connected to the power unit 40 and the battery 30, and a DC voltage supply terminal 42 electrically connected to the charging unit 41.
  • the power supply unit 40 includes a converter 400. The input end of the converter 400 is connected to an AC voltage 401. The AC voltage 401 is converted into a DC voltage via the converter 400 and outputted by the output of the converter 400.
  • the output of the device 400 is electrically connected to the positive terminal of the battery 30.
  • the AC voltage 401 selects the commercial power of the general house.
  • the DC voltage supply terminal 42 selects a DC power supply dedicated to the lower voltage electronic component. In the embodiment of the present invention, the DC voltage supply terminal 42 is set to 12 volts (Volt), but is not limited thereto. Further, an eighth capacitor 301 is connected in parallel across the battery 30 as the case may be.
  • the positive end of the battery 30 is electrically connected to the output end of the converter 400.
  • the charging unit 41 includes a sampling circuit 43 electrically connected to the battery 30, and a protection control circuit 44 electrically connected to the sampling circuit 43.
  • the battery 30 and the reconnaissance battery voltage circuit 45 of the sampling circuit 43 are electrically connected to the automatic adjustment output power circuit 46 of the reconnaissance battery voltage circuit 45, and are electrically connected to the automatic adjustment output power circuit 46.
  • the current limiting control circuit 47 is electrically connected to the voltage stabilizing circuit 48 of the battery 30, and a display circuit 49 electrically connected to the battery 30 for displaying the state of charge of the battery 30.
  • the voltage stabilizing circuit 48 is exemplified by the linear regulator of the LM317 in the embodiment of the present invention, and in fact, other rectifiers such as a power supply unit with a set of 12 volt coils or another set of transformers can be used for 12 volts.
  • the rectifier is applied.
  • the display circuit 49 has at least two light-emitting diodes of different colors that enable the battery 30 to be in a fully charged state or a charged state.
  • the sampling circuit 43 of the charging portion 41 includes a first resistor 430 connected in series and parallel to the battery 30, and a second capacitor 431 connected in series and parallel to the battery 30, each of the first resistors
  • the connection end between the 430s is electrically connected to the connection end between each of the second capacitors 431.
  • the protection control circuit 44 of the charging portion 41 includes a first Zener diode 440 electrically connected to the connection end between each of the second capacitors 431, and a first photoelectrically electrically connected to the positive end of the first Zener diode 440.
  • An optical coupler (OC) 441, and a second resistor 442 electrically connected to the negative end of the first optocoupler component 441 and the negative end of the battery 30.
  • the negative terminal of the first Zener diode 440 is electrically connected to the connection end between each of the second capacitors 431.
  • the positive terminal of the first photoelectric coupling component 441 is electrically connected to the first Zener diode 440. Positive end.
  • the first optocoupler assembly 441 can be configured as a PC 817.
  • the reconnaissance battery voltage circuit 45 of the charging unit 41 includes a third resistor 450 electrically connected between each of the second capacitors 431, and a fourth resistor 451 electrically connected to the third resistor 450.
  • a first Zener 452 connected to the negative terminal of the battery 30 and a second Zener diode 453 electrically connected between each of the second capacitors 431 is electrically connected to the second Zener a fifth resistor 454 at the positive end of the diode 453, a second optocoupler assembly 455 electrically connected to the fifth resistor 454, a third capacitor 456 electrically connected to the negative end of the second optocoupler assembly 455, and an electrical connection
  • the third capacitor 456 is electrically connected to the sixth resistor 457 between the third resistor 450 and the fourth resistor 451, and is electrically connected to the programmable precision of the negative terminal of the second optoelectronic coupling component 455 and the third capacitor 456.
  • the voltage reference 458 is electrically connected to the second photo-electrical coupling component 455 and the seventh resistor 459 of the grounding terminal 50.
  • the second photo-electrical coupling component 455 is electrically connected to the terminal and the DC voltage is electrically connected.
  • the eighth resistor 4510 of the terminal 42 is electrically connected thereto.
  • a first NPNN bipolar transistor (BJT) 4511 electrically connected to the first optocoupler component 441, and electrically connected to the first
  • the NPN bipolar transistor 4511 is electrically connected to the ninth resistor 4512 of the DC voltage supply terminal 42 and electrically connected to the first photocoupler 441 and the tenth resistor 4513 of the ground terminal 50, and is electrically connected.
  • the first optocoupler assembly 441 emits a fourth capacitance 4514 that is extreme with the ground terminal 50.
  • the negative terminal of the second Zener diode 453 is electrically connected between each of the second capacitors 431.
  • the positive terminal of the second optoelectronic coupling component 455 is electrically connected to the fifth resistor 454.
  • the programmable precision voltage is The negative end of the reference 458 is electrically connected between the negative end of the second optocoupler assembly 455 and the third capacitor 456.
  • the reference end of the programmable precision voltage reference 458 is electrically connected to the third resistor 450 and the The sixth resistor 451 is electrically connected between the fourth resistor 451, and the programmable resistor
  • the positive terminal of the dense voltage reference 458 is electrically connected to the negative terminal of the battery 30.
  • the base of the first NPN bipolar transistor 4511 is electrically connected to the second photocoupler 455 and the eighth resistor. At the connection between the 4510, the emitter of the first NPN bipolar transistor 4511 is electrically connected to the collector terminal of the first optocoupler assembly 441.
  • the programmable precision voltage reference 458 can be set to TL431
  • the second optocoupler assembly 455 can be set to PC817.
  • the auto-adjusting output power circuit 46 of the charging portion 41 includes an eleventh resistor 460 electrically connected to the emitter end of the first optocoupler assembly 441, and a first operational amplifier electrically connected to the eleventh resistor 460 (Operational An Amplifier (OPA) 461, a second operational amplifier 462 electrically connected to the negative terminal of the first operational amplifier 461, electrically connected to the negative terminal of the first operational amplifier 461 and electrically connected to the negative terminal of the second operational amplifier 462
  • the fifth capacitor 463 of the grounding terminal 50 is electrically connected to the negative terminal of the second operational amplifier 462 and the second diode 464 of the output of the second operational amplifier 462, and is electrically connected to the negative terminal of the second operational amplifier 462.
  • the twelfth resistor 465 of the DC voltage supply terminal 42 is electrically connected to the positive terminal of the second operational amplifier 462 and the thirteenth resistor 466 of the DC voltage supply terminal 42 , and is electrically connected to the second operational amplifier 462.
  • the fourth and fourth resistors 467 of the grounding terminal 50 are electrically connected to the first operational amplifier 462 and the fifteenth resistor 468 of the output of the second operational amplifier 462, and are electrically connected to the first operational amplifier 4
  • the second NPN bipolar transistor 469 at the output end of the 61-electrode voltage supply terminal 42 is electrically connected to the second NPN bipolar transistor 469 and the second NPN bipolar transistor 469.
  • a sixteenth resistor 4610 connected to the DC voltage supply terminal 42 is electrically connected to the second NPN bipolar transistor 469 and is connected to the DC voltage supply terminal 42 and electrically connected to the sixth capacitor 4611 of the ground terminal 50.
  • An PNP bipolar transistor 4612 electrically connected to the output terminal of the first operational amplifier 461 and the second NPN bipolar transistor 469 is electrically connected to the ground terminal 50, and is electrically connected to the second NPN dual
  • the seventeenth resistor 4613 between the emitter terminal 469 and the emitter of the PNP bipolar transistor 4612 is electrically connected to the seventeenth resistor 4613 and electrically connected to the PNP bipolar transistor 4612.
  • the eighteenth resistor 4614 of the grounding terminal 50 is electrically connected to the N-channel enhancement type metal oxide semiconductor 4615 between the seventeenth resistor 4613 and the eighteenth resistor 4614, and is electrically connected to the N Channel-Enhanced Metal Oxide Semiconductor 4615 Drain Terminal (Dr Ain) a choke 4616 with a negative end of the battery 30, and a flywheel diode electrically connected to the drain end of the N-channel enhancement type metal oxide semiconductor 4615 and the drain of the battery 30 (free) -wheeling diode) 4617.
  • Dr Ain Drain Terminal
  • a choke 4616 with a negative end of the battery 30 a flywheel diode
  • the positive terminal of the first operational amplifier 461 is electrically connected to the eleventh resistor 460.
  • the negative terminal of the first operational amplifier 461 is electrically connected to the negative terminal of the second operational amplifier 462.
  • the negative terminal of the 464 is electrically connected to the output end of the second operational amplifier 462.
  • the base of the second NPN bipolar transistor 469 is electrically connected to the output of the first operational amplifier 461.
  • the second NPN bipolar transistor 469 The set is electrically connected to the DC voltage supply terminal 42.
  • the base of the PNP bipolar transistor 4612 is electrically connected to the output of the first operational amplifier 461.
  • the emitter of the PNP bipolar transistor 4612 is electrically connected.
  • the emitter terminal of the two NPN bipolar transistor 469 is electrically connected to the ground terminal 50.
  • the gate terminal (Gate) of the N-channel enhancement type metal oxide semiconductor 4615 is electrically connected. Between the seventeenth resistor 4613 and the eighteenth resistor 4614, the negative terminal of the flywheel diode 4617 is electrically connected to the positive end of the battery 30 and the output end of the converter 400. The positive terminal of the flywheel diode 4617 is electrically connected. In the choke 4616 and the N-channel Strong type metal oxide semiconductor between the drain terminal 4615. One of the first resistors 430 of the sampling circuit 43 is electrically connected to the positive end of the battery 30, and the other first resistor 430 is electrically connected between the negative end of the battery 30 and the choke 4616.
  • the sampling circuit One of the second capacitors 431 is electrically connected to the positive end of the battery 30, and the other second capacitor 431 is electrically connected between the negative end of the battery 30 and the choke 4616.
  • the circuit structure to which the first operational amplifier 461 and the second operational amplifier 462 are connected is Pulse-Width Modulation (PWM). In other embodiments, other similar controllers may be used instead. PWM.
  • the flywheel diode 4617 can be used to release the voltage of the choke 4616 to prevent the choke 4616 from functioning for the next charging, thereby allowing the choke 4616 to exert maximum efficiency.
  • the current limiting control circuit 47 of the charging portion 41 includes a nineteenth resistor 470 electrically connected between the source terminal of the N-channel enhancement type metal oxide semiconductor 4615 and the ground terminal 50. a tens resistor 471 connected between the source terminal of the N-channel enhancement metal oxide semiconductor 4615 and the 19th resistor 470, and a third operational amplifier 472 electrically connected to the tens resistor 471, sexually connected to the negative terminal of the third operational amplifier 472 and the first A seventh capacitor 473 electrically connected between the twenty resistors 471 and electrically connected to the second terminal of the third operational amplifier 472 and the seventh capacitor 473 and electrically connected to the ground terminal 50 A variable resistor 474, and a second eleventh resistor 475 electrically connected to the positive terminal of the third operational amplifier 472 and electrically connected to the DC voltage supply terminal 42.
  • the negative terminal of the third operational amplifier 472 is electrically connected to the twentieth resistor 471.
  • the output terminal of the third operational amplifier 472 is electrically connected to the positive terminal of the first operational amplifier
  • the charging system 4 includes a third switch 9 electrically connected between the power supply unit 40 and the charging portion 41. Once a certain circuit or a component of the charging portion 41 is damaged, immediately The third switch 9 is turned OFF to avoid a chain reaction of damage between components, allowing the service personnel to conveniently access a certain circuit or a component in the charging portion 41.
  • the third switch 9 is set as a fuse switch.
  • the charging relationship of the components in the charging unit 41 is described in more detail.
  • the charging portion 41 is not properly connected to the front and back ends of the battery 30, the battery 30 voltage is too low, or the battery 30 is When a short circuit occurs, the power supply unit 40 does not charge the battery 30 via the protection control circuit 44 to protect the battery 30.
  • the power supply unit 40 does not charge the battery 30 via the protection control circuit 44 to protect the battery 30.
  • the voltage of the battery 30 is too small and less than twice the reverse collapse voltage of the second Zener diode 453
  • the battery 30 is not charged.
  • the reconnaissance battery voltage circuit 45 detects that the voltage of the battery 30 is insufficient, the load energy rate (Duty) of the N-channel enhancement type metal oxide semiconductor 4615 increases, and is controlled by the third operational amplifier 472.
  • the flow and pulse voltage values are not greater than the maximum current that the battery 30 can withstand, thereby preventing the battery 30 from being overcharged. Further, when the battery 30 is gradually increased in charging voltage, the load energy rate of the N-channel enhancement type metal oxide semiconductor 4615 is gradually decreased to prevent the temperature of the battery 30 from rising, thereby increasing the life of the battery 30. In addition, when the battery 30 is fully charged, the battery 30 is no longer charged by the reconnaissance battery voltage circuit 45 to prevent the battery 30 from being overcharged.
  • the drive system 6 includes a drive motor 60 electrically connected to the electronic control system 5 , the drive motor 60 is coupled to the battery 30 and the electronic control system 5 .
  • the driving motor 60 includes a three-phase coil 600. Each coil of the three-phase coil 600 is electrically connected to a positive end of each of the first diodes 550. Each coil of the three-phase coil 600 is electrically connected. Connected between each of the first switch 561 and each of the second switches 562.
  • the impedance of the first inductor 54 of the present invention is much smaller than the impedance value of each of the coils 600, thereby allowing the operating voltage of the driving motor 60 to be normal and not easily heated, thereby increasing the efficiency of the driving motor 60, especially When overloaded or repeated startup.
  • the driving motor 60 is a permanent magnet type DC brushless motor, but is not limited thereto.
  • the conduction of each of the first switch 561 and each of the second switches 562 is a known permanent magnet DC brushless motor and the operation of the control unit 56, and therefore will not be described.
  • each coil of the three-phase coil 600 can be separately controlled by using a timing signal, and the signal is accelerated by the buffer circuit according to the signal size of the electric vehicle 2 by the buffer circuit for about 0.5 seconds, and then the driving is controlled by a pulse width modulation technique.
  • the motor 60 operates smoothly, so that the electric vehicle 2 does not have a risk of violent rush during driving.
  • the first current limit value of the battery management system 8 is set to be slightly larger than the second current limit value of the electronic control system 5, thereby preventing the metal oxide semiconductor in the battery management system 8 from being switched by the switch. The number of times is too hot and the damage is burned. Or when the electronic control system 5 is limited to an open current fault, the drive motor 60 can still be controlled by the battery management system 8, so that the drive motor 60 can still operate within the range of the first current limit value, thereby preventing The drive motor 60 is over-current and damaged. If the first current limit value and the second current limit value fail simultaneously, the circuit breaker 52 can still be tripped, so that the battery 30 does not supply power to the drive motor 60 to prevent the electric vehicle 2 from overshooting. In an actual implementation, selecting the appropriate battery management system 8, the capacity of the battery 30, and the charging system 4 can increase the cycle life of the battery 30, thereby increasing the endurance of the electric vehicle 2.
  • the present invention can improve the power factor and the function of voltage recharging, so that the driving motor 60 does not instantaneously increase the current and instantaneously drop the voltage due to the moment of starting when the rated voltage is operated. Thereby the efficiency of the drive motor 60 is increased.
  • the power factor correction circuit 51 of the present invention simply utilizes the motor three-phase control electronic switch, and the back electromotive force at the time of closing to improve the power factor.
  • the circuit is simple, and does not affect the normal operation of the electronic control system 5, which is different from the known additional settings.
  • the electronic switch increases the complexity of the circuit.
  • the electric control system 5 of the electric vehicle system of the present invention integrates the capacity of the drive system 6, the transmission system 7 and the battery 30 according to actual needs, and different needs have different integrations.
  • the electronic control system 5 can be applied to, for example, an electric motor vehicle, an electric bicycle, a power-assisted bicycle, or an electric vehicle.
  • the selection of the driving motor 60 of the present invention is based on the actual demand in the running of the electric vehicle 2, and the required specifications of the driving motor 60 are calculated according to the known vehicle dynamics formula, and then the actual test is used to determine the actuality.
  • the drive motor 60 is required to be different from the known vehicle-making technology that has been directly tested to select the highest efficiency point of the motor.
  • a motor matching the battery 30, the electronic control system 5, and the transmission system 7 is selected, and the electric vehicle 2 is required to calculate the driving condition before the vehicle is built.
  • the transmission system 7 includes a casing 70, a planetary gear unit 71 accommodated in the internal space 700 of the casing 70 and connected to the output end of the driving motor 60, and a planetary gear unit connected thereto.
  • the unit 71 is away from the first roller 72 at one end of the driving motor 60, a transmission unit 73 connected to the periphery of the first roller 72, a second roller 74 connecting the transmission unit 73 away from the end of the first roller 72, and a
  • the second roller 74 is coupled to the first rolling shaft 75 of the wheel frame 20 of the electric vehicle 2.
  • the box body 70 includes a first cover plate 701 connected to one end of the box body 70 and connected to the inner space 700 of the box body 70, and a first end cover 701 connected to the box body 70 and opposite to the first cover plate 701 and A second cover 702 is connected to the internal space 700 of the casing 70.
  • the first cover 701 has a first through hole 703 extending through the first cover 701 and communicating with the internal space 700 of the case 70, and a plurality of first snails disposed on the outer edge of the first cover 701 Hole 705.
  • the second cover 702 has a second through hole 704 extending through the second cover 702 and the internal space 700 of the case 70, and a plurality of distributions are formed outside the second cover 702. The second screw hole of the edge.
  • the planetary gear unit 71 includes a ring tooth 710 received in the inner space 700 of the casing 70 and connected to the inner edge of the casing 70.
  • the ring gear 710 is accommodated in the inner space 700 of the casing 70 and located at the center of the ring gear 710.
  • the sun gear 711 extends through the first through hole 703 and connects the sun gear 711 and the second rolling shaft 712 of the output end of the driving motor 60. At least three are evenly distributed between the inner edge of the ring gear 710 and the sun tooth 711.
  • the pin body 716 on one side has at least three first magnetic groups 717 evenly distributed outside each of the planet teeth 713, and at least three second magnetic groups 718 evenly distributed outside the sun teeth 711.
  • the connecting end of the ring tooth 710 and the inner edge of the box 70 can be fixed by a film, or the ring tooth 710 and the box 70 can be directly formed integrally, but not limited thereto.
  • the ring gear 710 has a plurality of third screw holes 7100 respectively distributed on one outer edge of the ring gear 710 and corresponding to each of the first screw holes 705, and a plurality of outer edges disposed on one side of the ring gear 710 and corresponding to each a fourth screw hole of the second screw hole.
  • the first screw hole 705 is respectively inserted into each of the first screw holes 706 by screws, and is screwed to each of the third screw holes 7100 to fix the first cover plate 701 to the ring gear 710. side.
  • the second screw hole 707 is respectively inserted into each of the second screw holes by a plurality of second locking components 707 such as screws, and is screwed to each of the fourth screw holes, so that the second cover plate 701 is fixed to the ring gear 710 relative to the first One side of a cover plate 701.
  • the second rolling shaft 712 is rotatable within the first through hole 703.
  • the third rolling shaft 715 is rotatable in the second through hole 704 , and the third rolling shaft 715 extends away from the first tray 714 to extend through the second through hole 704 and connects the first roller 72 .
  • Each of the planet teeth 713 has a third through hole 7130 extending through each of the planet teeth 713 and extending through each of the pin bodies 716, and each of the planet teeth 713 is capable of surrounding each of the pin bodies 716.
  • the connecting end of the first tray 714 and the third rolling shaft 715 can be fixedly fixed by screwing or screwing.
  • the connecting end of the first tray 714 and each of the pin bodies 716 can be fixed by screwing or screwing. But not limited to this.
  • Each of the first magnetic groups 717 includes at least one first magnetic member 7170 connected to one side of each of the planetary teeth 713, and each of the first magnetic members 7170 is located at each of the third through holes 7130 and each One of the outer edges of the planet teeth 713.
  • Each of the second magnetic groups 7180 includes at least one second magnetic member 7180 connected to one side of the sun gear 711 and on the same side of each of the first magnetic members 7170, and each of the second magnetic members 7180 is located at the first The two rolling shafts 712 are spaced from the outer edges of the sun teeth 711, and each of the second magnetic members 7180 repels the magnetic properties of each of the first magnetic members 7170.
  • the first magnetic member group 717 is set to three groups and is evenly distributed outside each of the planetary teeth 713.
  • the second magnetic group 718 is set to three groups and is evenly distributed outside the sun teeth 711.
  • the first magnetic group 717 can also be set to be four or five or six groups evenly distributed outside each of the planetary teeth 713, and the second magnetic group 718 can also be set to four or five groups. Or six groups are evenly distributed outside the sun tooth 711, but not limited thereto.
  • each of the first magnetic member 7170 and each of the planetary teeth 713 can be fixed by a film, a tape or a screw, and the connecting end of each of the second magnetic members 7180 and the sun gear 711 can be It is fixed by glue film or tape or screw, but it is not used to limit the case.
  • the invention is arranged such that each of the first magnetic member 7170 and each of the second magnetic members 7180 are repulsively arranged to reduce the friction between the sun teeth 711 and each of the planet teeth 713, and
  • the power generation can help the electric vehicle 2 to save power of the battery 30 during driving to increase the endurance of the electric vehicle 2.
  • the transmission system 7 of the electric vehicle system integration 1 of the present invention can be separately integrated with other systems according to actual needs, and is not necessarily related to the power supply system 3 of the present invention, the charging system 4, the electronic control system 5, And the drive system 6 exists at the same time to work. Thereby, the transmission system 7 can be applied to an electric vehicle 2 such as an electric motor vehicle, an electric bicycle, a power-assisted bicycle, or an electric vehicle.
  • the transmission unit 73 can actually be applied by a belt or a refining or a shifting device.
  • the transmission unit 71 is illustrated by a belt, but is not intended to limit the present case.
  • Each of the first magnetic member 7170 and each of the second magnetic members 7180 are provided as powerful magnets, and the shape and type of the magnets are not limited as long as each of the first magnetic members 7170 and each of the second portions The magnetic material of the magnetic member 7180 can be repelled.
  • the ring teeth 710 in order to maximize the efficiency of each of the first magnetic member 7170 and each of the second magnetic members 7180, can be
  • the sun gear 711, the second rolling shaft 712, each of the planet teeth 713, the first tray 714, the third rolling shaft 715, and each of the pin bodies 716 are respectively made of a non-magnetic material. After each setting of the pin body 716, each One of the planet teeth 713 is not easy to drift during the rotation, so that the spacing of each of the planet teeth 713 is kept at the same distance, so that each of the planet teeth 713 can exert maximum effect when rotated.
  • the first magnetic member 7170 of each of the first magnetic groups 717 and the second magnetic member 7180 of each of the second magnetic groups 718 are implemented as one, and in the embodiment, The first magnetic member 7170 of each of the first magnetic groups 717 is disposed at two sides and is respectively connected to the left and right sides of each of the planetary teeth 713, and the second magnetic member 7180 of each of the second magnetic groups 718 is disposed. It is two and is respectively connected to the left and right sides of the sun tooth 711, but is not used to limit the case.
  • Each of the first magnetic members 7170 and the sun teeth 711 are disposed on each side of each of the planet teeth 713 to provide a second magnetic member 7180 on both sides thereof to balance the left and right during operation.
  • the magnetic properties of one of the first magnetic members 7170 and the other of the first magnetic members 7170 of each of the first magnetic groups 717 may be opposite or the same, each of the second magnetic groups 718.
  • the magnetic properties of the second magnetic member 7180 and the other second magnetic member 7180 can also be reversed or identical.
  • one of the first magnetic groups of each of the first magnetic groups 717 is The magnetic property of the member 7170 is opposite to that of the other first magnetic member 7170, and the magnetic properties of one of the second magnetic members 7180 of each of the second magnetic groups 718 and the other of the second magnetic members 7180 are opposite.
  • each of the second magnetic members 7180 and each of the first magnetic members 7170 may be staggered, as shown in FIG. 8A, or each of the second magnetic members 7180 may be aligned.
  • a first magnetic member 7170 is disposed as shown in FIG.
  • the first one of the planetary gear units 71 includes a first connection
  • the first bearing 760 of the inner edge of the hole 703 extends through the first bearing 760.
  • the first planetary bearing unit 71 includes at least one first bearing 760 connected to one side of the first cover plate 701 and located at one end of the first through hole 703.
  • the second rolling shaft 712 extends through the first bearing 760. And the first through hole 703.
  • one of the planetary gear units 71 includes a second connection
  • the second bearing 761 of the inner edge of the hole 704 extends through the second bearing 761.
  • the second is that the planetary gear unit 71 includes at least one side connected to the second cover 702 and A second bearing 761 is formed at one end of the second through hole 704, and the third rolling shaft 715 extends through the second bearing 761 and the second through hole 704.
  • the planetary gear unit 71 includes a connection at each of the A third bearing 762 at an inner edge of the third through hole 7130, each of the pin bodies 716 penetrating each of the third bearings 762.
  • the second planetary bearing unit 71 includes at least one third bearing 762 connected to one side of each of the planetary teeth 713 and located at one end of each of the third through holes 7130.
  • Each of the pin bodies 716 extends through each of the pins 716.
  • the third bearing 762 is associated with each of the third through holes 7130.
  • the first bearing 760 is disposed at an inner edge of the first through hole 703 and is closely matched with the second rolling shaft 712.
  • the second bearing 761 is disposed at one and located in the second through hole.
  • the inner edge of the 704 is closely matched with the third rolling shaft 715.
  • the third bearing 762 is disposed at one of the inner edges of each of the third through holes 7130 and is closely matched with each of the pin bodies 716, but is not used for Limit the case.
  • the planetary gear unit 71 includes a first cover. a second tray 763 between the plate 701 and the sun gear 711, the second tray 763 has a fourth through hole 764 extending through the second tray 763 and extending through the second rolling shaft 712, each of the pin bodies One end of the 716 away from the first tray 714 extends through each of the third through holes 7130 and connects the second tray 763, so that the sun teeth 711 and each of the planet teeth 713 are held in the first tray 714 and the second Between trays 763.
  • the connecting end of the second tray 763 and each of the pin bodies 716 can be fixed by screwing or screwing.
  • the connecting end of the second tray 763 and each of the pin bodies 716 is The three locking components 765 are fixed to the fifth screw hole 766 in a screwing manner, but are not intended to limit the case.
  • the second tray 763 is set to be a non-magnetic material.
  • the driving motor 60 is activated and the second rolling shaft 712 is rotated, and then the sun gear 711 is rotated, and then the driving is performed.
  • the planet teeth 713 rotate. Since the ring gear 710 is fixedly connected to the inner edge of the casing 70, the ring gear 710 does not rotate by itself. When the sun gear 711 rotates clockwise, each of the planet teeth 713 rotates counterclockwise along the sun. Between the tooth 711 and the ring tooth 710 The trajectory moves as shown in FIG.
  • each of the planet teeth 713 rotates clockwise and moves along the trajectory between the sun gear 711 and the ring gear 710, as shown in the figure. 8C is shown.
  • the planetary gear 713 moves along the trajectory, the first tray 714 is rotated, and then the third rolling shaft 715 is rotated, and then the first roller 72, the transmission unit 73, the second roller 74, The first rolling shaft 75 and the wheel frame 20 of the electric vehicle 2 rotate to move the electric vehicle 2.
  • each of the first magnetic members 7170 Repulsively disposed with each of the second magnetic members 7180 such that there is a buoyancy between the sun teeth 711 and each of the planet teeth 713 to reduce the sun teeth 711 from each of the planet teeth 713 a frictional force between the joints, and then a rotational force of the sun gear 711 is given when the drive motor 60 is actuated, and the rotational force is greater than the friction force, thereby enabling the sun gear 711 and each of the planet teeth 713 Smoothly turn to the other side.
  • the direction in which the sun gear 711 and each of the planet teeth 713 rotate according to the actual situation is set according to the actual situation, and the setting of the rotation direction is not the main axis of the present case, as long as the rotation passes through each of the first magnetic members 7170 and each
  • the principle that the second magnetic member 7180 is magnetically repelled is the protection range of the present invention.
  • the present invention can improve the power factor and the function of voltage recharging through the setting of the power factor correction circuit 51, so that the driving motor 60 does not instantaneously increase the current due to the moment of starting when the rated voltage is operated. And the voltage drops instantaneously, thereby increasing the efficiency of the drive motor 60.
  • the power factor correction circuit 51 of the present invention uses the motor three-phase control electronic switch to improve the power factor by closing the back electromotive force, and the circuit is simple, and does not affect the normal operation of the electronic control system 5, which is different from the known An additional set of electronic switches increases the complexity of the circuit.
  • the present invention reduces the magnetic repulsion of each of the first magnetic members 7170 and each of the second magnetic members 7180 to reduce the engagement of the sun teeth 711 with each of the planet teeth 713.
  • the frictional force and the assisting force can help the electric vehicle 2 to save the power of the battery 30 during driving to increase the endurance of the electric vehicle 2.
  • the selection of the drive motor 60 of the present invention is based on the actual demand in the running of the electric vehicle 2, and the required specifications of the drive motor 60 are calculated, and then the actual test is performed to determine the drive motor that meets the actual demand. 60, different from the known car manufacturing technology that has been directly tested and selected the highest efficiency point of the motor.
  • the manner in which the first current limit value is slightly larger than the second current limit value can prevent the metal oxide semiconductor in the battery management system 8 from being damaged due to the heat generation of the switching.
  • the driving motor 60 can still be controlled by the battery management system 8, so that the driving motor 60 can still work in the range of the first current limiting value to prevent the The drive motor 60 is over-current and damaged.
  • Electric vehicle system integration 1 Electric vehicle.2
  • the eighth resistor .4510 the first NPN bipolar transistor .4511
  • the fourth capacitor .4514 automatically adjusts the output power circuit.46
  • Second diode.464 twelfth resistor.465
  • N-channel reinforced metal oxide semiconductor 4615
  • the twenty-first resistor.475 voltage regulator circuit.48 The twenty-first resistor.475 voltage regulator circuit.48
  • Circuit breaker .52 first capacitor .53

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  • Power Engineering (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

一种电动车系统整合，包含供电系统，充电系统，电控系统，驱动系统及传动系统。该电控系统包含功率因子校正电路。该驱动系统包含驱动马达。该传动系统包含行星齿轮单元，该行星齿轮单元包含太阳齿，至少三个行星齿，至少三个第一磁性组，以及至少三个第二磁性组。每一该第一磁性组包含至少一位于每一该行星齿一侧的第一磁性件，每一该第二磁性组包含至少一位于该太阳齿一侧且与每一该第一磁性件同一侧的第二磁性件。经过该功率因子校正电路的设置，使该驱动马达在额定电压工作时不会因为启动或重载而使电压瞬间压降，藉此不会影响该驱动马达的效率。经过每一该第一磁性件及每一该第二磁性件的设置使电动车在行驶过程中较省电。

Description

电动车系统整合 技术领域
本发明涉及一种电动车系统整合，尤指涉及一种能帮助电动车行驶以节省电力及提高电动车行车效率的整合技术。
背景技术
一般而言，电动车的行车效率是来自于马达、电池、电控、传动等整体系统的配合，因此马达、电池、电控、传动等系统之间的匹配非常重要。
已知马达的选用是以马达测试的最高效率点，作为造车的根据，由于电池、电控、传动等系统未必配合马达，倘若电动车行驶在不适合该马达的路况中，恐导致该马达的效率降低，进而造成整体系统的效率未充分发挥。
已知电控系统是利用飞轮二极管(free-wheeling diode)吸收马达的反电势，虽然有电流回充功能，但电动车启动的瞬间或重载时电池的供电流增大加上反电势，使马达的电流增大而易发热、损失加倍及电压下降，造成马达效率降低。
而已知传动系统是在马达与轮胎之间连接有一变速装置，经过该变速装置直接将马达的动力输出至轮胎来驱使电动车行驶，并未有帮助电动车行驶以节省电力的技术手段。
因此，电动车为增加续航力及提高行车效率在系统整合中仍有改进的必要。
发明内容
本发明的目的在于提出一种传动系统具有磁性件能帮助电动车行驶以节省电力及电控系统具有功率因子校正电路含回充功能以提高行车效率的整合技术。
根据上述目的，本发明提出一种电动车系统整合，适用于一电动车，其包含有一供电系统，一充电系统，一电控系统，一驱动系统，以及一传 动系统。其中，该供电系统包含有至少一电池。该充电系统电性连接该电池，该充电系统包含有一电源部，一电性连接该电源部与该电池的充电部，以及一电性连接该充电部的直流电压供电端，该电源部包含有一将交流电压转换为直流电压的转换器，该转换器输出端电性连接该电池正端。
该电控系统包含有一电性连接在该电池负端的接地端，一电性连接在该电池负端与该电池正端的功率因子校正(Power Factor Correction，PFC)电路，一电性连接在该电池正端与该功率因子校正电路之间的断路器，以及一并联该功率因子校正电路的控制单元。该功率因子校正电路包含有至少一并联该控制单元的第一电容，一电性连接在该断路器与该控制单元之间的第一电感，以及一电性连接在该断路器与该第一电感之间的二极管组。该二极管组包含有三第一二极管，每一该第一二极管的负端电性连接在该第一电感与该断路器之间。该控制单元包含有一三相开关电路，分别并联每一该第一电容，该三相开关电路的每一开关电路包含有一第一开关，一串联该第一开关的第二开关，以及一串联该第二开关的限流控制器。
该驱动系统包含有一电性连接该电控系统且配合该电池与该电控系统的驱动马达，该驱动马达包含有一三相线圈，该三相线圈的每一线圈分别电性连接每一该第一二极管的正端，该三相线圈的每一线圈分别电性连接在每一该第一开关与每一该第二开关之间。
该传动系统包含有一箱体，一容置在该箱体内部空间且连接该驱动马达输出端的行星齿轮单元，一连接该行星齿轮单元远离该驱动马达一端的第一滚轮，一连接在该第一滚轮外周围的传动单元，一连接该传动单元远离该第一滚轮一端的第二滚轮，以及一连接该第二滚轮与该电动车的轮框的第一滚动轴。该箱体包含有一连接在该箱体一端的第一盖板，以及一连接在该箱体一端且相对该第一盖板的第二盖板，该第一盖板具有一贯通该第一盖板的第一通孔，该第二盖板具有一贯通该第二盖板的第二通孔。该行星齿轮单元包含有一容置在该箱体内部空间且连接该箱体内缘的环齿，一容置在该箱体内部空间且位于该环齿中央处的太阳齿，一穿伸该第一通孔且连接该太阳齿与该驱动马达输出端的第二滚动轴，至少三平均分布在该环齿内缘与该太阳齿之间并与该环齿及该太阳齿啮接的行星齿，一位于 该第二盖板与每一该行星齿之间的第一托盘，一连接在该第一托盘远离每一该行星齿一侧且穿伸该第二通孔的第三滚动轴，至少三分别穿伸每一该行星齿且连接在该第一托盘远离该第三滚动轴一侧的销体，至少三平均分布连接在每一该行星齿外侧的第一磁性组，以及至少三平均分布连接在该太阳齿外侧的第二磁性组。该第二滚动轴系能在该第一通孔内旋转。该第三滚动轴系能在该第二通孔内旋转，且该第三滚动轴远离该第一托盘的一端连接该第一滚轮。每一该行星齿具有一贯通每一该行星齿且分别供每一该销体穿伸的第三通孔，每一该行星齿系能在每一该销体外周围旋转。每一该第一磁性组包含有至少一连接在每一该行星齿一侧的第一磁性件，每一该第一磁性件位于每一该第三通孔与每一该行星齿外缘之间。每一该第二磁性组包含有至少一连接在该太阳齿一侧且与每一该第一磁性件同一侧的第二磁性件，每一该第二磁性件位于该第二滚动轴与该太阳齿外缘之间，每一该第二磁性件与每一该第一磁性件的磁性相斥。
进一步地，更包含有一监测该电池状态的电池管理系统(Battery Management System，BMS)，该电池管理系统具有一第一限流值，该电控系统具有一第二限流值，该第一限流值略大于该第二限流值。该电池设为锂电池。
本发明的特点在于：
1.本发明经过该功率因子校正电路的设置，可以改善功率因子及具有电压回充的功能，使该驱动马达在额定电压工作时不会因启动的瞬间造成电流瞬间增大及电压瞬间下降，藉此提高该驱动马达的效率。
2.本发明该功率因子校正电路系简易利用马达三相控制电子开关，关闭时的反电动势来改善功率因子，其电路简单，不影响该电控系统正常工作，有别于已知经过额外设置的电子开关，增加电路的复杂度。
3.本发明经过每一该第一磁性件与每一该第二磁性件的磁性相斥的设置方式，使其减少该太阳齿与每一该行星齿啮接处的摩擦力，并产生助力而可以帮助该电动车行驶中节省该电池的电力，以增加该电动车的续航力。
4.本发明该驱动马达的选用是根据该电动车行驶中的实际需求，依据已知车辆动力学公式计算得到该驱动马达所需的规格，此后再经过实际测试来决定较符合实际需求的该驱动马达，有别于已知直接经过测试，选择马达最高效率点的造车技术。
5.经过该第一限流值略大于该第二限流值的方式，不仅可以防止该电池管理系统中的金属氧化物半导体(Metal-Oxide-Semiconductor Field-Effect Transistor，MOSFET)因开关切换次数多发热而损坏。或是在该电控系统限流开路故障时，该驱动马达仍可经过该电池管理系统的控制，使该驱动马达仍可在该第一限流值的范围工作，以防止该驱动马达过流而损坏。
附图说明
图1：本发明电动车系统整合的电路方块图。
图2：本发明充电部的区块图。
图3A：本发明充电部的电路图。
图3B：本发明取样电路、保护控制电路及侦察电池电压电路的电路图。
图3C：本发明自动调整输出功率电路及限流控制电路的电路图。
图4：本发明驱动马达与电控系统的电路示意图。
图5：本发明传动系统的立体分解图。
图6：本发明驱动马达与传动系统的立体组合图。
图7：图6太阳齿、行星齿、第一磁性件及第二磁性件的示意图。
图8A：图6环齿、太阳齿、行星齿、第一磁性件及第二磁性件的侧视图。
图8B：本发明太阳齿与每一该行星齿动态初期时的示意图。
图8C：本发明太阳齿与每一该行星齿动态后期时的示意图。
图9：本发明第一磁性件与第二磁性件第二实施例的侧视图。
图10：本发明电动车系统整合第二实施例的电路方块图。
具体实施方式
以下配合附图，详细说明本发明的结构如何组合、使用，应当更容易了解本发明的目的、技术内容、特点及其所达成的功效。
请参阅图1至图8A所示，其为本发明一种电动车系统整合1，可适用于电动机车、电动自行车、电动辅助自行车、或电动汽车等电动车2中，该电动车系统整合1包含有一供电系统3，一电性连接该供电系统3的充电系统4，一电性连接该供电系统3的电控系统5，一电性连接该电控系统5的驱动系统6，以及一连接该驱动系统6输出端与该电动车2的轮框20的传动系统7。其中，
请复阅图1所示，该供电系统3包含有至少一可进行充电的电池30，该电池30可设为铅酸电池或锂电池，当该电池30设为锂电池时，该电动车系统整合1更包含有一监测该电池30状态的电池管理系统(Battery Management System，BMS)8，该电池管理系统8电性连接在该电池30的两端，如图10所示。该电池管理系统8选择具有过度充电的保护，过度放电的保护，短路保护，温度控制，以及平衡控制。其中，平衡控制是将该电池30设为复数个，以多串联、并联的技术呈现。一旦该电池30发生过度充电、过度放电、短路、温度异常、平衡控制失衡时，可经过该电池管理系统8中的金属氧化物半导体(Metal-Oxide-Semiconductor Field-Effect Transistor，MOSFET)当作开关来切换导通或未导通，藉此保护该电池30。其中，该电池管理系统8具有一第一限流值，经过该电池管理系统8的设置来保护该电池30及该驱动系统6，藉此保障该电池30的堪用性，以及提高该电动车2的可用性及安全性。在实际实施上，可视情况在该电动车2设置复数组可进行充电的电池30或至少一无法进行充电的备用电池，以增加该电动车2的续航力。
请复阅图1及图4所示，该电控系统5包含有一电性连接在该电池30负端的接地端50，一电性连接在该电池30负端与该电池30正端的功率因子校正(Power Factor Correction，PFC)电路51，一电性连接在该电池30正端与该功率因子校正电路51之间的断路器(Circuit Breaker，CB)52，以及一并联该功率因子校正电路51的控制单元56。该功率因子校正电路51包含有至少一并联该控制单元56的第一电容53，一电性连接在该断路器 52与该控制单元56之间的第一电感54，以及一电性连接在该断路器52与该第一电感54之间的二极管组55。该二极管组55包含有三第一二极管550，每一该第一二极管550的负端电性连接在该第一电感54与该断路器52之间。该控制单元56包含有一三相开关电路560，分别并联每一该第一电容53，该三相开关电路560的每一开关电路包含有一第一开关561，一串联该第一开关561的第二开关562，以及一串联该第二开关562的限流控制器563。当该电动车系统整合1包含有该电池管理系统8时，该电控系统5配合该电池管理系统8，该电控系统5具有一第二限流值，该第一限流值略大于该第二限流值。在较佳的实施例中，该功率因子校正电路51与该控制单元56之间电性连接的线的长度较短以让该功率因子校正电路51接近该控制单元56，该第一电容53电性连接该第一电感54与该控制单元56的线的长度较短以让该第一电容53接近该第一电感54与该控制单元56。
承上，该断路器52设为无熔丝断路器，每一该第一开关561与每一该第二开关562分别设为如电子开关的N信道金属氧化物半导体。每一该限流控制器563设为可编程控制器，藉此可弹性控制该第二限流值，容易更改该第二限流值的大小以配合实际业务上的不同需求。此外，该第一电容53设为两个，其中一该第一电容53设为较大法拉(farad)的电容，另一该第一电容53设为较低法拉的电容，在本案实施例中，其中一该第一电容53设为800～1200微法拉，另一该第一电容53设为0.1微法拉，但并非用来限制本案。而该第一电感54的电感值计算如下列方程式
Figure PCTCN2015093666-appb-000001
VL＝Vo·D    (2)
dt＝Ts·(1-D)    (3)
Figure PCTCN2015093666-appb-000002
其中，L代表为电感值，VL代表为该第一电感54两端的电压，Ts代表为工作频率，D代表为工作周期，i1代表为最大输入电流，io代表为最 大输出电流。最大输出电流是配合该供电系统3，该电控系统5，该驱动系统6，及该传动系统7。
请复阅图2至图3C所示，当该电动车2未行驶时经过该充电系统4电性连接该电池30以让该充电系统4对该电池30进行充电，该充电系统4系采脉冲方式且该充电系统4的频率不能干扰该电池管理系统8的平衡控制。该充电系统4包含有一充电专用的电源部40，一电性连接该电源部40与该电池30的充电部41，以及一电性连接该充电部41的直流电压供电端42。该电源部40包含有一转换器400，该转换器400的输入端连接一交流电压401，经由该转换器400将该交流电压401转换为直流电压并由该转换器400的输出端输出，该转换器400的输出端电性连接在电池30正端。该交流电压401选择一般住宅的市电。该直流电压供电端42选择较低电压电子组件专用的直流电源，在本案实施例中，该直流电压供电端42设为12伏特(Volt)，但不以此为限。进一步地，可视情况在该电池30两端并联一第八电容301。
承上，该电池30的正端电性连接该转换器400的输出端，该充电部41包含有一电性连接该电池30的取样电路43，一电性连接该取样电路43的保护控制电路44，一电性连接该电池30与该取样电路43的侦察电池电压电路45，一电性连接该侦察电池电压电路45的自动调整输出功率电路46，一电性连接该自动调整输出功率电路46的限流控制电路47，一电性连接该电池30的稳压电路48，以及一电性连接该电池30并用来显示该电池30充电状态的显示电路49。其中，该稳压电路48在本案实施例中以LM317的线性稳压器作举例说明，在实际上亦能以其它例如电源部多一组12伏特线圈的整流器或另外用一组变压器为12伏特的整流器来应用。该显示电路49具有至少二为不同颜色的发光二极管，使其能显示该电池30为充饱状态或充电状态。
该充电部41的该取样电路43包含有二依序串接且并联该电池30的第一电阻430，以及二依序串接且并联该电池30的第二电容431，每一该第一电阻430之间的连接端电性连接在每一该第二电容431之间的连接端。
该充电部41的该保护控制电路44包含有一电性连接在每一该第二电容431之间连接端的第一齐纳二极管440，一电性连接该第一齐纳二极管440正端的第一光电耦合组件(Optical Coupler，OC)441，以及一电性连接该第一光电耦合组件441负端与该电池30负端的第二电阻442。其中，该第一齐纳二极管440的负端电性连接在每一该第二电容431之间的连接端，该第一光电耦合组件441的正端电性连接该第一齐纳二极管440的正端。在本案实施例中，该第一光电耦合组件441可设为PC817。
该充电部41的该侦察电池电压电路45包含有一电性连接在每一该第二电容431之间的第三电阻450，一电性连接该第三电阻450的第四电阻451，一电性连接该第四电阻451与该电池30负端的第一可变电阻452，一电性连接在每一该第二电容431之间的第二齐纳二极管453，一电性连接该第二齐纳二极管453正端的第五电阻454，一电性连接该第五电阻454的第二光电耦合组件455，一电性连接该第二光电耦合组件455负端的第三电容456，一电性连接该第三电容456并电性连接在该第三电阻450与该第四电阻451之间的第六电阻457，一电性连接该第二光电耦合组件455负端与该第三电容456的可编程精密电压基准器458，一电性连接该第二光电耦合组件455射极端(Emitter)与该接地端50的第七电阻459，一电性连接该第二光电耦合组件455集极端与该直流电压供电端42的第八电阻4510，一电性连接在该第二光电耦合组件455集极端与该第八电阻4510之间并电性连接该第一光电耦合组件441的第一NPN双极性晶体管(Bipolar Junction Transistor，BJT)4511，一电性连接该第一NPN双极性晶体管4511集极端与该直流电压供电端42的第九电阻4512，一电性连接该第一光电耦合组件441射极端与该接地端50的第十电阻4513，以及一电性连接该第一光电耦合组件441射极端与该接地端50的第四电容4514。其中，该第二齐纳二极管453的负端电性连接在每一该第二电容431之间，该第二光电耦合组件455的正端电性连接该第五电阻454，该可编程精密电压基准器458的负端电性连接在该第二光电耦合组件455负端与该第三电容456之间，该可编程精密电压基准器458的参考端电性连接在该第三电阻450与该第四电阻451之间并电性连接该第六电阻457，该可编程精 密电压基准器458的正端电性连接该电池30负端，该第一NPN双极性晶体管4511的基极端(Base)电性连接在该第二光电耦合组件455集极端与该第八电阻4510之间的连接端，该第一NPN双极性晶体管4511的射极端电性连接该第一光电耦合组件441的集极端。在本案实施例中，该可编程精密电压基准器458可设为TL431，该第二光电耦合组件455可设为PC817。
该充电部41的该自动调整输出功率电路46包含有一电性连接该第一光电耦合组件441射极端的第十一电阻460，一电性连接该第十一电阻460的第一运算放大器(Operational Amplifier，OPA)461，一电性连接该第一运算放大器461负端的第二运算放大器462，一电性连接该第一运算放大器461负端与该第二运算放大器462负端并电性连接该接地端50的第五电容463，一电性连接该第二运算放大器462负端与该第二运算放大器462输出端的第二二极管464，一电性连接该第二运算放大器462负端与该直流电压供电端42的第十二电阻465，一电性连接该第二运算放大器462正端与该直流电压供电端42的第十三电阻466，一电性连接该第二运算放大器462正端与该接地端50的第十四电阻467，一电性连接该第二运算放大器462正端与该第二运算放大器462输出端的第十五电阻468，一电性连接该第一运算放大器461输出端与该直流电压供电端42的第二NPN双极性晶体管469，一电性连接该第二NPN双极性晶体管469集极端与该第二NPN双极性晶体管469基极端并电性连接该直流电压供电端42的第十六电阻4610，一电性连接该第二NPN双极性晶体管469集极端与该直流电压供电端42并电性连接该接地端50的第六电容4611，一电性连接该第一运算放大器461输出端与该第二NPN双极性晶体管469射极端并电性连接该接地端50的PNP双极性晶体管4612，一电性连接在该第二NPN双极性晶体管469射极端与该PNP双极性晶体管4612射极端之间的第十七电阻4613，一电性连接在该第十七电阻4613与该PNP双极性晶体管4612射极端并电性连接该接地端50的第十八电阻4614，一电性连接在该第十七电阻4613与该第十八电阻4614之间的N沟道增强型金属氧化物半导体4615，一电性连接在该N沟道增强型金属氧化物半导体4615漏极端(Drain) 与该电池30负端的抗流圈(choke)4616，以及一电性连接该抗流圈4616与该N沟道增强型金属氧化物半导体4615漏极端并电性连接该电池30的飞轮二极管(free-wheeling diode)4617。
承上，该第一运算放大器461的正端电性连接该第十一电阻460，该第一运算放大器461的负端电性连接该第二运算放大器462的负端，该第二二极管464的负端电性连接该第二运算放大器462的输出端，该第二NPN双极性晶体管469的基极端电性连接该第一运算放大器461输出端，该第二NPN双极性晶体管469的集极端电性连接该直流电压供电端42，该PNP双极性晶体管4612的基极端电性连接该第一运算放大器461输出端，该PNP双极性晶体管4612的射极端电性连接该第二NPN双极性晶体管469的射极端，该PNP双极性晶体管4612的集极端电性连接该接地端50，该N沟道增强型金属氧化物半导体4615的栅极端(Gate)电性连接在该第十七电阻4613与该第十八电阻4614之间，该飞轮二极管4617的负端电性连接该电池30正端与该转换器400的输出端，该飞轮二极管4617的正端电性连接在该抗流圈4616与该N沟道增强型金属氧化物半导体4615漏极端之间。该取样电路43的其中一该第一电阻430电性连接该电池30正端，而另一该第一电阻430电性连接在该电池30负端与该抗流圈4616之间，该取样电路43的其中一该第二电容431电性连接该电池30正端，而另一该第二电容431电性连接在该电池30负端与该抗流圈4616之间。其中，该第一运算放大器461及该第二运算放大器462所连接的电路架构系为脉冲宽度调变(Pulse-Width Modulation，PWM)，在其它实施例中，可使用其它类似的控制器来替换PWM。再者，利用该飞轮二极管4617可将该抗流圈4616的电压释放掉，以避免该抗流圈4616在下一次进行充电时没有作用，藉此可让该抗流圈4616发挥出最大功效。
该充电部41的该限流控制电路47包含有一电性连接在该N沟道增强型金属氧化物半导体4615源极端(Source)与该接地端50之间的第十九电阻470，一电性连接在该N沟道增强型金属氧化物半导体4615源极端与该第十九电阻470之间的第二十电阻471，一电性连接该第二十电阻471的第三运算放大器472，一电性连接在该第三运算放大器472负端与该第 二十电阻471之间并电性连接该接地端50的第七电容473，一电性连接该第三运算放大器472正端与该第七电容473并电性连接该接地端50的第二可变电阻474，以及一电性连接该第二可变电阻474与该第三运算放大器472正端并电性连接该直流电压供电端42的第二十一电阻475。其中，该第三运算放大器472的负端电性连接该第二十电阻471，该第三运算放大器472的输出端电性连接在该第一运算放大器461正端与该第十一电阻460之间。
进一步地，当该充电部41中的某一电路或某一组件损坏时，若不立即隔绝该电源部40与该充电部41，该电源部40的电力将流经该充电部41中的所有组件，恐造成所有组件损坏的连锁反应。为了解决上述缺失，该充电系统4包含有一电性连接在该电源部40与该充电部41之间的第三开关9，一旦该充电部41中的某一电路或某一组件损坏时，立即将该第三开关9断开(OFF)，以避免组件之间损坏的连锁反应，让检修人员方便对该充电部41中的某一电路或某一组件进行检修。在本案实施例中，该第三开关9设为熔丝开关。
更具体说明该充电部41中组件的作动关系，当该电池30未连接该充电部41、该电池30正反两端未正确连接该充电部41、该电池30电压过低或该电池30发生短路时，则经过该保护控制电路44使该电源部40不对该电池30进行充电，以保护该电池30。另，当该电池30电压过小且低于两倍该第二齐纳二极管453的逆向崩溃电压时，则不对该电池30进行充电。又，当该侦察电池电压电路45侦测该电池30的电压电量不足时，该N沟道增强型金属氧化物半导体4615的负荷能率(Duty)增大，并由该第三运算放大器472控制限流与脉冲电压值，使其不大于该电池30能承受的最大电流，藉此可避免该电池30有过度充电的现象发生。再者，该电池30进行充电电压渐升时，该N沟道增强型金属氧化物半导体4615的负荷能率渐降，以防止该电池30升温，藉此增加该电池30的寿命。此外，当该电池30充饱时，经过该侦察电池电压电路45使该电池30不再充电，避免该电池30过度充电。
请复阅图1及图4所示，该驱动系统6包含有一电性连接该电控系统5的驱动马达60，该驱动马达60是配合该电池30与该电控系统5。该驱动马达60包含有一三相线圈600，该三相线圈600的每一线圈分别电性连接每一该第一二极管550的正端，该三相线圈600的每一线圈分别电性连接在每一该第一开关561与每一该第二开关562之间。当该驱动马达60的其中一相截止(turn off)时，该驱动马达60内部电感产生的反电动势(Back electromotive force)经每一该第一二级体550充回该第一电感54，以防止该驱动马达60换相后的初期电压下降，同时，每一该第一二极管550亦有较小的反应电动势回馈。本发明该第一电感54的电抗阻值系远小于每一该线圈600的阻抗值，藉此可让该驱动马达60的工作电压正常且不易发热，以增加该驱动马达60的效益，特别是在重载或重复启动时。其中，在本案实施例中，该驱动马达60设为永磁式直流无刷马达，但不以此为限。该驱动马达60作动时，每一该第一开关561与每一该第二开关562的导通与否为已知永磁式直流无刷马达与该控制单元56的作动，故不在赘述。
承上，在实施上可利用时序讯号分别控制该三相线圈600的每一线圈，并依据该电动车2把手加速的讯号大小经缓冲电路约0.5秒后藉由脉冲宽度调变技术控制该驱动马达60顺畅运转，使该电动车2在行驶过程中无暴冲现象的风险。
本发明将该电池管理系统8的该第一限流值设为略大于该电控系统5的该第二限流值，藉此可以防止该电池管理系统8中的金属氧化物半导体因开关切换次数多发热而损坏烧毁。或是当该电控系统5限流开路故障时，该驱动马达60仍可经过该电池管理系统8的控制，使该驱动马达60仍可在该第一限流值的范围工作，藉此防止该驱动马达60过流而损坏。倘若该第一限流值与该第二限流值同时故障时，仍可经过该断路器52跳脱，使该电池30不对该驱动马达60供电，以防止该电动车2暴冲。在实际实施中，选择适当的该电池管理系统8，该电池30的容量，以及该充电系统4，可增加该电池30的循环寿命，进而增加该电动车2的续航力。
本发明经过该功率因子校正电路51的设置，可以改善功率因子及具有电压回充的功能，使该驱动马达60在额定电压工作时不会因启动的瞬间造成电流瞬间增大及电压瞬间下降，藉此提高该驱动马达60的效率。本发明该功率因子校正电路51系简易利用马达三相控制电子开关，关闭时的反电动势来改善功率因子，其电路简单，不影响该电控系统5正常工作，有别于已知经过额外设置的电子开关，增加电路的复杂度。再者，本发明该电动车系统整合1的该电控系统5，该驱动系统6，该传动系统7及该电池30的容量可根据实际需求变化，不同需求有不同的整合，藉此使该电控系统5能适用于如电动机车、电动自行车、电动辅助自行车、或电动汽车等中。此外，本发明该驱动马达60的选用是根据该电动车2行驶中的实际需求，依据已知车辆动力学公式计算得到该驱动马达60所需的规格，此后再经过实际测试来决定较符合实际需求的该驱动马达60，有别于已知直接经过测试，选择马达最高效率点的造车技术。更具体说明，根据该电动车2的行车状况所需，选择匹配该电池30、该电控系统5及该传动系统7的马达，在该电动车2造车前先计算出行车状况所需的规格，例如载重、平路极速、爬坡扭力、功率、电压、转速等马达规格，此后再对马达进行测试，选择最适当或能配合行车状况的该驱动马达60。
请复阅图5至图8A所示，该传动系统7包含有一箱体70，一容置在该箱体70内部空间700且连接该驱动马达60输出端的行星齿轮单元71，一连接该行星齿轮单元71远离该驱动马达60一端的第一滚轮72，一连接在该第一滚轮72外周围的传动单元73，一连接该传动单元73远离该第一滚轮72一端的第二滚轮74，以及一连接该第二滚轮74与该电动车2的轮框20的第一滚动轴75。该箱体70包含有一连接在该箱体70一端且与该箱体70的内部空间700相连的第一盖板701，以及一连接在该箱体70一端且相对该第一盖板701并与该箱体70的内部空间700相连的第二盖板702。该第一盖板701具有一贯通该第一盖板701且与该箱体70的内部空间700相通的第一通孔703，以及复数分布开设在该第一盖板701外缘的第一螺孔705。该第二盖板702具有一贯通该第二盖板702且与该箱体70的内部空间700的第二通孔704，以及复数分布开设在该第二盖板702外 缘的第二螺孔。该行星齿轮单元71包含有一容置在该箱体70内部空间700且连接该箱体70内缘的环齿710，一容置在该箱体70内部空间700且位于该环齿710中央处的太阳齿711，一穿伸该第一通孔703且连接该太阳齿711与该驱动马达60输出端的第二滚动轴712，至少三平均分布在该环齿710内缘与该太阳齿711之间并与该环齿710及该太阳齿711啮接的行星齿713，一位于该第二盖板702与每一该行星齿713之间的第一托盘714，一连接在该第一托盘714远离每一该行星齿713一侧且穿伸该第二通孔704的第三滚动轴715，至少三分别穿伸每一该行星齿713且连接在该第一托盘714远离该第三滚动轴715一侧的销体716，至少三平均分布连接在每一该行星齿713外侧的第一磁性组717，以及至少三平均分布连接在该太阳齿711外侧的第二磁性组718。其中，该环齿710与该箱体70内缘的连接端能以胶膜固定，或者是直接将该环齿710与该箱体70设为一体成型，但不以此为限。
该环齿710具有复数分布在该环齿710一侧外缘且分别对应每一该第一螺孔705的第三螺孔7100，以及复数分布在该环齿710一侧外缘且分别对应每一该第二螺孔的第四螺孔。以如螺丝的复数第一锁固组件706分别穿伸每一该第一螺孔705，并螺固在每一该第三螺孔7100，使该第一盖板701固定在该环齿710一侧。以如螺丝的复数第二锁固组件707分别穿伸每一该第二螺孔，并螺固在每一该第四螺孔，使该第二盖板701固定在该环齿710相对该第一盖板701的一侧。该第二滚动轴712系能在该第一通孔703内旋转。该第三滚动轴715系能在该第二通孔704内旋转，且该第三滚动轴715远离该第一托盘714的一端穿伸该第二通孔704并连接该第一滚轮72。每一该行星齿713具有一贯通每一该行星齿713且分别供每一该销体716穿伸的第三通孔7130，每一该行星齿713系能在每一该销体716外周围旋转。该第一托盘714与该第三滚动轴715的连接端能以黏接或螺接方式固定，该第一托盘714与每一该销体716的连接端能以黏接或螺接方式固定，但不以此为限。
每一该第一磁性组717包含有至少一连接在每一该行星齿713一侧的第一磁性件7170，每一该第一磁性件7170位于每一该第三通孔7130与每 一该行星齿713外缘之间。每一该第二磁性组7180包含有至少一连接在该太阳齿711一侧且与每一该第一磁性件7170同一侧的第二磁性件7180，每一该第二磁性件7180位于该第二滚动轴712与该太阳齿711外缘之间，且每一该第二磁性件7180与每一该第一磁性件7170的磁性相斥。在本案实施例中，该第一磁性件组717设为三组且平均分布在每一该行星齿713外侧，该第二磁性组718设为三组且平均分布在该太阳齿711外侧，在另一实施例中，该第一磁性组717亦可设为四组或五组或六组平均分布在每一该行星齿713外侧，该第二磁性组718亦可设为四组或五组或六组平均分布在该太阳齿711外侧，但不以此为限。而每一该第一磁性件7170与每一该行星齿713的连接端能以如胶膜或胶带或螺丝等方式固定，每一该第二磁性件7180与该太阳齿711的连接端能以如胶膜或胶带或螺丝等方式固定，但并非用来限制本案。
本发明经过每一该第一磁性件7170与每一该第二磁性件7180的磁性相斥的设置方式，使其减少该太阳齿711与每一该行星齿713啮接处的摩擦力，并产生助力而可以帮助该电动车2行驶中节省该电池30的电力，以增加该电动车2的续航力。再者，本发明该电动车系统整合1的该传动系统7可根据实际需求单独与其它系统整合作业，并非一定要与本发明的该供电系统3，该充电系统4，该电控系统5，以及该驱动系统6同时存在才能作业。藉此，使该传动系统7能适用于如电动机车、电动自行车、电动辅助自行车、或电动汽车等电动车2中。其中，该传动单元73在实际上能以皮带或炼条或变速装置为应用，而在本案实施例中，该传动单元71是以皮带做举例说明，但并非用来限制本案。本发明每一该第一磁性件7170与每一该第二磁性件7180皆设为强力磁铁，其磁铁的形状、种类并没有限制，只要每一该第一磁性件7170与每一该第二磁性件7180的磁性相斥即可，而在较佳的实施例中，为了让每一该第一磁性件7170与每一该第二磁性件7180发挥出最大功效，可将该环齿710、该太阳齿711、该第二滚动轴712、每一该行星齿713、该第一托盘714、该第三滚动轴715及每一该销体716分别设为非导磁材料。经过每一该销体716的设置使每 一该行星齿713在旋转过程中不易飘移，让每一该行星齿713的间距保持相同距离，进而让每一该行星齿713旋转时可发挥出最大功效。
在实际作业上，每一该第一磁性组717的该第一磁性件7170与每一该第二磁性组718的该第二磁性件7180设为一个即可实施，而在本案实施例中，每一该第一磁性组717的该第一磁性件7170设为两个且分别连接在每一该行星齿713的左右两侧，每一该第二磁性组718的该第二磁性件7180设为两个且分别连接在该太阳齿711的左右两侧，但并非用来限制本案。每一该行星齿713两侧设有每一该第一磁性件7170与该太阳齿711两侧设有每一该第二磁性件7180，能使其运行时左右平衡。再者，每一该第一磁性组717中的其中一该第一磁性件7170与另一该第一磁性件7170的磁性可设为相反或相同，每一该第二磁性组718中的其中一该第二磁性件7180与另一该第二磁性件7180的磁性亦可设为相反或相同，而在本案实施例中，是将每一该第一磁性组717的其中一该第一磁性件7170与另一该第一磁性件7170的磁性设为相反，以及每一该第二磁性组718的其中一该第二磁性件7180与另一该第二磁性件7180的磁性设为相反。此外，在实际作业上，可将每一该第二磁性件7180与每一该第一磁性件7170形成交错设置，如图8A所示，或者是将每一该第二磁性件7180对准每一该第一磁性件7170设置，如图9所示。
进一步地，请复阅图5及图6所示，为了使该第二滚动轴712顺畅地在该第一通孔703内转动，其一是该行星齿轮单元71包含有一连接在该第一通孔703内缘的第一轴承760，该第二滚动轴712穿伸该第一轴承760。其二是该行星齿轮单元71包含有至少一连接在该第一盖板701一侧且位于该第一通孔703一端的第一轴承760，该第二滚动轴712穿伸该第一轴承760与该第一通孔703。
进一步地，请复阅图5及图6所示，为了使该第三滚动轴715顺畅地在该第二通孔704内转动，其一是该行星齿轮单元71包含有一连接在该第二通孔704内缘的第二轴承761，该第三滚动轴715穿伸该第二轴承761。其二是该行星齿轮单元71包含有至少一连接在该第二盖板702一侧且位 于该第二通孔704一端的第二轴承761，该第三滚动轴715穿伸该第二轴承761与该第二通孔704。
进一步地，请复阅图5及图6所示，为了使每一该行星齿713顺畅地在每一该销体716外周围旋转，其一是该行星齿轮单元71包含有一连接在每一该第三通孔7130内缘的第三轴承762，每一该销体716穿伸每一该第三轴承762。其二是该行星齿轮单元71包含有至少一连接在每一该行星齿713一侧且分别位于每一该第三通孔7130一端的第三轴承762，每一该销体716穿伸每一该第三轴承762与每一该第三通孔7130。在本案实施例中，该第一轴承760设为一个且位于该第一通孔703内缘并与该第二滚动轴712紧密配合，该第二轴承761设为一个且位于该第二通孔704内缘并与该第三滚动轴715紧密配合，该第三轴承762设为一个且位于每一该第三通孔7130内缘并分别与每一该销体716紧密配合，但并非用来限制本案。
进一步地，请复阅图5及图6所示，为了使该太阳齿711与每一该行星齿713作动时不容易因震动而偏移，该行星齿轮单元71包含有一位于该第一盖板701与该太阳齿711之间的第二托盘763，该第二托盘763具有一贯通该第二托盘763且供该第二滚动轴712穿伸的第四通孔764，每一该销体716远离该第一托盘714的一端穿伸每一该第三通孔7130且连接该第二托盘763，使该太阳齿711与每一该行星齿713保持在该第一托盘714与该第二托盘763之间。该第二托盘763与每一该销体716的连接端能以黏接或螺接方式固定，而在本案实施例中，该第二托盘763与每一该销体716的连接端是以第三锁固组件765与第五螺孔766的螺接方式固定，但并非用来限制本案。同样地，为了让每一该第一磁性件7170与每一该第二磁性件7180发挥出最大功效，该第二托盘763设为非导磁材料。
请参阅图8A至图8C所示，更具体说明该传动系统7的作动关系，启动该驱动马达60并带动该第二滚动轴712旋转，此后带动该太阳齿711旋转，此后带动每一该行星齿713旋转。由于该环齿710连接固定在该箱体70内缘，该环齿710本身并不会转动，当该太阳齿711顺时针旋转时，每一该行星齿713会逆时针旋转且沿着该太阳齿711与该环齿710之间的 轨迹移动，如图8B所示，而当该太阳齿711逆时针旋转时，每一该行星齿713会顺时针旋转且沿着该太阳齿711与该环齿710之间的轨迹移动，如图8C所示。当每一该行星齿713沿着轨迹移动时会带动该第一托盘714转动，此后带动该第三滚动轴715转动，此后带动该第一滚轮72、该传动单元73、该第二滚轮74、该第一滚动轴75及该电动车2的轮框20转动，使该电动车2移动。
承上，在该太阳齿711与每一该行星齿713转动且每一该第一磁性件7170与每一该第二磁性件7180欲靠近的动态初期时，由于每一该第一磁性件7170与每一该第二磁性件7180的磁性相斥设置，使得该太阳齿711与每一该行星齿713啮接处之间具有一浮力而能减少该太阳齿711与每一该行星齿713啮接处之间的磨擦力，此后经过该驱动马达60作动时给予该太阳齿711的一转动力量，且该转动力量大于摩擦力，藉此使该太阳齿711与每一该行星齿713能顺利转动至另一侧。而当该太阳齿711与每一该行星齿713转动且每一该第一磁性件7170与每一该第二磁性件7180欲远离的动态后期时，磁性相斥的排斥力与转动方向的向量和正是该太阳齿711与每一该行星齿713转动方向，进一步形成助力而可以帮助电动车2行驶，藉此可以节省该电池30的电力并增加该电动车2的续航力。本发明该太阳齿711与每一该行星齿713转动的方向是根据实际情况来设置，其转动方向的设置并非为本案的主轴，只要转动时经过如上述每一该第一磁性件7170与每一该第二磁性件7180磁性相斥的原理即是本发明的保护范围。
综上所述，本发明经过该功率因子校正电路51的设置，可以改善功率因子及具有电压回充的功能，使该驱动马达60在额定电压工作时不会因启动的瞬间造成电流瞬间增大及电压瞬间下降，藉此提高该驱动马达60的效率。又，本发明该功率因子校正电路51系简易利用马达三相控制电子开关，关闭时的反电动势来改善功率因子，其电路简单，不影响该电控系统5正常工作，有别于已知经过额外设置的电子开关，增加电路的复杂度。另，本发明经过每一该第一磁性件7170与每一该第二磁性件7180的磁性相斥的设置方式，使其减少该太阳齿711与每一该行星齿713啮接处 的摩擦力，并产生助力而可以帮助该电动车2行驶中节省该电池30的电力，以增加该电动车2的续航力。再者，本发明该驱动马达60的选用是根据该电动车2行驶中的实际需求，经过计算得到该驱动马达60所需的规格，此后再经过实际测试来决定较符合实际需求的该驱动马达60，有别于已知直接经过测试，选择马达最高效率点的造车技术。此外，经过该第一限流值略大于该第二限流值的方式，不仅可以防止该电池管理系统8中的金属氧化物半导体因开关切换次数多发热而损坏。或是在该电控系统5限流开路故障时，该驱动马达60仍可经过该电池管理系统8的控制，使该驱动马达60仍可在该第一限流值的范围工作，以防止该驱动马达60过流而损坏。
符号说明
电动车系统整合.1             电动车.2
轮框.20                      供电系统.3
电池.30                      第八电容.301
充电系统.4                   电源部.40
转换器.400                   交流电压.401
充电部.41                    直流电压供电端.42
取样电路.43                  第一电阻.430
第二电容.431                 保护控制电路.44
第一齐纳二极管.440           第一光电耦合组件.441
第二电阻.442                 侦察电池电压电路.45
第三电阻.450                 第四电阻.451
第一可变电阻.452             第二齐纳二极管.453
第五电阻.454                 第二光电耦合组件.455
第三电容.456                 第六电阻.457
可编程精密电压基准器.458     第七电阻.459
第八电阻.4510                第一NPN双极性晶体管.4511
第九电阻.4512                第十电阻.4513
第四电容.4514                自动调整输出功率电路.46
第十一电阻.460           第一运算放大器.461
第二运算放大器.462       第五电容.463
第二二极管.464           第十二电阻.465
第十三电阻.466           第十四电阻.467
第十五电阻.468           第二NPN双极性晶体管.469
第十六电阻.4610          第六电容.4611
PNP双极性晶体管.4612     第十七电阻.4613
第十八电阻.4614
N沟道增强型金属氧化物半导体.4615
抗流圈.4616              飞轮二极管.4617
限流控制电路.47          第十九电阻.470
第二十电阻.471           第三运算放大器.472
第七电容.473             第二可变电阻.474
第二十一电阻.475         稳压电路.48
显示电路.49              电控系统.5
接地端.50                功率因子校正电路.51
断路器.52                第一电容.53
第一电感.54              二极管组.55
第一二极管.550           控制单元.56
三相开关电路.560         第一开关.561
第二开关.562             限流控制器.563
驱动系统.6               驱动马达.60
三相线圈.600             传动系统.7
箱体.70                  内部空间.700
第一盖板.701             第二盖板.702
第一通孔.703             第二通孔.704
第一螺孔.705             第一锁固组件.706
第二锁固组件.707         行星齿轮单元.71
环齿.710                 第三螺孔.7100
太阳齿.711               第二滚动轴.712
行星齿.713               第三通孔.7130
第一托盘.714             第三滚动轴.715
销体.716                 第一磁性组.717
第一磁性件.7170          第二磁性组.718
第二磁性件.7180          第一滚轮.72
传动单元.73              第二滚轮.74
第一滚动轴.75            第一轴承.760
第二轴承.761             第三轴承.762
第二托盘.763             第四通孔.764
第三锁固组件.765         第五螺孔.766
电池管理系统.8           第三开关.9。

Claims (40)

  1. 一种电动车系统整合，适用于一电动车，其特征在于，该电动车系统整合包含有：
    一供电系统，该供电系统包含有至少一个电池；
    一充电系统，该充电系统电性连接该电池，该充电系统包含有一电源部，电性连接该电源部与该电池的一充电部，以及电性连接该充电部的一直流电压供电端；该电源部包含有将交流电压转换为直流电压的一转换器，该转换器输出端电性连接该电池正端；
    一电控系统，该电控系统包含有电性连接在该电池负端的一接地端，电性连接在该电池负端与该电池正端的一功率因子校正电路，电性连接在该电池正端与该功率因子校正电路之间的一断路器，以及并联该功率因子校正电路的一控制单元；该功率因子校正电路包含有并联该控制单元的至少一个第一电容，电性连接在该断路器与该控制单元之间的一第一电感，以及电性连接在该断路器与该第一电感之间的一二极管组；该二极管组包含有三个第一二极管，每一该第一二极管的负端电性连接在该第一电感与该断路器之间；该控制单元包含有一三相开关电路，分别并联每一该第一电容，该三相开关电路的每一开关电路包含有一第一开关、串联该第一开关的一第二开关、以及串联该第二开关的一限流控制器；
    一驱动系统，该驱动系统包含有电性连接该电控系统且配合该电池与该电控系统的一驱动马达，该驱动马达包含有一三相线圈，该三相线圈的每一线圈分别电性连接每一该第一二极管的正端，该三相线圈的每一线圈分别电性连接在每一该第一开关与每一该第二开关之间；以及
    一传动系统，该传动系统包含有一箱体，容置在该箱体内部空间且连接该驱动马达输出端的一行星齿轮单元，连接该行星齿轮单 元远离该驱动马达一端的一第一滚轮，连接在该第一滚轮外周围的一传动单元，连接该传动单元远离该第一滚轮一端的一第二滚轮，以及连接该第二滚轮与该电动车的轮框的一第一滚动轴；该箱体包含有连接在该箱体一端的一第一盖板，以及连接在该箱体一端且相对该第一盖板的一第二盖板，该第一盖板具有贯通该第一盖板的一第一通孔，该第二盖板具有贯通该第二盖板的一第二通孔；该行星齿轮单元包含有容置在该箱体内部空间且连接该箱体内缘的一环齿，容置在该箱体内部空间且位于该环齿中央处的一太阳齿，穿伸该第一通孔且连接该太阳齿与该驱动马达输出端的一第二滚动轴，平均分布在该环齿内缘与该太阳齿之间并与该环齿及该太阳齿啮接的至少三个行星齿，位于该第二盖板与每一该行星齿之间的一第一托盘，连接在该第一托盘远离每一该行星齿一侧且穿伸该第二通孔的一第三滚动轴，分别穿伸每一该行星齿且连接在该第一托盘远离该第三滚动轴一侧的至少三个销体，平均分布连接在每一该行星齿外侧的至少三个第一磁性组，以及平均分布连接在该太阳齿外侧的至少三个第二磁性组；该第二滚动轴能在该第一通孔内旋转；该第三滚动轴能在该第二通孔内旋转，且该第三滚动轴远离该第一托盘的一端连接该第一滚轮；每一该行星齿具有贯通每一该行星齿且分别供每一该销体穿伸的一第三通孔，每一该行星齿能在每一该销体外周围旋转；每一该第一磁性组包含有连接在每一该行星齿一侧的至少一个第一磁性件，每一该第一磁性件位于每一该第三通孔与每一该行星齿外缘之间；每一该第二磁性组包含有连接在该太阳齿一侧且与每一该第一磁性件同一侧的至少一个第二磁性件，每一该第二磁性件位于该第二滚动轴与该太阳齿外缘之间，每一该第二磁性件与每一该第一磁性件的磁性相斥。
  2. 根据权利要求1所述的电动车系统整合，其特征在于，该电池设为铅酸电池。
  3. 根据权利要求1所述的电动车系统整合，其特征在于，进一步包含有监测该电池状态的一电池管理系统，该电池管理系统具有一第一限流值，该电控系统具有一第二限流值，该第一限流值略大于该第二限流值；该电池设为锂电池。
  4. 根据权利要求1所述的电动车系统整合，其特征在于，该充电部包含有电性连接该电池的一取样电路，电性连接该取样电路的一保护控制电路，电性连接该取样电路的一侦察电池电压电路，电性连接该侦察电池电压电路的一自动调整输出功率电路，以及电性连接该自动调整输出功率电路的一限流控制电路。
  5. 根据权利要求4所述的电动车系统整合，其特征在于，该充电部的该取样电路包含有依序串接且并联该电池的二个第一电阻，以及依序串接且并联该电池的二个第二电容，每一该第一电阻之间的连接端电性连接在每一该第二电容之间的连接端。
  6. 根据权利要求5所述的电动车系统整合，其特征在于，该充电部的该保护控制电路包含有电性连接在每一该第二电容之间连接端的一第一齐纳二极管，电性连接该第一齐纳二极管正端的一第一光电耦合组件，以及电性连接该第一光电耦合组件负端与该电池负端的一第二电阻；其中，该第一齐纳二极管的负端电性连接在每一该第二电容之间的连接端，该第一光电耦合组件的正端电性连接该第一齐纳二极管的正端。
  7. 根据权利要求6所述的电动车系统整合，其特征在于，该充电部的该侦察电池电压电路包含有电性连接在每一该第二电容之间的一第三电阻，电性连接该第三电阻的一第四电阻，电性连接该第四电阻与该电池负端的一第一可变电阻，电性连接在每一该第二电容之间的一第二齐纳二极管，电性连接该第二齐纳二极管正端的一第五电阻，电性连接该第五电阻的一第二光电耦合组件，电性连接该第二 光电耦合组件负端的一第三电容，电性连接该第三电容并电性连接在该第三电阻与该第四电阻之间的一第六电阻，电性连接该第二光电耦合组件负端与该第三电容的一可编程精密电压基准器，电性连接该第二光电耦合组件射极端与该接地端的一第七电阻，电性连接该第二光电耦合组件集极端与该直流电压供电端的一第八电阻，电性连接在该第二光电耦合组件集极端与该第八电阻之间并电性连接该第一光电耦合组件的一第一NPN双极性晶体管，电性连接该第一NPN双极性晶体管集极端与该直流电压供电端的一第九电阻，电性连接该第一光电耦合组件射极端与该接地端的一第十电阻，以及电性连接该第一光电耦合组件射极端与该接地端的一第四电容；其中，该第二齐纳二极管的负端电性连接在每一该第二电容之间，该第二光电耦合组件的正端电性连接该第五电阻，该可编程精密电压基准器的负端电性连接在该第二光电耦合组件负端与该第三电容之间，该可编程精密电压基准器的参考端电性连接在该第三电阻与该第四电阻之间并电性连接该第六电阻，该可编程精密电压基准器的正端电性连接该电池负端，该第一NPN双极性晶体管的基极端电性连接在该第二光电耦合组件集极端与该第八电阻之间的连接端，该第一NPN双极性晶体管的射极端电性连接该第一光电耦合组件的集极端。
  8. 根据权利要求7所述的电动车系统整合，其特征在于，该充电部的该自动调整输出功率电路包含有电性连接该第一光电耦合组件射极端的一第十一电阻，电性连接该第十一电阻的一第一运算放大器，电性连接该第一运算放大器负端的一第二运算放大器，电性连接该第一运算放大器负端与该第二运算放大器负端并电性连接该接地端的一第五电容，电性连接该第二运算放大器负端与该第二运算放大器输出端的一第二二极管，电性连接该第二运算放大器负端与该直流电压供电端的一第十二电阻，电性连接该第二运算放大器正端与该直流电压供电端的一第十三电阻，电性连接该第二运算放大器正 端与该接地端的一第十四电阻，电性连接该第二运算放大器正端与该第二运算放大器输出端的一第十五电阻，电性连接该第一运算放大器输出端与该直流电压供电端的一第二NPN双极性晶体管，电性连接该第二NPN双极性晶体管集极端与该第二NPN双极性晶体管基极端并电性连接该直流电压供电端的一第十六电阻，电性连接该第二NPN双极性晶体管集极端与该直流电压供电端并电性连接该接地端的一第六电容，电性连接该第一运算放大器输出端与该第二NPN双极性晶体管射极端并电性连接该接地端的一PNP双极性晶体管，电性连接在该第二NPN双极性晶体管射极端与该PNP双极性晶体管射极端之间的一第十七电阻，电性连接在该第十七电阻与该PNP双极性晶体管射极端并电性连接该接地端的一第十八电阻，电性连接在该第十七电阻与该第十八电阻之间的一N沟道增强型金属氧化物半导体，一电性连接在该N沟道增强型金属氧化物半导体漏极端与该电池负端的抗流圈，以及电性连接该抗流圈与该N沟道增强型金属氧化物半导体漏极端并电性连接该电池的一飞轮二极管；其中，该第一运算放大器的正端电性连接该第十一电阻，该第一运算放大器的负端电性连接该第二运算放大器的负端，该第二二极管的负端电性连接该第二运算放大器的输出端，该第二NPN双极性晶体管的基极端电性连接该第一运算放大器输出端，该第二NPN双极性晶体管的集极端电性连接该直流电压供电端，该PNP双极性晶体管的基极端电性连接该第一运算放大器输出端，该PNP双极性晶体管的射极端电性连接该第二NPN双极性晶体管的射极端，该PNP双极性晶体管的集极端电性连接该接地端，该N沟道增强型金属氧化物半导体的栅极端电性连接在该第十七电阻与该第十八电阻之间，该飞轮二极管的负端电性连接该电池正端与该转换器的输出端，该飞轮二极管的正端电性连接在该抗流圈与该N沟道增强型金属氧化物半导体漏极端之间。
  9. 根据权利要求8所述的电动车系统整合，其特征在于，该充电部的该限流控制电路包含有电性连接在该N沟道增强型金属氧化物半导体源极端与该接地端之间的一第十九电阻，电性连接在该N沟道增强型金属氧化物半导体源极端与该第十九电阻之间的一第二十电阻，电性连接该第二十电阻的一第三运算放大器，电性连接在该第三运算放大器负端与该第二十电阻之间并电性连接该接地端的一第七电容，电性连接该第三运算放大器正端与该第七电容并电性连接该接地端的一第二可变电阻，以及电性连接在该第二可变电阻与该第三运算放大器正端之间并电性连接该直流电压供电端的一第二十一电阻；其中，该第三运算放大器的负端电性连接该第二十电阻，该第三运算放大器的输出端电性连接在该第一运算放大器正端与该第十一电阻之间。
  10. 根据权利要求1至9中任一项所述的电动车系统整合，其特征在于，该充电系统包含有电性连接在该电源部与该充电部之间的一第三开关。
  11. 根据权利要求1所述的电动车系统整合，其特征在于，该限流控制器为可编程控制器。
  12. 根据权利要求1所述的电动车系统整合，其特征在于，该驱动马达设为永磁式直流无刷马达。
  13. 根据权利要求1所述的电动车系统整合，其特征在于，该行星齿轮单元包含有连接在该第一通孔内缘的一第一轴承，该第二滚动轴穿伸该第一轴承；或者是该行星齿轮单元包含有连接在该第一盖板一侧且位于该第一通孔一端的至少一个第一轴承，该第二滚动轴穿伸该第一轴承与该第一通孔。
  14. 根据权利要求1所述的电动车系统整合，其特征在于，该行星齿轮单元包含有连接在该第二通孔内缘的一第二轴承，该第三滚动轴穿伸该第二轴承；或者是该行星齿轮单元包含有连接在该第二盖板一侧且位于该第二通孔一端的至少一个第二轴承，该第三滚动轴穿伸该第二轴承与该第二通孔。
  15. 根据权利要求1所述的电动车系统整合，其特征在于，该行星齿轮单元包含有连接在每一该第三通孔内缘的一第三轴承，每一该销体穿伸每一该第三轴承；或者是该行星齿轮单元包含有连接在每一该行星齿一侧且分别位于每一该第三通孔一端的至少一个第三轴承，每一该销体穿伸每一该第三轴承与每一该第三通孔。
  16. 根据权利要求1所述的电动车系统整合，其特征在于，该环齿、该太阳齿、该第二滚动轴、每一该行星齿、该第一托盘、该第三滚动轴及每一该销体分别设为非导磁材料。
  17. 根据权利要求1所述的电动车系统整合，其特征在于，每一该第一磁性组的该第一磁性件设为两个且分别连接在每一该行星齿的左右两侧，每一该第二磁性组的该第二磁性件设为两个且分别连接在该太阳齿的左右两侧，每一该第一磁性件与每一该第一磁性件的磁性相斥。
  18. 根据权利要求17所述的电动车系统整合，其特征在于，每一该第一磁性组的其中一个该第一磁性件与另一个该第一磁性件的磁性相反，每一该第二磁性组的其中一个该第二磁性件与另一个该第二磁性件的磁性相反。
  19. 根据权利要求1或17或18所述的电动车系统整合，其特征在于，每一该第二磁性件对准每一该第一磁性件设置。
  20. 根据权利要求1或17或18所述的电动车系统整合，其特征在于，每一该第二磁性件与每一该第一磁性件形成交错设置。
  21. 根据权利要求1所述的电动车系统整合，其特征在于，每一该第一磁性件设为强力磁铁，每一该第二磁性件设为强力磁铁。
  22. 根据权利要求1所述的电动车系统整合，其特征在于，该行星齿轮单元包含有位于该第一盖板与该太阳齿之间的一第二托盘，该第二托盘具有贯通该第二托盘且供该第二滚动轴穿伸的一第四通孔，每一该销体远离该第一托盘的一端穿伸每一该第三通孔且连接该第二托盘。
  23. 根据权利要求22所述的电动车系统整合，其特征在于，该第二托盘设为非导磁材料。
  24. 根据权利要求1所述的电动车系统整合，其特征在于，该传动单元设为皮带或炼条或变速装置。
  25. 一种适用于电动车的电控系统，其特征在于，该电控系统包含有一功率因子校正电路，以及并联该功率因子校正电路的一控制单元；该功率因子校正电路包含有并联该控制单元的至少一个第一电容，电性连接该控制单元的一第一电感，以及电性连接该第一电感的一二极管组；该二极管组包含有三个第一二极管，每一该第一二极管的负端电性连接该第一电感，每一该第一二极管正端分别电性连接一驱动马达的三相线圈；该控制单元包含有一三相开关电路，分别并联每一该第一电容，该三相开关电路的每一开关电路包含有一第一开关、串联该第一开关的一第二开关、以及串联该第二开关的一限流控制器。
  26. 根据权利要求25所述的适用于电动车的电控系统，其特征在于，该电控系统包含有电性连接该功率因子校正电路的一电池，电性连接在该电池正端与该功率因子校正电路之间的一断路器，以及电性连接在该电池负端的一接地端；该第一电感电性连接在该断路器与该控制单元之间，该二极管组电性连接在该断路器与该第一电感之间，每一该第一二极管的负端电性连接在该第一电感与该断路器之间。
  27. 根据权利要求25或26所述的适用于电动车的电控系统，其特征在于，该限流控制器为可编程控制器。
  28. 一种适用于电动车的传动系统，其特征在于，该传动系统包含有一箱体，容置在该箱体内部空间且连接驱动马达输出端的一行星齿轮单元，连接该行星齿轮单元远离该驱动马达一端的一第一滚轮，连接在该第一滚轮外周围的一传动单元，连接该传动单元远离该第一滚轮一端的一第二滚轮，以及连接该第二滚轮与该电动车的轮框的一第一滚动轴；该箱体包含有连接在该箱体一端的一第一盖板，以及连接在该箱体一端且相对该第一盖板的一第二盖板，该第一盖板具有贯通该第一盖板的一第一通孔，该第二盖板具有开设且贯通该第二盖板的一第二通孔；该行星齿轮单元包含有容置在该箱体内部空间且连接该箱体内缘的一环齿，容置在该箱体内部空间且位于该环齿中央处的一太阳齿，穿伸该第一通孔且连接该太阳齿与该驱动马达输出端的一第二滚动轴，平均分布在该环齿内缘与该太阳齿之间并与该环齿及该太阳齿啮接的至少三个行星齿，位于该第二盖板与每一该行星齿之间的一第一托盘，连接在该第一托盘远离每一该行星齿一侧且穿伸该第二通孔的一第三滚动轴，分别穿伸每一该行星齿且连接在该第一托盘远离该第三滚动轴一侧的至少三个销体，平均分布连接在每一该行星齿外侧的至少三个第一磁性组，以及平均分布连接在该太阳齿外侧的至少三个第二磁性组；该第二滚动轴能在该第一通孔内旋转；该第三滚动轴能在该第二通孔内旋转，且 该第三滚动轴远离该第一托盘的一端连接该第一滚轮；每一该行星齿具有一贯通每一该行星齿且分别供每一该销体穿伸的第三通孔，每一该行星齿能在每一该销体外周围旋转；每一该第一磁性组包含有连接在每一该行星齿一侧的至少一个第一磁性件，每一该第一磁性件位于每一该第三通孔与每一该行星齿外缘之间；每一该第二磁性组包含有连接在该太阳齿一侧且与每一该第一磁性件同一侧的至少一个第二磁性件，每一该第二磁性件位于该第二滚动轴与该太阳齿外缘之间，每一该第二磁性件与每一该第一磁性件的磁性相斥。
  29. 根据权利要求28所述的适用于电动车的传动系统，其特征在于，该行星齿轮单元包含有连接在该第一通孔内缘的一第一轴承，该第二滚动轴穿伸该第一轴承；或者是该行星齿轮单元包含有连接在该第一盖板一侧且位于该第一通孔一端的至少一个第一轴承，该第二滚动轴穿伸该第一轴承与该第一通孔。
  30. 根据权利要求28所述的适用于电动车的传动系统，其特征在于，该行星齿轮单元包含有连接在该第二通孔内缘的一第二轴承，该第三滚动轴穿伸该第二轴承；或者是该行星齿轮单元包含有连接在该第二盖板一侧且位于该第二通孔一端的至少一个第二轴承，该第三滚动轴穿伸该第二轴承与该第二通孔。
  31. 根据权利要求28所述的适用于电动车的传动系统，其特征在于，该行星齿轮单元包含有连接在每一该第三通孔内缘的一第三轴承，每一该销体穿伸每一该第三轴承；或者是该行星齿轮单元包含有连接在每一该行星齿一侧且分别位于每一该第三通孔一端的至少一个第三轴承，每一该销体穿伸每一该第三轴承与每一该第三通孔。
  32. 根据权利要求28所述的适用于电动车的传动系统，其特征在于，该环齿、该太阳齿、该第二滚动轴、每一该行星齿、该第一托盘、该第三滚动轴及每一该销体分别设为非导磁材料。
  33. 根据权利要求28所述的适用于电动车的传动系统，其特征在于，每一该第一磁性组的该第一磁性件设为两个且分别连接在每一该行星齿的左右两侧，每一该第二磁性组的该第二磁性件设为两个且分别连接在该太阳齿的左右两侧，每一该第一磁性件与每一该第一磁性件的磁性相斥。
  34. 根据权利要求33所述的适用于电动车的传动系统，其特征在于，每一该第一磁性组的其中一个该第一磁性件与另一个该第一磁性件的磁性相反，每一该第二磁性组的其中一个该第二磁性件与另一个该第二磁性件的磁性相反。
  35. 根据权利要求28或33或34所述的适用于电动车的传动系统，其特征在于，每一该第二磁性件对准每一该第一磁性件设置。
  36. 根据权利要求28或33或34所述的适用于电动车的传动系统，其特征在于，每一该第二磁性件与每一该第一磁性件形成交错设置。
  37. 根据权利要求28所述的适用于电动车的传动系统，其特征在于，每一该第一磁性件设为强力磁铁，每一该第二磁性件设为强力磁铁。
  38. 根据权利要求28所述的适用于电动车的传动系统，其特征在于，该行星齿轮单元包含有位于该第一盖板与该太阳齿之间的一第二托盘，该第二托盘具有贯通该第二托盘且供该第二滚动轴穿伸的一第四通孔，每一该销体远离该第一托盘的一端穿伸每一该第三通孔且连接该第二托盘。
  39. 根据权利要求38所述的适用于电动车的传动系统，其特征在于，该第二托盘设为非导磁材料。
  40. 根据权利要求28所述的适用于电动车的传动系统，其特征在于，该传动单元设为皮带或炼条或变速装置。
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CN101108591A (zh) * 2007-06-19 2008-01-23 熊金才 自充电式电动车
CN102111008A (zh) * 2009-12-29 2011-06-29 台达电子工业股份有限公司 电动汽车的高压电池充电系统架构
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