WO2022160426A1 - 一种基于轴向磁场的双转子轮毂电机及其控制方法 - Google Patents
一种基于轴向磁场的双转子轮毂电机及其控制方法 Download PDFInfo
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- WO2022160426A1 WO2022160426A1 PCT/CN2021/081107 CN2021081107W WO2022160426A1 WO 2022160426 A1 WO2022160426 A1 WO 2022160426A1 CN 2021081107 W CN2021081107 W CN 2021081107W WO 2022160426 A1 WO2022160426 A1 WO 2022160426A1
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- 238000000034 method Methods 0.000 title claims abstract description 12
- 230000007246 mechanism Effects 0.000 claims abstract description 16
- 238000004804 winding Methods 0.000 claims description 34
- 230000001172 regenerating effect Effects 0.000 claims description 25
- 230000008859 change Effects 0.000 claims description 9
- 238000010248 power generation Methods 0.000 claims description 6
- 230000005611 electricity Effects 0.000 claims description 4
- 238000005265 energy consumption Methods 0.000 abstract description 5
- 230000009286 beneficial effect Effects 0.000 abstract description 3
- 230000005540 biological transmission Effects 0.000 description 20
- 230000003993 interaction Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000001360 synchronised effect Effects 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 3
- 238000009434 installation Methods 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 230000007812 deficiency Effects 0.000 description 2
- 238000011084 recovery Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K16/00—Machines with more than one rotor or stator
- H02K16/02—Machines with one stator and two or more rotors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
- H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
- H02K21/24—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets axially facing the armatures, e.g. hub-type cycle dynamos
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/006—Structural association of a motor or generator with the drive train of a motor vehicle
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- 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
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- 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
- H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
Definitions
- the invention relates to an in-wheel motor of an electric vehicle and a control method thereof, in particular to a dual-rotor in-wheel motor based on an axial magnetic field and a control method thereof, belonging to the technical field of electric vehicle drive motors and their control.
- the in-wheel motor has many advantages, such as simple and compact structure, high efficiency and energy saving of the transmission system, independent and controllable driving and braking torque, etc.
- the existing outer rotor direct drive type and inner rotor deceleration drive type both have certain shortcomings in practical applications, and the applicable occasions are limited. It needs large current and is easy to damage the battery. It is mainly used in occasions such as flat roads and light loads; the inner rotor deceleration drive hub motor has a deceleration device, which reduces the efficiency. It is mainly used in hilly or mountainous areas with large overload capacity and other occasions.
- the dual-rotor motor has two mechanical ports and two electrical ports, and electrical energy and mechanical energy can flow freely among the four ports, which can realize power splitting, and is suitable for multi-working conditions of electric vehicles.
- Chinese patent CN103935232B discloses a dual-rotor motor-based electric wheel and its control method.
- the patented technology expands the application range of motor regenerative braking, and the driving range is increased, but only the outer rotor drives the vehicle, and the driving mode is single.
- Chinese patent CN103640470B discloses a dual-rotor motor structure for vehicle wheel hub drive.
- the patented technology has four modes of driving, braking, braking energy recovery and on-board power generation, and integrates the switching of the planetary gear mechanism with the mode, but also Only the inner rotor is used for driving, and the outer rotor is used for braking/braking energy recovery, which cannot be well adapted to the changing driving conditions of the car.
- a radial magnetic field stator yokeless double rotor disk permanent magnet synchronous motor disclosed in Chinese patent CN110120729A and a double rotor disk hub permanent magnet synchronous motor disclosed in Chinese patent CN110417225A have small axial dimensions and can output a large output. Torque and other characteristics, but the single driving mode makes it difficult to maintain high operating efficiency under changing driving conditions.
- Chinese patent CN109572388A discloses an integrated structure of an integrated counter-rotating double-rotor electric wheel.
- the patented technology can realize multiple driving modes and expand the speed and torque range of the operation of the wheel hub drive system.
- its structure is complex and uses two
- the row planetary gear mechanism and double brakes are bulky, which is not conducive to installation in the limited space of the wheel hub.
- Chinese patent CN109606096A discloses a dual-rotor motor-based electric wheel integrated structure and its working method.
- the patent adopts a radial air-gap dual-rotor hub motor structure to realize the independent and joint driving/braking modes of the internal and external motors, which can meet the
- the prototype structure designed and manufactured has a large axial dimension and a large weight, and there are obvious deficiencies in the actual vehicle assembly.
- the present invention proposes a dual-rotor in-wheel motor structure based on an axial magnetic field and a control method thereof, which has a variety of driving and braking modes and can meet the changing driving conditions of automobiles. It can reduce the energy consumption of the whole vehicle, and can greatly reduce the axial size and weight of the in-wheel motor.
- a dual-rotor hub motor based on an axial magnetic field including a wheel shaft and a wheel hub, the wheel shaft is fixedly connected with the frame, the wheel hub rotates relatively with the wheel shaft as the center, and the wheel shaft is fixedly connected with a circle.
- a disk-shaped intermediate stator, the left and right coil assemblies are respectively fixedly installed on both sides of the intermediate stator, the left and right rotors are arranged on both sides of the intermediate stator, and the left and right rotors are It is mounted on the wheel axle and can rotate relative to the wheel axle, the left coil assembly drives the left rotor to rotate, and the right coil assembly drives the right rotor to rotate; There is a left clutch, and a right clutch and a deceleration mechanism are arranged between the right rotor and the wheel hub.
- the present invention can realize multiple modes of independent driving and joint driving of the left and right motors, thereby satisfying the changing working conditions of the vehicle during actual driving. demand, and both motors can maintain high efficiency, which can reduce the energy consumption of the entire vehicle.
- the left rotor is provided with a left permanent magnet, and the left permanent magnet includes alternately distributed N poles and S poles along the center of the left rotor.
- the circumferential direction is evenly arranged on the surface of the left rotor, and the left permanent magnet is opposite to the left coil assembly;
- the right rotor is provided with a right permanent magnet, and the right permanent magnet includes alternately distributed N poles and S poles.
- the poles are evenly arranged on the surface of the right rotor in the circumferential direction with the center of the right rotor as the center, and the right permanent magnet is opposite to the right coil assembly.
- the motor arranges the magnetic field in an axial form, which can effectively reduce the axial size of the motor.
- the left rotor and the right rotor are in the shape of thin discs, the cross section is in the shape of a vertically placed pan, and the bottom of the pan is symmetrically arranged on both sides of the middle stator.
- the installation space of the left and right clutches is optimized, which can further reduce the axial size of the motor, reduce the weight of the motor, and meet the loading requirements of the dual-rotor in-wheel motor. Useful for real vehicles.
- the deceleration mechanism is a single-row planetary gear mechanism including a sun gear, a planetary gear, a planet carrier and a ring gear, the right clutch connects the sun gear and the right rotor, and the planet carrier and the hub.
- a connecting pin is provided between the ring gear and the intermediate stator. The change of the transmission ratio is achieved through a single-row planetary gear mechanism.
- the wheel axle is a hollow tubular structure, and the outer diameter of the wheel axle is provided with a connecting key connected with the intermediate stator.
- a flat key is arranged in the keyway of the wheel axle to realize the fixed connection between the intermediate stator and the wheel axle.
- the wheel shaft is a hollow tubular structure, and the outer diameter of the wheel shaft is provided with at least two threading holes penetrating the tube wall. The threading holes are used to lead out the coil leads of the left coil winding assembly and the left clutch, and the right coil winding assembly and the right clutch.
- a control method for a dual-rotor in-wheel motor based on an axial magnetic field through the control of the left clutch and the right clutch and the control of the left coil assembly and the right coil assembly, the right motor can be independently driven and the left motor can be independently driven ,
- the left and right side motors are jointly driven, the right side motor is individually regenerative braking, the left side motor is individually regenerative braking, and the left and right side motors are jointly regenerative braking working mode;
- the right motor independent drive mode when the left clutch is disconnected and the right clutch is closed, a three-phase current is supplied to the right coil winding assembly of the middle stator, and the generated rotating magnetic field is consistent with the right permanent magnet on the right rotor.
- the axial magnetic field interaction of the magnet generates electromagnetic torque, which drives the right rotor to rotate, and the power is output to the hub through the right clutch, sun gear, and planet carrier to drive the vehicle; the deceleration and torque increase of the planetary gear mechanism Later, the wheel can output a large driving torque, but the wheel speed will be reduced, so this mode is mainly used in urban driving occasions where the electric vehicle has low speed and large torque.
- the left motor independent drive mode when the right clutch is disconnected and the left clutch is closed, a three-phase current is passed to the left coil winding assembly of the middle stator, and the generated rotating magnetic field is consistent with the left permanent magnet on the left rotor.
- the axial magnetic field interaction of the magnets generates electromagnetic torque, which drives the left rotor to rotate, and the power is directly output to the hub through the left clutch to drive the vehicle; since the left motor is a direct-drive hub motor, and the left
- the rotor has a large moment of inertia and is suitable for constant speed operation, so this mode is mainly used for high-speed driving of electric vehicles in suburban conditions.
- the left and right motor joint driving mode when the left clutch and the right clutch are both closed, three-phase currents are respectively supplied to the left coil winding assembly and the right coil winding assembly of the middle stator, and the rotating magnetic fields generated by them are respectively the same as
- the interaction of the left permanent magnet of the left rotor and the axial magnetic field of the right permanent magnet on the right rotor generates electromagnetic torque, which drives the left rotor and the right rotor to rotate at the same time, and the driving torque of the left and right motors is at the hub.
- the vehicle After the coupling is superimposed, the vehicle is driven; since the wheels can provide greater driving torque, this mode is mainly used for electric vehicles to climb or accelerate at low speeds.
- the right motor independent regenerative braking mode in the right motor independent driving mode, when braking measures are taken to decelerate the vehicle, the kinetic energy of the rotating wheel is transmitted to the right rotor through the planet carrier, the sun gear, and the right clutch, which drives the vehicle.
- the axial magnetic field of the right permanent magnet on the right rotor will change periodically, and an induced electromotive force will be generated in the right coil winding assembly of the middle stator. If the induced electromotive force is higher than the power battery voltage, it will To charge the power battery, the motor is in a state of generating electricity.
- the left motor independent regenerative braking mode in the left motor independent driving mode, when braking measures are taken to decelerate the vehicle, the kinetic energy of the rotating wheel is transmitted to the left rotor through the left clutch, which drives the left rotor to rotate, and the left rotor rotates.
- the axial magnetic field of the left permanent magnet on the side rotor will change periodically, and an induced electromotive force will be generated in the left coil winding assembly of the middle stator. If the induced electromotive force is higher than the voltage of the power battery, the power battery will be charged.
- the motor is generating electricity.
- the left and right motor joint regenerative braking mode in the left and right motor joint driving mode, when braking measures are taken to decelerate the vehicle, the kinetic energy of the rotating wheels is transmitted to the The right rotor and the left rotor drive the right rotor and the left rotor to rotate at the same time.
- the axial magnetic fields of the right permanent magnet on the right rotor and the left permanent magnet on the left rotor both change periodically. Induced electromotive force is generated in the right coil winding assembly and the left coil winding assembly of the stator respectively. If the induced electromotive force is higher than the voltage of the power battery, the power battery will be charged at the same time, and both motors are in the state of generating electricity.
- the motor can realize separate left and right motors by introducing two left and right rotors, a middle stator, two electromagnetic clutches and a planetary gear mechanism.
- the motor arranges the magnetic field in an axial form, which can effectively reduce the axial size of the motor;
- the middle stator is a thin disc, the left and right coil components are designed with protruding structures, and the left and right coil components are designed with a protruding structure.
- the cross section of the right rotor is in the shape of a vertically placed pan, and the bottom of the pan is symmetrically arranged on both sides of the middle stator, which optimizes the installation space of the left and right clutches, further reduces the axial size of the motor, reduces the weight of the motor, and can It meets the loading requirements of dual-rotor in-wheel motors and is beneficial to be applied to real vehicles.
- Fig. 1 is the structural representation of the present invention
- Fig. 2 is the structural representation of the left rotor and the left permanent magnet of the present invention
- FIG. 3 is a schematic structural diagram of a right rotor and a right permanent magnet of the present invention.
- FIG. 4 is a schematic structural diagram of an intermediate stator of the present invention.
- Fig. 5 is the structural representation of the wheel axle of the present invention.
- Fig. 6 is the power transmission route diagram of the individual drive mode of the right motor of the present invention.
- Fig. 7 is the power transmission route diagram of the left motor independent drive mode of the present invention.
- FIG. 8 is a power transmission route diagram of the left and right side motors in the common driving mode of the present invention.
- a first feature "on” or “under” a second feature may include the first and second features in direct contact, or may include the first and second features Not directly but through additional features between them.
- the first feature being “above”, “over” and “above” the second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is level higher than the second feature.
- the first feature is “below”, “below” and “below” the second feature includes the first feature being directly below and diagonally below the second feature, or simply means that the first feature has a lower level than the second feature.
- a dual-rotor hub motor based on an axial magnetic field consists of a left rotor 6 , a left permanent magnet 61 , a left coil winding assembly 4 , a left clutch 8 , a middle stator 3 , and a right rotor 7 , Right permanent magnet 71 , right coil winding assembly 5 , right clutch 9 , sun gear 11 , planetary gear 12 , planet carrier 13 , ring gear 14 , connecting pin 15 , wheel axle 1 and wheel hub 2 .
- the left rotor 6 and the right rotor 7 are in the shape of thin discs.
- the cross sections of the left rotor 6 and the right rotor 7 are vertically placed pans
- the bottom of the pot is symmetrically arranged on both sides of the middle stator (as shown in Figure 1), the left permanent magnet 61 is evenly arranged on the outer edge of the right end face of the left rotor 6, and its N poles and S poles are arranged alternately, resulting in
- the direction of the magnetic field lines is consistent with the axis direction of the wheel shaft 1;
- the right permanent magnet 71 is evenly arranged on the outer edge of the left end face of the right rotor 7, and its N poles and S poles are arranged alternately, and the direction of the generated magnetic field lines is consistent with the axis of the wheel shaft 1 the same direction.
- the middle stator 3 is in the shape of a thin disc
- the left coil slot (indicated by the dotted line in Figure 4) and the right coil slot (indicated by the solid line in Figure 4) are protruding structures
- the left coil slot is uniform Distributed on the outer edge of the left end face of the middle stator 3
- the right coil slots are evenly distributed on the inner edge of the right end face of the middle stator 3
- the left coil winding and the right coil winding are embedded in the left coil slot and the right coil respectively.
- a rotating magnetic field can be generated.
- the interaction of the magnetic field generates electromagnetic torque, which drives the left rotor 6 and the right rotor 7 to rotate; a number of evenly distributed threaded holes are opened between the left coil slot and the right coil slot for installing the connecting pin 15 and the middle stator.
- 3 is fixedly connected to the wheel axle 1 through a flat key.
- the wheel axle 1 has a cylindrical structure and is fixedly connected to the frame.
- the surface of the wheel axle 1 is provided with a keyway and a threading hole 32 , and the flat key 31 in the keyway realizes the fixed connection between the intermediate stator 3 and the wheel axle 1 , the threading hole 32 is used to lead out the coil leads of the left coil winding assembly 4 and the left clutch 8 , the right coil winding assembly 5 and the right electromagnetic clutch 9 .
- the sun gear 11 , the planetary gear 12 , the planet carrier 13 and the ring gear 14 form a single-row planetary gear mechanism, wherein the sun gear 11 is connected with the right clutch 9 and is mounted on the wheel shaft 1 through a bearing ;
- the planet carrier 13 is fastened to the hub 2, and the ring gear 14 is fastened to the connecting pin 15.
- both the left clutch 8 and the right clutch 9 are in the shape of a ring, which can be sleeved on the wheel axle 1 , and the left clutch 8 is used to disconnect or engage the connection between the left rotor 6 and the hub 2 .
- Power transmission the right clutch 9 is used to disconnect or engage the power transmission between the right rotor 7 and the sun gear 11; the left rotor 6, the left permanent magnet 61 and the left coil winding assembly 4 on the middle stator 3
- the left permanent magnet synchronous motor formed has a transmission ratio of 1 and belongs to a direct drive type in-wheel motor; Synchronous motor, with a transmission ratio greater than 1, belongs to a deceleration and torque-increasing drive type in-wheel motor.
- the dual-rotor in-wheel motor based on the axial magnetic field has the functions of independent drive of the left motor, independent drive of the right motor, joint drive of the left and right motors, independent regenerative braking of the left motor, independent regenerative braking of the right motor, and joint regeneration of the left and right motors.
- the brake working mode is described in detail below.
- regenerative braking working modes In different driving modes of the vehicle, when braking measures are taken to decelerate the vehicle, three corresponding regenerative braking working modes can be realized, namely, the left motor alone regenerative braking, the right motor alone regenerative braking, and the left and right motors. Common regenerative braking.
- the kinetic energy of the rotating wheel (hub 2) is transmitted to the right rotor 7 via the planet carrier 13, the sun gear 11 and the right clutch 9, driving the right rotor 7 rotates, the axial magnetic field of the right permanent magnet 71 on the right rotor 7 will change periodically, and an induced electromotive force will be generated in the right coil winding assembly 5 of the intermediate stator 3, if the induced electromotive force is higher than the power battery voltage , the power battery will be charged, and the motor is in the power generation state, that is, it works in the right motor independent regenerative braking mode.
- the energy transmission route in this mode is just opposite to the power transmission route of the right motor independent drive mode, and its energy is omitted. Deliver the roadmap.
- the left motor has a separate regenerative braking
- the left motor independent drive mode when braking measures are taken to decelerate the vehicle, the kinetic energy of the rotating wheel (hub 2 ) is transmitted to the left rotor 6 via the left clutch 8 , which drives the left rotor 6 to rotate, and the left rotor 6 rotates.
- the axial magnetic field of the left permanent magnet 61 will change periodically, and an induced electromotive force will be generated in the left coil winding assembly 4 of the intermediate stator 3. If the induced electromotive force is higher than the power battery voltage, the power battery will be charged.
- the motor is in the power generation state, that is, it works in the left motor independent regenerative braking mode.
- the energy transmission route in this mode is just opposite to the power transmission route of the left motor independent driving mode, and its energy transmission route map is omitted.
- the power battery 7 and the left rotor 6 drive the right rotor 7 and the left rotor 6 to rotate at the same time, and the axial magnetic fields of the right permanent magnet 71 on the right rotor 7 and the left permanent magnet 61 on the left rotor 6 are both periodic If the induced electromotive force is higher than the voltage of the power battery, the power battery will be charged at the same time, and both motors are in In the power generation state, that is, it works in the joint regenerative braking mode of the left and right motors.
- the energy transmission route in this mode is just opposite to the power transmission route of the left and right motor joint driving mode, and its energy transmission route map is omitted.
- the advantage of this is that the electric vehicle can select the corresponding working mode to drive the vehicle according to changes in the actual driving conditions, and the left and right motors can maintain optimal efficiency, thereby reducing the energy consumption of the entire vehicle.
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Abstract
Description
Claims (7)
- 一种基于轴向磁场的双转子轮毂电机,包括车轮轴(1)和轮毂(2),所述车轮轴(1)与车架固定连接,轮毂(2)以车轮轴(1)为中心进行相对转动,其特征在于:所述车轮轴(1)上固定连接有圆盘状中间定子(3),所述中间定子(3)两侧分别固定安装有左侧线圈组件(4)和右侧线圈组件(5),所述中间定子(3)两侧设有左侧转子(6)和右侧转子(7),所述左侧转子(6)和右侧转子(7)安装在车轮轴(1)上并且可以以车轮轴(1)为中心进行相对转动,所述左侧线圈组件(4)驱动左侧转子(6)转动,所述右侧线圈组件(5)驱动右侧转子(7)转动;所述左侧转子(6)与轮毂(2)之间设有左侧离合器(8),所述右侧转子(7)与轮毂(2)之间设有右侧离合器(9)和减速机构(10)。
- 根据权利要求1所述的基于轴向磁场的双转子轮毂电机,其特征在于:所述左侧转子(6)上设有左侧永磁体(61),所述左侧永磁体(61)包括交替分布的N极和S极以左侧转子(6)的中心为中心沿圆周方向均匀布置在左侧转子(6)表面,所述左侧永磁体(61)与左侧线圈组件(4)相对;所述右侧转子(7)上设有右侧永磁体(71),所述右侧永磁体(71)包括交替分布的N极和S极以右侧转子(7)的中心为中心沿圆周方向均匀布置在右侧转子(7)表面,所述右侧永磁体(71)与右侧线圈组件(5)相对。
- 根据权利要求1或2所述的基于轴向磁场的双转子轮毂电机,其特征在于:所述左侧转子(6)和右侧转子(7)呈薄圆盘状,截面呈竖直放置的平底锅状,锅底背对称布置于中间定子(3)两侧。
- 根据权利要求1所述的基于轴向磁场的双转子轮毂电机,其特征在于:所述减速机构(10)为单排行星齿轮机构包括太阳轮(11),行星轮(12)、行星架(13)和齿圈(14),所述右侧离合器(9)连接太阳轮(11)与右侧转子(7),所述行星架(13)与轮毂(2)固定连接,所述齿圈(14)与中间定子(3)之间设有连接销(15)。
- 根据权利要求1所述的基于轴向磁场的双转子轮毂电机,其特征在于:所述车轮轴(1)为中空的管状结构,所述车轮轴(1)外径上设有与中间定子(3)连接的连接键(31)。
- 根据权利要求1或5所述的基于轴向磁场的双转子轮毂电机结构,其特征在于:所述车轮轴(1)为中空的管状结构,所述车轮轴(1)外径上设有至少两个贯穿管壁的穿线孔(32)。
- 根据权利要求4所述的基于轴向磁场的双转子轮毂电机的控制方法,其特征在于:通过对左侧离合器(8)和右侧离合器(9)控制以及左侧线圈组件(4)和右侧线圈组件(5)的控制可以实现右侧电机单独驱动、左侧电机单独驱动、左右侧电机共同驱动、右侧电机单独再生制动、左侧电机单独再生制动、左右侧电机共同再生制动工作模式;所述右侧电机单独驱动模式:当左侧离合器(8)断开,右侧离合器(9)闭合时,向中间定子(3)的右侧线圈绕组件(5)通入三相电流,产生的旋转磁场与右侧转子(7)上的右侧永磁体(71)的轴向磁场相互作用产生电磁转矩,该转矩驱动右侧转子(7)旋转, 动力经右侧离合器(9)、太阳轮(11)、行星架(13)输出到轮毂(2)上,驱动车辆行驶;所述左侧电机单独驱动模式:当右侧离合器(9)断开,左侧离合器(8)闭合时,向中间定子(3)的左侧线圈绕组件(4)通入三相电流,产生的旋转磁场与左侧转子(6)上的左侧永磁体(61)的轴向磁场相互作用产生电磁转矩,该转矩驱动左侧转子(6)旋转,动力经左侧离合器(8)直接输出到轮毂(2)上,驱动车辆行驶;所述左右侧电机共同驱动模式:当左侧离合器(8)和右侧离合器(9)均闭合时,向中间定子(3)的左侧线圈绕组件(4)和右侧线圈绕组件(5)分别通入三相电流,它们产生的旋转磁场分别与左侧转子(6)的左侧永磁体(61)和右侧转子(7)上的右侧永磁体(71)的轴向磁场相互作用产生电磁转矩,同时驱动左侧转子(6)和右侧转子(7)旋转,左右侧电机的驱动转矩在轮毂(2)处耦合叠加后驱动车辆行驶;所述右侧电机单独再生制动模式:在右侧电机单独驱动模式下,采取制动措施使车辆减速时,旋转车轮的动能经由行星架(13)、太阳轮(11)、右侧离合器(9)传递至右侧转子(7),带动右侧转子(7)旋转,右侧转子(7)上的右侧永磁体(71)的轴向磁场将作周期性变化,在中间定子(3)的右侧线圈绕组件(5)内将产生感应电动势,若感应电动势高于动力电池电压,将会对动力电池进行充电,该电机处于发电状态;所述左侧电机单独再生制动模式:在左侧电机单独驱动模式下,采取制动措施使车辆减速时,旋转车轮的动能经由左侧离合器(8)传递至左侧转子(6),带动左侧转子(6)旋转,左侧转子(6)上的左侧永磁体(61)的轴向磁场将作周期性变化,在中间定子(3)的左侧线圈绕组件(4)内将产生感应电动势,若感应电动势高于动力电池电压,将会对动力电池进行充电,该电机处于发电状态;所述左右侧电机共同再生制动模式:在左右侧电机共同驱动模式下,采取制动措施使车辆减速时,旋转车轮的动能分别经由行星架(13)、太阳轮(11)、右侧离合器(9)和左侧离合器(8)传递至右侧转子(7)和左侧转子(6),同时带动右侧转子(7)和左侧转子(6)旋转,右侧转子(7)上的右侧永磁体(71)和左侧转子(6)上的左侧永磁体(61)的轴向磁场均作周期性变化,在中间定子(3)的右侧线圈绕组件(5)和左侧线圈绕组件(4)内分别产生感应电动势,若感应电动势高于动力电池电压,将会同时对动力电池进行充电,两个电机均处于发电状态。
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