WO2022236440A1 - 环槽集电单极电磁传动机及其应用 - Google Patents

环槽集电单极电磁传动机及其应用 Download PDF

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Publication number
WO2022236440A1
WO2022236440A1 PCT/CN2021/000104 CN2021000104W WO2022236440A1 WO 2022236440 A1 WO2022236440 A1 WO 2022236440A1 CN 2021000104 W CN2021000104 W CN 2021000104W WO 2022236440 A1 WO2022236440 A1 WO 2022236440A1
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Prior art keywords
het
flywheel
rotor
shaft
stator
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PCT/CN2021/000104
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English (en)
French (fr)
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徐立民
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徐立民
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Priority to PCT/CN2021/000104 priority Critical patent/WO2022236440A1/zh
Publication of WO2022236440A1 publication Critical patent/WO2022236440A1/zh

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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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D15/00—Transmission of mechanical power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D80/00—Details, components or accessories not provided for in groups F03D1/00 - F03D17/00
    • F03D80/60—Cooling or heating of wind motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D9/00—Adaptations of wind motors for special use; Combinations of wind motors with apparatus driven thereby; Wind motors specially adapted for installation in particular locations
    • F03D9/10—Combinations of wind motors with apparatus storing energy
    • F03D9/12—Combinations of wind motors with apparatus storing energy storing kinetic energy, e.g. using flywheels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/02—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type
    • H02K49/04—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
    • 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
    • H02K7/02—Additional mass for increasing inertia, e.g. flywheels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil

Definitions

  • the utility model relates to a device for continuously variable speed and torque transmission between two rotating shafts.
  • It relates to a vehicle power system, especially a vehicle power system with a fuel-burning engine and a continuously variable transmission.
  • It relates to a vehicle power system, in particular to a vehicle power system that does not carry fuel, uses power grids for charging, and has zero emissions.
  • It relates to a vehicle power system, in particular to a vehicle hybrid power system combining a fuel engine and an energy storage device.
  • It relates to a charging device for a vehicle power system, in particular to a charging device for an energy storage flywheel.
  • It relates to a wind power generation system, especially a wind power generation system with a stepless transmission.
  • It relates to a wind power generation system, especially a wind power generation system with an energy storage device.
  • It relates to an energy storage and conversion system, especially a system that uses a flywheel to store energy at a fixed location and converts energy input and output between the power grid.
  • unipolar DC electromagnetic actuator and its application system international application number PCT/CN2015/000837), unipolar DC electromagnetic actuator (patent number ZL201410256838.7), with unipolar DC electromagnetic actuator
  • Fuel-powered vehicle power system (patent number ZL201410257434.X)
  • vehicle flywheel power system with unipolar DC electromagnetic drive (patent number ZL201410256839.1)
  • vehicle fuel engine and flywheel hybrid with unipolar DC electromagnetic drive system Patent No. ZL201410256867.3
  • wind power generation system with unipolar DC electromagnetic drive Patent No. ZL201410256868.8
  • wind power generation system with flywheel and unipolar DC electromagnetic drive Patent No. Flywheel energy storage and conversion system for unipolar DC electromagnetic drives (Patent No. ZL201410257433.5).
  • the present invention adopts the structure of ring groove current collection and internal cooling, which does not need to lead out the liquid metal in the circuit connection area to the outside of the machine for cooling, and only sets the circulation gap (203) and the circuit connection area gap in two places It is connected to make the liquid metal self-circulate in the communication section of the circulation gap and the circuit connection area gap, and a cooling channel filled with coolant fluid is set on the stator for internal cooling.
  • This self-circulation flow can also bring about the beneficial effects of the forced circulation flow driven by the external circulation pump, including strengthening the stability maintenance effect of the liquid metal in the circuit connection area to maintain the position of "not losing its position".
  • the circulation gap connects the liquid metal inlet hole and the liquid metal discharge hole.
  • the rotation direction of the injection flow of the liquid inlet hole and the suction flow direction of the liquid discharge hole are consistent with the rotation direction of the rotor.
  • the injection flow and suction flow can transfer a part of the liquid metal in the circulation gap. Circulating flow through the auxiliary system outside the machine for filtering and other operations.
  • An axisymmetric magnetic field with a single polarity is generated by an axisymmetric annular DC excitation coil, and its magnetic flux density B has no circumferential component Bt, but only a meridian component Bm (the meridian plane refers to any plane containing the axis line), and Bm is determined by the diameter Combination of directional component Br and axial component Bz.
  • Bm is determined by the diameter Combination of directional component Br and axial component Bz.
  • Brushes are set on the rotor conductors at both ends of the length, and the two poles are drawn out to connect to the external circuit.
  • I0 passing through the rotor conductors.
  • the direction of 10 is the same as that of the electromotive force Em.
  • ⁇ is the angular velocity of the rotor
  • ⁇ m is the magnetic flux passing through the rotor conductor, that is, the magnetic flux of the meridional surface component magnetic density Bm. Due to the phenomenon of magnetic flux leakage, for a rotor conductor with a certain thickness, there is a difference between the incoming magnetic flux and the outgoing magnetic flux on the surface of the conductor belonging to the current boundary, and ⁇ m takes the average value of the two.
  • the positive direction of the torque vector Me is the same as that of the angular velocity vector ⁇ , and the positive direction of I0 is the same as that of E.
  • the scalar Pe When the scalar Pe is positive or negative, it means that the rotor conductor accepts or outputs electromagnetic power.
  • the vector direction of the electromagnetic torque Me When the vector direction of the electromagnetic torque Me is the same as the vector direction of the angular velocity ⁇ , it is in the electric working condition, which means that the rotor receives the electromagnetic power Pe, and then transmits the mechanical power Pm outward through the rotating shaft.
  • the vector direction of Me When the vector direction of Me is opposite to that of ⁇ , it is in the power generation condition, which means that the mechanical power Pm is input from the rotating shaft end, and then the electromagnetic power is output from the rotor conductor.
  • the product of the present invention is a single-pole DC electromagnetic transmission (HET--Homopolar Electromagnetic Transmission) with ring groove current collection and internal cooling, which has two rotors and their rotating shafts, a set of stators, a set of external auxiliary systems, and a set of Adjust the control system.
  • HET--Homopolar Electromagnetic Transmission with ring groove current collection and internal cooling, which has two rotors and their rotating shafts, a set of stators, a set of external auxiliary systems, and a set of Adjust the control system.
  • HET--Homopolar Electromagnetic Transmission with ring groove current collection and internal cooling, which has two rotors and their rotating shafts, a set of stators, a set of external auxiliary systems, and a set of Adjust the control system.
  • it is a combination of two unipolar DC motors, with the above-mentioned electromagnetic interaction between each rotor and stator.
  • Each rotor has at least one axisymmetric rotor magnetic conductor (3) with good magnetic and conductive properties.
  • the material can be selected from low-carbon steel, 20# steel, 30# steel, 45# steel, etc., depending on the strength Sufficient higher conductivity materials are preferred.
  • the rotor magnetic conductor (3) passes most of the rotor magnetic flux ⁇ m of the main magnetic circuit (22), and the rotor conductor (4) of non-magnetic material that is connected to it also passes a small amount of leakage flux. The fluxes together constitute the rotor flux ⁇ m.
  • the material of the rotor conductor (4) can be selected from copper, aluminum, copper alloy, aluminum alloy, etc., and the copper alloy can be selected from chromium copper (Cu-0.5Cr), cadmium copper (Cu-1Cd), zirconium copper (Cu-0.2Zr ), chromium-zirconium copper (Cu-0.5Cr-0.15Zr), iron-copper (Cu-0.1Fe-0.03P), silver-copper (Cu-0.1Ag), materials with sufficient strength and high conductivity are preferred.
  • the magnetic flux ⁇ m works together with the rotor angular velocity ⁇ , and the conductors (3, 4) on the rotor generate electromotive force E.
  • the two rotors are divided into the active rotor and the passive rotor.
  • the direction of the main current I0 flowing on each conductor (3, 4) of the active rotor is the same as that of the electromotive force E, and the direction of the main current I0 flowing on each conductor (3, 4) of the passive rotor is the same.
  • the direction of the main current I0 is opposite to the direction of its electromotive force E.
  • the value of the main current I0 of the main circuit (23) obeys Ohm's law, which is equal to the difference between the sum of the electromotive force E of each conductor of the active rotor and the sum of the electromotive force E of each conductor of the passive rotor and the ratio of the main circuit resistance R0.
  • the magnetic flux ⁇ m and the main current I0 work together to generate electromagnetic torque Me on the conductor (3, 4) on the rotor.
  • the direction of the torque vector is opposite to its ⁇ vector direction on the active rotor, and opposite to its ⁇ vector direction on the passive rotor.
  • the ⁇ vectors are in the same direction.
  • the electromagnetic power Pe is transmitted from the active rotor to the passive rotor.
  • the electromagnetic power of the active rotor is greater than that of the passive rotor.
  • the difference between the two is equal to the ohmic heat loss power of the main circuit, that is, the product of the square of I0 and R0.
  • the active rotor and the passive rotor can exchange roles, so that the power flow direction is reversed.
  • the excitation source is not limited to the excitation coil, and a permanent magnet (13) (Fig. 1 to Fig. 4) can also be used. Its advantage is that there is no excitation current loss, and its material can be selected from neodymium iron boron and the like.
  • the excitation source of a main magnetic circuit (22) can share the permanent magnet and the excitation coil, or use the permanent magnet alone, or use the excitation coil alone.
  • the so-called "main magnetic circuit” refers to the closed magnetic circuit with the smallest reluctance around the excitation coil (or on the installation path of the permanent magnet), which is different from the secondary branch magnetic circuit in the multi-path parallel magnetic permeable material structure.
  • the main magnetic circuit (22) is guided into a closed loop by the axisymmetric magnetically permeable structural parts on the rotor and the stator. Except for the narrow air gap between the rotor and the stator, the other structural parts in the loop are made of magnetically permeable materials.
  • the rotating shaft (2) and the rotor magnetic conductor (14) can be selected from low carbon steel, 20# steel, 30# steel, 45# steel, 40Cr steel, etc.
  • the stator magnetic conductor (7, 17, 18 ) and stator magnetizers (10, 12, 20, 21) can be selected from electromagnetic pure iron, low carbon steel, 20# steel, 30# steel, 45# steel, etc., and the material with sufficient strength and high magnetic permeability is better , materials with higher magnetic permeability also have higher electrical conductivity.
  • one main magnetic circuit (22) simultaneously passes through the rotor magnetization conductor (3) of the two rotors (Fig. 2 to Fig. 5, Fig. 17, Fig. 18 , Figure 19).
  • the adjacent surfaces of the two rotors that pass through the common main magnetic flux can be vertical end surfaces, conical surfaces ( Figure 2, Figure 17), or cylindrical surfaces ( Figures 3 to 5, Figure 18, Figure 19 ).
  • the axial magnetic force of the two rotors produced by these three structures is different.
  • the axial magnetic force of the vertical end face structure is the largest, that of the cylindrical surface is very small, and that of the conical surface is in between.
  • the axial magnetic force can be adjusted by changing the cone angle. The size of the suction.
  • the main circuit (23) is composed of three different circuit connectors: a solid structure, a conductive connection medium between the rotor and the stator, and a conductive connection between solid structures with no relative motion on the same rotor or stator. Connection medium.
  • the solid structure of the rotor on the main circuit includes a rotor magnetic conduction conductor (3) and a rotor conductor (4). Also can make the rotating shaft (2) that is socketed with the first two participate in conduction, now the contact surface of the rotating shaft (2) and the first two is conductive, even the rotating shaft (2) and the rotor magnetic conducting conductor are designed as one. There are advantages and disadvantages for the rotating shaft (2) to participate in the conduction. The advantage is that the resistance is reduced, and the disadvantage is that the magnetic resistance of the excitation is increased.
  • stator solid structural parts on the main circuit include: stator conductors (6, 11) directly connected to the rotor, stator magnetic conductors (7, 17, 18), stator intermediate conductors (8), external terminals ( 16), and external circuit conductors and connectors.
  • Conductors (6, 8, 11), external terminals (16), external circuit conductors and joints can be selected from high-conductivity materials such as copper, aluminum, and copper alloys.
  • the conductive connection between solid structural parts without relative movement can be bonded with conductive glue, filled with solid soft metal materials or brazed, filled with liquid metal, or directly contacted to conduct electricity.
  • the conductive connection between the rotor and the stator in the circuit connection area (5) can adopt a solid sliding contact structure, can adopt a solid sliding contact structure with liquid lubrication, and can use liquid metal as a conductive medium.
  • the latter is called metal liquid circuit connection.
  • Optional liquid metals include: sodium potassium alloy (such as sodium potassium ratio is 22:78, freezing point -11 ° C, evaporation point 784 ° C), gallium (freezing point 29.9 ° C), gallium indium alloy (for example, the ratio of gallium indium tin is 75:25, and the freezing point is 15.7°C), gallium indium tin alloy (for example, the ratio of gallium indium tin is 62:25:13, the freezing point is about 5°C; the ratio is 62.5:21.5:16, the freezing point is 10.7°C; the ratio 69.8:17.6:12.5, freezing point 10.8°C), mercury (freezing point -39°C, evaporation point 357°C), etc.
  • the metal liquid circuit connection scheme has small contact resistance and low friction loss.
  • the solution of the invention is limited to conductive media using liquid metals.
  • the surface of the main flux air gap between the rotor and the stator can be designed as an axisymmetric cylindrical surface (axial surface type), or as an end surface perpendicular to the centerline of the rotating shaft (disk surface type).
  • axial surface type does not produce axial magnetic attraction force, while the disk surface type produces axial magnetic attraction force.
  • the solution of the present invention is limited to the axial-surface structure.
  • the magnetic flux of the main magnetic circuit passes through the rotating shaft (2), the rotor magnetic conducting conductor (3), and the stator magnetic conducting conductor (7) sequentially or in reverse order.
  • the surface of the main flux air gap between the rotating shaft (2) and the stator magnetizer (10) not only has the situation where the outer cylindrical surface matches the inner cylindrical surface, but also can be designed as a structure where the inner cylindrical surface matches the outer cylindrical surface (Fig. 43) .
  • each rotor magnetic conductor (3) has a single magnetic flux scheme and a double magnetic flux scheme.
  • the latter is excited by two excitation sources, and the electromotive force can be twice that of the former.
  • the axial-surface double magnetic flux scheme utilizes the double-sided magnetic conduction channels of the rotating shaft (2), and its structural shape is slender in the axial direction.
  • the design that the structure tends to be slender also includes: reducing the cross-sectional radial position of the exciting coil (9), so that the coil approaches the centerline of the rotating shaft.
  • This design scheme of the paraxial coil can also reduce the conductor weight consumed by the excitation coil, because the volume of the coil conductor is reduced under the same excitation current and the same excitation current density.
  • the rotating shaft (2) of the shaft-surface type scheme can be designed as a solid shaft or as a hollow shaft. Under the condition of the same outer diameter of the rotating shaft, the magnetic permeability of the solid shaft is the largest. In the case of low rotational speed and unlimited linear velocity of the liquid metal "brush", the outer diameter of the rotating shaft can be designed larger, and the rotating shaft can be designed as a hollow shaft. This solution has less structural consumables and is lighter in weight.
  • the rotor is in the inner ring and the stator is in the outer ring, that is, the inner rotor structure.
  • Special applications can also be designed as an outer rotor structure (Figure 11), such as the occasion of direct connection with the wind turbine rotor of a very low speed wind turbine.
  • the connecting surface of the rotor magnetic conductor (3) and the rotor conductor (4) of the axial surface type and the inner rotor type scheme can be a full-height disc surface up to the outer diameter of the two, or a non-full-height disc surface Add a cylindrical surface, that is, the rotor conductor is a non-full height type (Fig. 15, Fig. 30, Fig. 31).
  • the non-full-height design can be used when the rotating speed is high and the strength of the conductor of the full-height rotor is insufficient.
  • the axis lines of the two rotors of the centralized type coincide, and the two rotors are close to each other, and the main circuit is short.
  • the two rotors of the separate type are arranged separately, each has an independent stator, and has an external conductor to transmit the main current.
  • the centralized main circuit resistance is small, and the consumables and weight are less, but the interference between the excitations is large, which is not conducive to independent adjustment of the excitation, and the rotor support is not easy to arrange.
  • the separated type has a flexible layout, which is beneficial to independently adjust the excitation, but the main circuit resistance is relatively large, and the circuit consumables and weight are relatively large.
  • the energy transfer efficiency of the concentrated type is higher, and the energy transfer efficiency of the separated type is lower, but the energy transfer efficiency of the separated type can also reach about 98% (the two indexes of weight and efficiency are comprehensively optimized, and the optimization scheme that pays more attention to efficiency is obtained. efficiency value).
  • the centralized structure can also have two rows of external terminals (16) for external power supply (Fig. 2, Fig. 3, Fig. 17, Fig. 18). DC power supply.
  • the structure also has a liquid metal changeover switch (15), which is located on the internal main circuit and between the two terminals. When operating normally, the interstitial space of the transfer switch (15) is filled with metal liquid, the internal main circuit is in a closed state, and the circuit of the external power supply is set in an open state. When an external power supply operation is required, first evacuate the metal liquid in the gap of the transfer switch to disconnect the internal main circuit.
  • Uses for external power operation include: using an external DC power source to drive the rotors (one or both rotors) in a HET, e.g. increasing the kinetic energy of a flywheel on a rotor shaft; or reverse energy flow, charging an external power source with rotor mechanical energy , such as unloading reduces the kinetic energy of a flywheel on a rotor shaft.
  • the separated structure has two HET semi-couplings with an external conductor between them to form a main current closed loop.
  • the external conductors are connected by external terminals (16) (Fig. 8 to Fig. 14).
  • the external conductor can adopt multiple coaxial conductors, with coaxial mandrel and sleeve, the mandrel and the sleeve respectively transmit the main current with the opposite direction and the same magnitude, and the gap between the mandrel and the sleeve can be passed through the cooling medium to dissipate heat .
  • the external conductors can also use a large number of small-diameter wires, and the two wires with opposite current directions are insulated and evenly mixed with each other ( Figure 62, Figure 63).
  • the small-diameter wire has the characteristics of being soft and easy to arrange.
  • the small-diameter wire can be brazed with the connector, and the connection between the small-diameter wire and the external terminal (16) can be brazed or connected through an intermediate transition terminal joint.
  • the separated single rotor can be designed to have one rotor magnetic conduction conductor (3), and can also be designed to have multiple rotor magnetic conduction conductors.
  • the multiple rotor magnetic conductive conductors can be connected in series, which is called multi-stage series connection.
  • the multi-stage series connection type in which multiple rotor magnetic conducting conductors are connected in series using external terminals (16) and external conductors is called multi-stage external series connection ( Figure 12, Figure 13). In this case, adjacent, series The two connected magnetic conductors share a main magnetic flux.
  • the multi-stage series connection of multiple rotor magnetic conducting conductors with an internal conductor close to the rotating shaft is called multi-stage internal series connection ( Figure 14). In this case, each main magnetic flux only passes through one rotor conductor. magnetoconductor.
  • the two HET semi-couplings of the separate type can be paired arbitrarily, and do not have to be of the same type.
  • each rotor magnetic conductor (3) is connected to a rotor conductor (4) on both axial sides, and the rotor magnetic conductor and its two The rotor conductors on the side are socketed together with the rotating shaft (2) and have the same socket diameter.
  • the circuit connection area (5) is located in the gap between the rotor conductor (4) and the adjacent stator conductor (6, 11). The radial position of the circuit connection area (5) is selected on a radius as small as possible, so as to minimize the friction loss of the liquid metal.
  • the radial position of the circuit connection area (5) is between the inner diameter and the outer diameter of the rotor electrical conductor, and is close to the inner diameter of the rotor electrical conductor.
  • the radial position of the circuit connection area (5) is generally between the inner diameter and the outer diameter of the rotor conductor, and can also be greater than or equal to the rotor conductor , but smaller than the outer diameter of the rotor magnetic conductor (3).
  • the outer rotor type Fig.
  • the outer diameters of the rotor magnetic conducting conductor (3) and the rotor conductor (4) are the socket diameters of the two and the rotating shaft (2), and the radial position of the circuit connection area (5) Between the inner diameter and the outer diameter of the rotor conductor and close to the inner diameter of the rotor conductor.
  • the friction power loss of the liquid metal in the circuit connection area (5) is proportional to the fourth power of the radius of its location, therefore, reducing the size of the radius as much as possible contributes a lot to effectively reducing the power loss of HET.
  • the radius of the location of the circuit connection area (5) is smaller than the outer diameter of the rotating part, there must be mandatory methods or measures to "maintain" the liquid metal therein.
  • a mandatory measure for the liquid metal to "maintain in situ" is to set an inverted U-shaped gap, that is, to set a gap in the circuit connection area that is axisymmetric to the axis (1) of the rotating shaft, and the radius of the middle section of the gap is greater than that of both sides.
  • the circular rotating flow generates a centrifugal force, and the mutual restriction of the centrifugal force of the liquid metal on both sides of the inverted U-shaped gap can be used to balance the liquid metal and maintain the "in-situ" effect in the inverted U-shaped gap.
  • the inverted U-shaped gap between the rotating part and the stationary part is set at a position smaller than the outer diameter of the rotating part, which must be accompanied by a positive U-shaped gap.
  • the boundary of the stationary part that constructs the positive U-shaped gap is the stator conductor (6, 11 ) of the "inside" part.
  • the "inner" part brings about the installation interference problem between the rotating part and the stationary part.
  • the first solution is to adopt a half-and-half split structure, and the second is to install the whole ring structure with a red sleeve.
  • Fig. 42, Fig. 43, Fig. 44, Fig. 45 and Fig. 51 there is a discrete assembled structure of the "inside" part of the stator conductor (6). It is installed in half and half structure.
  • ring groove collector On the stator conductor (6, 11), there is a circulation gap (203) that is axisymmetric to the axis of the rotating shaft and communicates with the inverted U-shaped gap in the circuit connection area.
  • a closed loop channel in which liquid metal forms a self-circulating flow, this structure is called ring groove collector.
  • ring groove collector and internal cooling Combined with the cooling channels filled with coolant fluid on the stator, it is collectively called ring groove collector and internal cooling.
  • the structural scheme of ring groove current collection and internal cooling is an improvement scheme for the cooling problem closest to the prior art.
  • the circulation gap (203) and the two connected tridents of the inverted U-shaped gap in the circuit connection area have a high and a low radius, and the self-circulating flow of liquid metal has the following directionality under normal circumstances: enter the circulation from the high-radius trident Gap flow, from the low-radius three-fork mouth to flow out of the circulation gap, and then flow to the high-radius three-fork mouth in the inverted U-shaped gap.
  • the flow direction is mainly determined by the high peripheral velocity rotational flow of the liquid metal at the high-radius three-fork.
  • the inclined channel with high and low radii in the inverted U-shaped gap also makes the liquid metal flow from the low radius to the high radius.
  • the aforementioned self-circulating flow of liquid metal is also a forced method for "maintaining" liquid metal in situ.
  • the following two structural forms can be used to set the circulation gap: "plate-shaped central island” ( Figure 42, Figure 43, Figure 44, Figure 45 and Figure 51) and "egg-shaped central island” ( Figure 46, Figure 48, Figure 49, Figure 59 and Figure 60).
  • the "plate-shaped central island” structure has a plate-shaped part (211), and a plurality of "rivet” assemblies (212) uniformly distributed in the circumferential direction for fixing the plate-shaped part.
  • the "egg-shaped central island” structure has an integral part (213) that combines a plane installation ring and an egg-shaped ring, and a plurality of "pillars" are evenly distributed in the circumferential direction between the plane installation ring and the egg-shaped ring, and the surface of the "pillars” is an arc generatrix Swirl into noodles.
  • the design of "rivets” and “pillars” should not increase too much the flow resistance of liquid metal in the circulation gap.
  • Both parts 211 and 213 are an integral part of the stator conductor (6, 11).
  • the material of the parts 211 and 213 should be the material of the main part of the stator conductor, so as to facilitate the control of thermal deformation.
  • the material of the main part of the stator conductor should also be used for other parts that construct the wall surface of the circulation gap channel.
  • a plurality of liquid metal liquid inlet holes and liquid metal discharge holes leading to the circulation gap are evenly distributed on the stator conductor. Due to the circular rotation flow and self-circulation flow of liquid metal in the circulation gap, this effect is more obvious when the rotor speed is low.
  • the liquid inlet hole and the liquid discharge hole are connected to the liquid metal delivery pump, filter and volume regulating valve in the external auxiliary system, and have the function of filling and unloading liquid metal in the circuit connection area, and can adjust the filling volume of the liquid metal in the circuit connection area It has the function of filtering out solid impurities and air bubbles in liquid metal.
  • Another method of "in situ maintenance" of liquid metal is to use the effect of surface tension, adopt an inverted U-shaped gap with a smaller gap size, design a gap with a larger ratio of length to width, and use a wall material with better wettability.
  • the liquid metal in the circuit connection area is not only affected by the surface tension of the liquid and the centrifugal force of rotation, but also by the gas pressure of the air gap on both sides of the circuit connection area and the electromagnetic force.
  • the circumferential magnetic density Bt and the meridional Lorentz force Flm produced by the main current I0 are the only significant and important parts.
  • the Flm direction is perpendicular to the main current direction and always points to the outside of the main current loop.
  • the circumferential magnetic density Bt is generated by the main current I0, therefore, the magnitude of the Lorentz force Flm only changes with the value of the main current I0.
  • the Lorentz force Flm always moves the liquid metal in the circuit connection area to the outside of the main current loop.
  • the rotor rotates at a high speed, it can withstand the balance of the rotating centrifugal force of the liquid metal on both sides of the inverted U-shaped gap.
  • the action of the Lorentz force Flm when the rotor speed is low, other countermeasures against the Lorentz force Flm must be added.
  • the solution of the present invention adopts a differential pressure regulation control method for this purpose, that is, according to the measured or predicted value of the main current I0, the circuit is adjusted in real time
  • the gas pressure difference in the air gap on both sides of the connection area makes the force of the pressure difference cancel the Lorentz force Flm.
  • the pressure difference regulation control method here is another mandatory measure for liquid metal "maintaining in situ".
  • the volume expansion and contraction method can be used to adjust the gas pressure difference on both sides of the circuit connection area: a volume adjustment valve with a piston structure, a plunger structure, or a diaphragm structure is installed, and its adjustable volume chamber is connected with the gas chamber to be adjusted, and the pressure is changed by changing the volume. , is very suitable for the small air gap and small volume chamber conditions of HET, and has the advantages of quick and timely operation during adjustment.
  • the gas chambers on both sides of the circuit connection area are filled with inert gas, which can be nitrogen or helium. Nitrogen is cheap and leaks slowly, but it has a large frictional resistance with the rotor, and the characteristics of helium are opposite to nitrogen.
  • the dynamic sealing of the chamber can adopt a magnetic fluid sealing structure.
  • the bearings supporting the rotor are arranged outside the inert gas chamber and are in contact with the outside air.
  • the rotor and stator walls in the circuit connection area can be processed with a wear-resistant and conductive surface layer, preferably a surface layer with good wear-resistant, conductive and wettability.
  • the surface layer can be hard chromium plating, hard silver plating, hard gold plating, tin-nickel alloy plating, silver-plated antimony alloy, gold-plated cobalt alloy, gold-plated nickel alloy, gold-plated antimony alloy, gold-tungsten carbide composite coating, gold-boron nitride Composite coating, electroless nickel-phosphorus alloy coating, electroless nickel-boron alloy coating, electroless nickel-phosphorus alloy-silicon carbide composite coating, electroless nickel-phosphorus alloy-diamond composite coating, electroless nickel-boron alloy-diamond composite coating.
  • cooling channels (201) are provided between the stator conductors (6, 11) and other stator parts.
  • the stator conductors (6, 11) are the stator parts closest to the frictional heat source of the liquid metal and the ohmic heat conduction source of the conductors (3, 4) on the rotor.
  • the other stator parts that construct the wall surface of the cooling channel are mainly the excitation coil (9) and the stator magnetizer (10).
  • the surface of the excitation coil body as the wall surface of the cooling channel is conducive to conducting the ohmic heat of the excitation coil.
  • the structural member is also useful for setting the inlet and outlet (205) of the cooling channel.
  • the baffle design scheme is adopted for the cooling channel (201), that is, the baffle wall (204) is used to form a serpentine flow Road (206), and through a plurality of cooling channel inlets and outlets (205), communicate with the coolant fluid delivery pump and radiator in the external auxiliary system, the coolant fluid circulates in the cooling channel to take away the HET produced heat.
  • the baffle wall (204) is processed on the stator conductor (6, 11) structure, which is beneficial to strengthening heat exchange.
  • the coolant fluid can be water, oil or the like.
  • the field coil current flows in a circumferential direction.
  • the number of turns of each coil is denoted as Zi
  • the resistance of each coil is denoted as Ri
  • the ohmic thermal power of each coil Poi (Ii/Zi) ⁇ (Ii/Zi) ⁇ Ri.
  • the direct current of the main circuit is called the main current, denoted as I0.
  • the main current flows in the meridian plane and has no circumferential component.
  • a rotor magnetic conductor and the rotor conductors (4) at both ends constitute an independent main circuit on the rotor.
  • the magnetic flux passing through the rotating surface of the circuit is denoted as ⁇ mj, which means “electromagnetic flux of a unipolar DC motor.
  • the magnetic flux ⁇ m passing through the rotor conductors as described in the section "Principles of Action".
  • ⁇ r the sum of k ⁇ mj
  • Each corresponding ⁇ mj of the series main circuit on a rotor should generally have the same direction, except in special cases, at this time, the subtraction calculation should be performed for ⁇ mj in the opposite direction.
  • the magnetic flux ⁇ mj is generated by the excitation of the excitation source (excitation coil and permanent magnet).
  • the permanent magnet on the same main magnetic circuit (22) and the nearby main excitation coil have the greatest excitation effect on ⁇ mj.
  • Other excitation sources have different effects on ⁇ mj.
  • the degree of influence, the other excitation sources belonging to the same rotor have a greater impact due to their similar structure and connection, the influence of the excitation sources of the two rotors with shared magnetic flux is also greater, and the different rotors with a concentrated structure without shared magnetic flux
  • the excitation source also has the influence of magnetic flux leakage, and the influence of different rotor excitation sources with separate structure is negligible.
  • the main current in the main circuit generates the circumferential magnetic density Bt, which is located in the axisymmetric ring tube surrounded by the outer surface of the main circuit conductor.
  • the circumferential magnetic field must pass through one or several magnetic conductors on the main magnetic path, and synthesize a larger total magnetic density vector B with the magnetic density Bm in the radial direction excited by the excitation source here. Since the magnetization curve (relationship curve between magnetic flux density B and magnetic field strength H) of the soft magnetic material magnetizer is nonlinear, when the circumferential magnetic density Bt component is added, the magnetic field strength Hm that produces the same magnetic density Bm is compared to Bt as increase at zero. It can be seen that the weakening of the circumferential magnetic field generated by the main current reduces the magnetic permeability of the magnetic circuit, thus indirectly affecting each ⁇ mj value.
  • the permanent magnet is not adjustable, and the variable factors that affect the value of ⁇ mj are the relevant excitation coil current and main current.
  • the temperature change of the magnetizer in the magnetic circuit has an effect on the magnetic permeability, and the change in the air gap of the magnetic circuit has an effect on the reluctance, but the degree of these effects is relatively weak.
  • Electromagnetic torque on rotor 1 Electromagnetic torque on rotor 1:
  • Electromagnetic torque on rotor 2 Electromagnetic torque on rotor 2:
  • Eout is the electromotive force on the series external circuit
  • R0 is the total resistance of the main current loop, including circuit solid resistance, contact resistance between solids, connection medium resistance, and brush resistance.
  • the brush uses liquid metal
  • the state of the metal liquid in the circuit connection area (5) has an impact on the value of R0.
  • Temperature has an effect on material resistivity.
  • Each of the above-mentioned quantities except R0 has directionality, and has positive or negative values.
  • the direction reference is selected as: at the design point, the vector direction of the angular velocity ⁇ 1 of the active rotor 1 is selected as the positive direction of the ⁇ vector, the direction of the magnetic flux ⁇ 1 is selected as the positive direction of ⁇ , and the direction of E1 is selected as the positive direction of E.
  • the positive direction of I0 is the same as the positive direction of E
  • the positive direction of the vector of Me is the same as that of the ⁇ vector.
  • E1 has a positive direction and a positive value at design points, but can be negative at other operating points.
  • the directions of E2 and E1 are always opposite to form the relationship between the active rotor and the passive rotor.
  • ⁇ 1 and ⁇ 2 can be expressed as the following functions of the absolute value
  • ⁇ Ir11, Ir12, ..., Ir1n ⁇ , ⁇ Ir21, Ir22, ..., Ir2n ⁇ are subsets or complete sets or empty sets of ⁇ I1, I2, ..., In ⁇ , but not all empty sets, which correspond to excitation The case where the source is only a permanent magnet.
  • the collection of ⁇ Ir11, Ir12, ..., Ir1n ⁇ and ⁇ Ir21, Ir22, ..., Ir2n ⁇ is equal to the complete set of ⁇ I1, I2, ..., In ⁇ .
  • the above-mentioned functional expressions of ⁇ 1 and ⁇ 2 can be obtained through numerical simulation calculation or experimental measurement.
  • Me2 Fm2( ⁇ 1, ⁇ 2,Eout,R0,I1,I2,...,In)(a11)
  • the I0, Me1, and Me2 parameters of HET are all determined by ⁇ 1, ⁇ 2, Eout, R0, I1, I2, ..., In, which are 4+n independent variable parameters, and the ⁇ 1 parameter is determined by the rotor 1 and its external shaft system
  • the ⁇ 2 parameter is determined by the rotor dynamics law of the rotor 2 and its external shaft system.
  • the Eout parameter is generally zero, or equal to the electromotive force of the external DC power supply, or other HET semi-couples connected in series
  • the electromotive force of the component (it needs to be solved simultaneously with other HET semi-coupled components), and the R0 parameter can be obtained by numerical simulation or measured by experiment.
  • the first type of adjustment method directly uses the excitation current independent variable parameter as the control command.
  • parameter values for example, one excitation current parameter or several excitation current parameters give a value in the whole range of its variation, and other excitation current parameters are fixed values. Execute according to this instruction, realize the given excitation current in the excitation coil, and combine the other 4 independent variable parameters ( ⁇ 1, ⁇ 2, Eout, R0) that actually exist, so that the HET runs on the determined I0, Me1, Me2 parameter values .
  • the second type of regulation method uses a dependent variable parameter of the electromagnetic torque Me1 or Me2 as the control instruction.
  • formula (a10) or (a11) is used as a constraint condition to obtain a certain optimal combination solution of the excitation current parameters to be solved, such as the main current of HET
  • the obtained parameter values of the excitation current to be resolved are used in the execution link.
  • the control of the current of the DC excitation coil adopts the method of adjusting the voltage of the DC power supply, and the voltage can be adjusted by using a DC chopper or a resistance potentiometer.
  • the present invention adopts a single-pole DC electromagnetic transmission machine (HET) with ring groove current collection and internal cooling as the core equipment of the continuously variable speed variable torque transmission system. Due to the use of the adjustment function of HET, the control and use of the vehicle engine is different from the previous tradition.
  • the engine can use any operating point on its torque-speed diagram, and it can choose to run on a route with the best efficiency target, so that the engine It is possible to run efficiently all the time, and can choose to run other routes at any time according to needs, make full use of the full range of engine capabilities, and meet various special functions or temporary functions.
  • the vehicle fuel engine power system using HET includes: an engine that burns fuel to output shaft work, a set of drive trains including a HET that transmits engine power to the drive axle final drive, and their control systems.
  • An engine that burns fuel to output shaft work refers to a heat engine that burns liquid or gaseous fuel, converts fuel latent heat energy into mechanical energy, and outputs torque and shaft power.
  • the two-wheel drive structure does not require a clutch
  • the four-wheel drive structure does not need a clutch at least between the engine and the transfer case or the inter-axle differential.
  • the input shaft of the HET and the output shaft of the engine can be directly connected, or a fixed speed ratio mechanical transmission can be set between the two to adapt to the difference in the design value or maximum value of the rotational speed of the two shafts.
  • Fixed-ratio mechanical transmissions include gears, belts, chains, and worm drives. Generally, single-stage gear transmissions are used here.
  • the output shaft of the HET can be directly connected to the main reducer of the drive axle, or a fixed speed ratio mechanical transmission can be set between the two, or a step-change mechanical transmission can be set between the two. , or a cardan shaft can also be set therein.
  • a first-stage reducer should generally be added between the output shaft of the HET and the final reducer. Setting a stepped transmission can increase the low-speed driving torque.
  • the output shaft of the HET is connected to the transfer case or inter-axle differential that distributes the driving force of the front and rear axles, or through a fixed speed ratio mechanical transmission, or through a stepped speed ratio mechanical transmission
  • the transfer case or the inter-axle differential is then connected to the main reducer of the two front and rear drive axles, or a cardan shaft is also arranged therein.
  • input shaft and “output shaft” refer to the defined names when driving the vehicle to move, and the functions of each shaft are reversed when the power flow is reversed.
  • HET can adopt the following two methods of the second type of adjustment method.
  • the parameter Me1 of the rotor electromagnetic torque at the input end is used as the control command.
  • the values of ⁇ 1 and ⁇ 2 are measured in real time, and the given Me1 parameter value is calculated by using the external torque characteristic law on the external shaft system of the rotor 1.
  • formula (a10) is used as a constraint condition to obtain a certain optimal combination solution of the excitation current parameters to be solved, such as the main current ohmic heat of HET (I0 ⁇ I0 ⁇ R0) and the excitation current ohmic heat ( ⁇ Poi) and the minimum optimal solution, the optimal solution can be calculated in real time, or can be called from the database prepared in advance. Finally, the obtained parameter values of the excitation current to be resolved are used in the execution link.
  • the parameter Me2 of the rotor electromagnetic torque at the output end is used as the control command.
  • the values of ⁇ 1 and ⁇ 2 are measured in real time, and the parameter value of Me2 is given directly.
  • formula (a11) is used as a constraint condition to obtain a certain optimal combination solution of the excitation current parameters to be solved, such as the main current ohmic heat of HET (I0 ⁇ I0 ⁇ R0) and the excitation current ohmic heat ( ⁇ Poi) and the minimum optimal solution, the optimal solution can be calculated in real time, or can be called from the database prepared in advance.
  • the obtained parameter values of the excitation current to be resolved are used in the execution link.
  • the driving position of the vehicle is set with the electromagnetic torque Me2 parameter command pedal, the vehicle brake pedal, and the forward/reverse setting switch.
  • the forward or backward drive of the vehicle is determined by the Me2 parameter command.
  • the ⁇ ebo value When the ⁇ ebo value is greater than the current ⁇ e value, it means that the engine needs to run at a faster speed. Operate according to the actual throttle opening value greater than the balanced throttle opening ⁇ b value , when the value of ⁇ ebo is less than the current value of ⁇ e, it means that the engine needs to decelerate and operate according to the actual throttle opening value less than the balance throttle opening ⁇ b value, the deviation between the actual throttle opening value and the balance throttle opening ⁇ b value , determined according to the distance between ( ⁇ e, Meb) point and ( ⁇ ebo, Mebo) point on the engine characteristic map, the larger the distance, the larger the deviation, and the smaller the distance, the smaller the deviation, If the distance is zero, then the bias is taken to be zero.
  • Vehicle starting procedure the current of each excitation coil of HET is in the zero value state, the liquid metal in the circuit connection area (5) is in the retracted and open circuit state, start the engine to the idle condition (the engine is already in the idle condition, there is no such item), and the circuit is connected Return the liquid metal in the zone, set forward or reverse, activate the accelerator opening pedal or the Me2 parameter command pedal, put in the HET (or HET and engine) adjustment system that operates continuously according to the above adjustment method, start the vehicle and start driving.
  • HET or HET and engine
  • Accelerator opening pedal or Me2 parameter instruction pedal returns to zero, the engine returns to idle mode or until it is turned off, the current of each excitation coil of HET returns to zero, and the liquid metal in the circuit connection area is retracted and disconnected.
  • Accelerator opening pedal or Me2 parameter command pedal returns to zero, the engine returns to idle mode or until it is turned off, the current of each excitation coil of HET returns to zero, the liquid metal in the circuit connection area retracts and breaks the circuit, when braking is required , activate the brake pedal after the accelerator opening pedal or the Me2 parameter command pedal returns to zero until the vehicle stops.
  • the kinetic energy of the vehicle can be used to drive the engine to ignite and start to idle through the reverse power transmission of HET.
  • the vehicle power system of the present invention is mainly composed of a flywheel and a unipolar DC electromagnetic transmission (HET) with ring groove current collection and internal cooling.
  • the flywheel is used as an energy carrier, and the HET is used for continuously variable speed and torque transfer. Control center of flow direction and size.
  • a flywheel power system that can be used in cars, passenger cars, trucks and other vehicles is composed of an energy storage flywheel device, a drive train from the flywheel device to the drive axle final drive, and their control systems, among which the core equipment of the drive train is the ring Slot-collecting, internally cooled, unipolar DC electromagnetic actuator (HET).
  • HET unipolar DC electromagnetic actuator
  • the vertical shaft flywheel There are two vertical shaft flywheel devices arranged on the chassis of the vehicle.
  • the specifications and dimensions of the two flywheels are the same, but the direction of rotation is opposite.
  • the direction of the torque is also opposite.
  • the gyro torque can completely cancel each other out, that is, the overall effect on the vehicle is zero, and only the pair of gyro torque acts on the vehicle. on the vehicle chassis.
  • the vertical shaft flywheel has four significant advantages.
  • flywheel gyro torque is equal to the product of the following parameters: flywheel moment of inertia J, flywheel angular velocity ⁇ , vehicle angular velocity ⁇ , sine value sin ⁇ of angle ⁇ between ⁇ vector and ⁇ vector.
  • the direction of the flywheel gyro torque vector is equal to the direction of the cross product of the ⁇ vector and the ⁇ vector, and is perpendicular to the direction of the ⁇ vector and the ⁇ vector.
  • ⁇ vector direction There are three main directions of vehicle motion angular velocity ⁇ vector direction: one is the direction of the vertical axis, which corresponds to the state of the vehicle turning left and right, which occurs frequently, lasts longer, and has a larger angular velocity value; the other is the direction of the horizontal axis, which corresponds to the state of the vehicle when it is pitching In the transition section of up and down slopes, and when passing through convex hulls or pits; the third is the longitudinal axis direction, which corresponds to the rollover state of the vehicle, such as when entering and exiting a sloped road, and when the vehicle is turned sideways due to bumpy road conditions.
  • the vertical-axis flywheel does not generate gyroscopic moment when the vehicle is turning left and right.
  • Each vertical shaft type flywheel device includes a rotating wheel body, a rotating shaft (51), bearings on the rotating shaft, and a vacuum container housing (52).
  • the center line of the rotating shaft is perpendicular to the ground.
  • Fiber-reinforced polymer used for mass block (53) winding molding its fiber is unidirectional continuous fiber, fiber type can choose carbon fiber, aramid fiber, glass fiber, etc., glass fiber can choose high-strength glass fiber and E glass fiber etc., using roving for winding; its polymer can be thermosetting resin and thermoplastic resin, thermosetting resin can be epoxy resin, unsaturated polyester resin, phenolic resin, bismaleimide resin, polyimide resin, cyanate resin, etc.
  • carbon fiber reinforced polymers Compared with glass fiber reinforced polymers, carbon fiber reinforced polymers have the following advantages: higher circumferential (circumferential) tensile elastic modulus, less deformation during rotation; lower density of composite materials, higher specific strength, unit The energy storage density of weight is high; the disadvantage is that: carbon fiber is expensive and the product cost is high; due to the low density, the advantage of strength is not obvious or only equal (relative to high-strength glass fiber), and its energy storage density per unit volume lower. Therefore, the use of glass fiber reinforced polymers has more comprehensive advantages and is suitable for large-scale economical applications.
  • Quality blocks (53) can be single, two, three, etc., selected from the trade-offs of their respective advantages and disadvantages.
  • the advantage of choosing a single mass block is that it makes full use of the high linear velocity area and can obtain a higher energy storage density per unit weight, but the space occupied by its inner holes cannot be effectively used, resulting in the energy storage per unit volume calculated by the entire device volume. The density is low.
  • the advantage of choosing two mass blocks is that the effective space is properly used, and the mass block located in the inner ring can use fibers and resins with lower strength but cheaper prices.
  • the disadvantage is that the energy storage density per unit weight is lower than that of a single mass block Program.
  • the main function of the supporting body (54) of the wheel body is to connect between the mass block body and the rotating shaft, and the number of supporting bodies depends on the connection radial dimension ratio and the material type of the supporting body.
  • the material of the support body can be either circumferentially wound fiber-reinforced polymers or metal materials, the former must be used at higher line speeds where the strength of the metal material is not adequate. Since the linear speed is lower than that of the mass block, the fiber-reinforced polymer of the support body can choose fibers and resins with lower strength but cheaper prices.
  • the supporting body of the innermost ring should be made of metal material to facilitate the connection with the rotating shaft.
  • the metal material of the support body can be selected from steel, aluminum alloy, titanium alloy, etc.
  • Aluminum alloy and titanium alloy have higher specific strength, and the outer diameter of the support body made is larger, which can reduce the number of fiber-reinforced polymer support bodies; It also has the characteristics of lower price and lighter weight; the steel support body can also be used as the rotating disk of the permanent magnetic suction axial bearing, and at this time it is better to use No. 45 or 40Cr steel.
  • the flywheel rotating shaft (51) can be directly connected with the supporting body (54) of the innermost ring, such as a conical surface interference connection; a supporting disc (62) can also be installed between the two, and the central inner hole of the supporting disc and the rotating shaft Connection, such as conical surface interference connection, the disk body of the support disc is located under the support body of the innermost ring, and an elastic material ring (63) is installed between the two, and the latter is glued to the two.
  • the material of the object that interferes with the rotating shaft should be selected as the same type as the rotating shaft, just like steel, so that the elastic modulus, linear expansion coefficient and other parameters of the two are not much different, which is conducive to reducing stress and ensuring the installation and use. interference connection.
  • the innermost ring supporting body directly connected with the rotating shaft is generally made of steel, its outer diameter is small, and its moment of inertia is generally small.
  • the innermost ring support body is made of aluminum alloy or titanium alloy, its outer diameter is larger, its moment of inertia is also larger, and flexible connection is more required.
  • the problem of interference connection between light alloy and steel shaft is also relatively large, so
  • the preferred solution is to use a transitional steel support disc and an elastic material ring, in which the elastic material ring plays the role of flexible connection, load bearing and axial positioning at the same time, and its material can be rubber materials, such as polyurethane rubber.
  • the vacuum vessel shell (52) is designed as two halves divided by the vertical axis.
  • a ring of flanges is located in the middle of the outer circular surface of the shell, and the flange edge can be located outside or inside the vessel.
  • the design of the inner side of the flange is intended to reduce the practical size. There is no tightening bolt on the inner side of the flange, and it is compressed by the pressure generated by the vacuum of the container. When this design is adopted, four-section lugs are also added to the four corners of the outer side of the container. Lan (74) and its fastening bolts, the four-corner position selection does not affect the place of practical external dimensions, for example does not affect the 45 ° angle orientation of arrangement width and length.
  • the mounting and supporting part of the housing utilizes the exposed flange edge, which is also the mounting and supporting part of the entire flywheel device and its connected structures.
  • the vacuum container shell (52) can adopt a three-layer composite structure (Fig. 26), the middle layer is fiber reinforced plastics, the two outer surface layers are light metal materials, and the middle layer and the outer surface layers are adhesively connected.
  • the reinforcing fiber can be glass fiber, carbon fiber, etc., and materials such as non-unidirectional fabric, chopped fiber, and felt are used.
  • the resin can be epoxy resin, unsaturated polyester resin, phenolic resin, etc.
  • the middle layer can be molded using sheet molding compound (SMC).
  • SMC sheet molding compound
  • the lightweight metal of the outer surface layer is preferably aluminum or an aluminum alloy.
  • the radial support bearing of flywheel rotating shaft (51) can be used two groups of rolling bearings, also available two radial support magnetic suspension bearings. Its axial support bearing adopts a set of axial support magnetic suspension bearings.
  • a set of axially supported magnetic suspension bearings consists of one or more bearings. For the heavy weight of the wheel body, it is suitable to use multiple bearings.
  • Axial support magnetic suspension bearing adopts permanent magnetic repulsion type or permanent magnetic attraction type.
  • a permanent magnetic repulsion type axially supported magnetic suspension bearing has a rotating disk and a stationary disk.
  • the rotating disk is located above the stationary disk. There is an air gap between the adjacent side faces of the two disks.
  • the rotating disk is an axisymmetric permanent magnet structure.
  • the stationary disk is an axisymmetric permanent magnet structure, or axisymmetric soft magnets
  • the magnetization magnetic circuits of all the above-mentioned permanent magnets are also axisymmetric structures.
  • the opposite magnetic poles at the same radius on the end face are opposite, and the upward magnetic repulsion acts on the rotating disk, which is designed to counteract the gravity of the rotor.
  • a permanent magnetic suction type axial support magnetic suspension bearing has a rotating disk (59) and a stationary disk (60), the rotating disk is located below the stationary disk, there is an air gap between the adjacent side end surfaces of the two disks, and the rotating disk is Axisymmetric soft magnet structure, the static disk is an axisymmetric permanent magnet structure, or a hybrid structure of axisymmetric soft magnets and axisymmetric permanent magnets, or a hybrid structure of axisymmetric non-magnetic conductors, axisymmetric soft magnets and axisymmetric permanent magnets , the magnetization magnetic circuits of all the permanent magnets above are also axisymmetric structures, and the upward magnetic attraction acts on the rotating disk, which is designed to offset the gravity of the rotor.
  • the above-mentioned permanent magnetic type axial support magnetic suspension bearing has no hysteresis and eddy current loss.
  • the permanent magnet suction type has two advantages: one is that the rotating disk does not need to install a permanent magnet, and the strength of the permanent magnet is very low; Large, to obtain greater bearing suction with a smaller bearing outer diameter.
  • Each set of rolling bearings is composed of one rolling bearing or multiple rolling bearings to meet the requirements of load magnitude and direction.
  • the axial positioning end is generally located at the upper end.
  • the setting position of the axial support magnetic suspension bearing one is that the stationary disk (60) can be close to the rolling bearing at the axial positioning end, and is directly or indirectly fixedly connected with the bearing seat; the other is that the stationary disk can be fixed on the housing (52), at this time , its rotating disk can be doubled as by a supporting body.
  • a magnetic fluid sealing assembly is arranged between the vacuum container casing (52) and the rotating shaft (51). It is also possible to arrange a magnetic fluid seal assembly and a lower bearing seat between the lower half shell and the rotating shaft ( Figure 25).
  • the sealing assembly is located between the rotating shaft and the lower bearing seat. The surfaces are contacted and connected, and can be displaced and slid in the axial direction, and rubber sealing rings and vacuum sealing grease are arranged between the two surfaces.
  • a loading disc (69) can be installed at the lower ends of the two flywheel shafts. When the flywheel is quickly loaded and charged, the loading disc is used to connect the loading joint and the shaft of the external loading system, and perform high-power rapid loading and charging by transmitting mechanical torque to the flywheel shaft. can.
  • the loading power of each flywheel in this loading method can reach 2000kW, and the charging time can be basically equivalent to that of refueling a car.
  • Each flywheel corresponds to a set of HETs, and each flywheel shares a rotating shaft with a rotor of the corresponding HET (rotor at the HET input end).
  • the external power supply used for plug-in charging or unloading of the flywheel is an adjustable voltage DC power supply device connected to the AC power grid. This device can be arranged in the vehicle or in a plug-in place.
  • each set of HET can be provided with two columns of external terminals (16) for external DC power supply (Fig. 2, Fig. 3, Fig. 17, Fig. 18), to connect the main current circuit including the rotor magnetic conducting conductor, and A liquid metal transfer switch (15) is provided for evacuating the liquid and disconnecting the original main circuit before the external power supply is connected, so as to realize (respectively) plug-in charging or unloading of each flywheel.
  • the liquid metal transfer switch (15) is turned off, each circuit connection area (5) is turned on, and the relevant exciting coils that make the rotor magnetic flux at the flywheel end of the HET reach the maximum value are turned on.
  • the preparation procedure is the same as above, the current direction is reversed, and the operating procedure is reversed, that is, the DC power supply voltage is lowered to reach the rated limit of plug-in unloaded power or the rated limit of plug-in unloaded main current.
  • This plug-in charging or unloading is suitable for low-power applications, such as household power, community power, slow charging and slow discharging.
  • Centralized HET four-wheel drive structure can be used: the upper end of the rotor (HET output end rotor) of each set of HET that does not share the rotor with the flywheel is provided with a pair of bevel gears, one bevel gear is directly connected to the shaft, and the other bevel gear
  • the rotating shaft of the gear is connected with a drive axle final reducer, or through a fixed speed ratio reducer, or through a stepped speed ratio reducer, or a universal drive shaft is also arranged therein.
  • a centralized HET two-wheel drive structure can be used: two sets of HET output end rotor shaft upper end, one set is provided with a pair of bevel gears, the other set is provided with a driving bevel gear and two passive bevel gears arranged oppositely, the driving bevel
  • the gears are directly connected to the rotor shaft at the output end, the two driven bevel gear shafts of different HETs are connected through a universal joint transmission shaft, and the third driven bevel gear shaft is connected to the main reducer of the drive axle, or through a fixed speed ratio
  • the reducer is connected, or connected through a step-variable ratio reducer, or a cardan shaft is also arranged therein.
  • a centralized HET four-wheel drive structure with transfer can be adopted: two sets of HET output end rotor shaft upper end, one set is provided with a pair of bevel gears, and the other set is provided with a driving bevel gear and two oppositely arranged passive cones
  • the gear and the active bevel gear are directly connected to the rotor shaft at the output end
  • the two passive bevel gear shafts of different HETs are connected through a universal joint transmission shaft
  • the third passive bevel gear shaft is connected to the transfer case that distributes the driving force of the front and rear axles Or the inter-axle differential, or through a fixed speed ratio reducer, or through a stepped speed ratio reducer, the transfer case or the inter-axle differential is then connected with the two front and rear drive axle main reducers, Or a cardan shaft is also arranged therein.
  • a separate HET four-wheel drive structure can be used: the shafts of the two HET output end rotors that do not share the shaft with the flywheel (that is, the two HET semi-coupling shafts) are respectively connected to the main reducer of the front and rear drive axles, or through a fixed speed
  • the ratio reducer is connected, or is connected through a stepped speed ratio reducer, or a universal joint transmission shaft is also arranged therein.
  • the wires connected to the external DC power supply can be connected in parallel to realize (respectively) plug-in charging or unloading of each flywheel.
  • the preparation procedure is the same as above, the current direction is reversed, and the operating procedure is reversed, that is, the DC power supply voltage is lowered to reach the rated limit of plug-in unloaded power or the rated limit of plug-in unloaded main current.
  • This plug-in charging or off-loading is suitable for low-power applications.
  • a separate HET two-wheel drive structure can be used: two HET half-couplings that do not share the shaft with the flywheel are combined into one half-coupling, and the rated electromotive force of the combined half-coupling is the sum of the rated electromotive force of the two half-couplings before the combination
  • the main circuit of the two flywheel shaft end semi-couplings and a combined semi-coupling is connected in series with an external conductor, and the shaft of the combined semi-coupling is connected to the main reducer of the drive axle, or connected through a fixed speed ratio reducer, or through A stepped speed ratio reducer is connected, or a cardan shaft is also arranged therein.
  • the wires connected to the external DC power supply can be connected in parallel to realize plug-in charging or unloading of the two flywheels.
  • plugging in and charging energy disconnect the circuit connection area (5) of the merged semi-coupling, connect the circuit connection area (5) of the two flywheel shaft end semi-couplings, and connect the rotor magnetic flux of the two HET flywheel ends Relevant excitation coils that reach the maximum value, and maintain the maximum excitation current (in order to make the speeds of the two flywheels tend to be consistent at the end of charging, properly adjust the excitation currents of the two rotors, so that the one with the lower speed gets a larger electromotive force and Electric power), adjust the DC power supply voltage to be equal to the sum of the electromotive force of the two HET flywheel end rotors, and the direction is opposite to it.
  • Fixed ratio reducers include gears, belts, chains, worm drives and other forms. Typically, gear drives are used here.
  • input shaft and “output shaft” refer to the defined names when driving the vehicle to move, and the functions of each shaft are reversed when the power flow is reversed.
  • the second type of adjustment method can be used.
  • the values of ⁇ 1 and ⁇ 2 are measured in real time, and the parameter value of Me2 is directly given.
  • the scheme that the number of excitation current parameters to be solved is greater than or equal to 2 is adopted, and the formula (a11) is used as a constraint condition to obtain a certain value of the excitation current parameters to be solved.
  • the optimal combination solution for example, is the optimal solution with the minimum sum of the main current ohmic heat (I0 ⁇ I0 ⁇ R0) and the excitation current ohmic heat ( ⁇ Poi) of HET. Called in the database prepared in advance. Finally, the obtained parameter values of the excitation current to be resolved are used in the execution link.
  • the electromagnetic law formula of the series main circuit composed of two flywheel shaft end semi-couplings and a combined semi-coupling has the following form:
  • Electromagnetic torque on the rotor of the semi-coupling at the end of flywheel b is Electromagnetic torque on the rotor of the semi-coupling at the end of flywheel b:
  • ⁇ 1a, ⁇ 1b and ⁇ 2ab can be expressed as the absolute value
  • ⁇ 1a Ff1a(
  • ⁇ 1b Ff1b(
  • ⁇ 2ab Ff2ab(
  • I0ab Fi 0ab( ⁇ 1a, ⁇ 1b, ⁇ 2ab, R0ab, Ii01, Ii02,..., Ii0m) (c12)
  • Me1a Fm1a( ⁇ 1a, ⁇ 1b, ⁇ 2ab, R0ab, Ii01, Ii02,..., Ii0m) (c13)
  • Me1b Fm1b( ⁇ 1a, ⁇ 1b, ⁇ 2ab, R0ab, Ii01, Ii02,..., Ii0m) (c14)
  • Me2ab Fm2ab( ⁇ 1a, ⁇ 1b, ⁇ 2ab, R0ab, Ii01, Ii02,..., Ii0m) (c15)
  • Me1a/Me1b Fm1ab( ⁇ 1a, ⁇ 1b, ⁇ 2ab, R0ab, Ii01, Ii02,..., Ii0m) (c16)
  • Me1a/Me1b is the ratio of Me1a parameter to Me1b parameter, and ⁇ Ii01, Ii02, ..., Ii0m ⁇ is ⁇ Ia11, Ia12, ..., Ia1m ⁇ , ⁇ Ib11, Ib12, ..., Ib1m ⁇ , ⁇ Iab21, Iab22, ... , the collection of Iab2m ⁇ .
  • the above-mentioned HET second type of adjustment can be extended and applied method to adjust.
  • the parameter values of ⁇ 1a, ⁇ 1b, and ⁇ 2ab are measured in real time, and the parameter value of Me2ab and the ratio of Me1a/Me1b are directly given, and the scheme that the number of excitation current parameters to be solved is greater than or equal to 3 is adopted, and the formulas (c15) and (c16) are used as constraints
  • Conditions to obtain a certain optimal combination solution of the excitation current parameters to be solved for example, the optimal solution with the minimum sum of the main current ohmic heat (I0ab ⁇ I0ab ⁇ R0ab) and the excitation current ohmic heat ( ⁇ Poi) of the system,
  • the optimal solution can be calculated on the fly, or can be called from a database prepared in advance.
  • the obtained parameter values of the excitation current to be resolved are used in the execution link.
  • a power control unit is set in the driver's seat of the vehicle, which includes: a vehicle forward or reverse setting unit, a vehicle driving torque Me2 or Me2ab command unit, and a vehicle brake command unit.
  • a vehicle forward or reverse setting unit for vehicles with step-variable mechanical transmissions, an initial gear ratio gear setting unit is also included.
  • the proportional value of the electromagnetic torque of the two sets of HETs is set.
  • the ratio refers specifically to the Me1a/Me1b ratio; for a system composed of two independent sets of HETs, the ratio specifically refers to The ratio between the rotor electromagnetic torque Me2 at the two HET outputs.
  • the method of setting the two sets of HET electromagnetic torque ratio values can be performed manually by the driver’s seat setting unit, that is, the driver controls the setting unit to set before starting or when the car is rolling, or it can be automatically performed by the control system, that is, the control system
  • the system is automatically set before starting the car or when the car is slipping or when the car is not slipping.
  • the two measures can also be configured at the same time, and one measure can be used alone or two measures can be used in combination to perform the setting.
  • Kinetic energy recovery braking and friction braking share a set of control devices of the vehicle braking command unit.
  • the braking operation stroke is divided into two sections, and the preceding stroke section corresponds to the relative value of the kinetic energy recovery braking torque from zero to the maximum value. , corresponding to the relative value of the friction braking torque from zero to the maximum value in the rear stroke segment, and maintain the maximum value of the kinetic energy recovery braking torque in the rear stroke segment.
  • Kinetic energy recovery braking is to recover vehicle kinetic energy to the flywheel through HET reverse power flow transmission
  • friction braking is to use wheel friction braking elements to convert vehicle kinetic energy into heat energy.
  • HET adjustment control system For the HET system consisting of two flywheel axle end semi-couplings and a combined semi-coupling, there is a set of HET adjustment control system. For a system composed of two independent HETs, there are two logically independent HET adjustment control systems, but a hardware system can be shared.
  • the starting procedure of the vehicle is as follows: the current of each excitation coil of HET is in the state of zero value, the liquid metal in the circuit connection area (5) is in the state of retracting and breaking the circuit, set forward or reverse, set the proportional value of two sets of HET electromagnetic torque, and give
  • the driving torque command is issued
  • the liquid metal in the circuit connection area returns to its original position, and the HET regulation control system controls the output driving torque, and the vehicle starts to drive.
  • the initial speed ratio gear should also be set before the drive torque command is given.
  • the set initial speed ratio gear can be any gear of the stepped gear ratio mechanical transmission, including the smallest transmission speed ratio gear.
  • the control makes the transmission speed ratio decrease from the initial gear value to the minimum transmission speed ratio gear value sequentially.
  • the initial speed ratio gear selects the minimum transmission speed ratio gear, the speed ratio gear does not change any more, which is equivalent to using a fixed speed ratio transmission.
  • the shifting operation during driving is automatically controlled by the HET adjustment control system.
  • the control makes the HET output torque drop to zero (that is, the excitation current drops to zero), disengages the original gear, and uses the synchronous
  • the two parts to be engaged are synchronized by the friction of the gear, and the new gear is engaged, and then the HET outputs the required torque according to the driving torque command at that time.
  • the vehicle hybrid power system of the present invention in addition to the fuel engine, is mainly composed of a flywheel, a ring groove current collector, and an internally cooled unipolar DC electromagnetic transmission (HET).
  • the flywheel is used as an energy carrier, and the HET is used for continuously variable speed and torque. It transmits energy and is the control center to control the direction and size of energy flow.
  • a fuel engine and flywheel hybrid power system applicable to vehicles such as cars, passenger cars, and trucks including: an engine that burns fuel to output shaft work, one or two energy storage flywheel devices, and a set of connected engines, flywheel devices and drive
  • HET unipolar DC electromagnetic transmission
  • the energy storage flywheel device is a vertical shaft flywheel device arranged on the vehicle chassis, and one or two flywheel devices can be used.
  • the single flywheel scheme is relatively simple, and can be selected under the condition that the flywheel has less energy storage capacity and the gyro torque is not large.
  • the dual-flywheel scheme is relatively complicated and can offset the gyro torque. It can be selected under the condition of pursuing high stability and high energy storage capacity.
  • the specifications and dimensions of the two flywheels of the double flywheel scheme are the same, but the direction of rotation is opposite.
  • the direction of the torque is also opposite.
  • the gyro torque can completely cancel each other out, that is, the overall effect on the vehicle is zero, and only the pair of gyro torque acts on the vehicle. on the vehicle chassis.
  • the vertical shaft flywheel has four significant advantages. One is that it is beneficial to adopt an optimized bearing combination scheme, the other is that it is beneficial to adopt the flexible connection structure of the wheel body, the third is that it is beneficial to the optimal layout of the large-diameter flywheel in the vehicle, and the fourth is that it is beneficial Reduce the opportunity and size of the flywheel gyro moment during vehicle running, thereby reducing the impact load of the gyro moment on the flywheel structure, bearings and vehicle chassis.
  • a loading disc (69) can be installed at the lower end of the flywheel shaft. When the flywheel is quickly loaded and charged, the loading disc is used to connect the loading joint and the shaft of the external loading system, and perform high-power fast loading and charging by transmitting mechanical torque to the flywheel shaft.
  • the loading power of each flywheel in this loading method can reach more than 1,000 kilowatts, and the charging time can be basically equivalent to that of refueling a car.
  • single flywheel and centralized HET structure one energy storage flywheel device and two centralized HETs are used, one HET (denoted as HET1) is located at the flywheel end, and the rotor at the input end shares a rotating shaft with the flywheel, and the other HET (denoted as HET3) is located at the engine end, and its input rotor is connected to the output shaft of the engine, or connected through a fixed speed ratio mechanical transmission, and its output rotor is connected to the output drive shaft (denoted by a clutch 3) through a clutch (denoted as clutch 3) As transmission shaft 3) connection;
  • the general description of the double flywheel and centralized HET structure Two energy storage flywheel devices with opposite rotation directions and three centralized HETs are used.
  • the first HET (denoted as HET1) is located at one flywheel end, and the second HET (denoted as HET2) is located at the other flywheel end, the input rotors of HET1 and HET2 share a shaft with their corresponding flywheels, and the third HET (referred to as HET3) is located at the engine end, and its input rotor is connected to the output shaft of the engine, or It is connected through a fixed speed ratio mechanical transmission, and the output rotor is connected to the output transmission shaft (referred to as transmission shaft 3) through a clutch (referred to as clutch 3);
  • Double flywheel, centralized HET, two-wheel drive structure Explanation after "General Description of Double Flywheel, Centralized HET Structure”: The upper end of the rotor shaft at the output end of HET1 is provided with a trident bevel gear set (including a vertical shaft driving bevel gear and two driven bevel gears), wherein the driving bevel gear is directly connected to the shaft, and a pair of bevel gears are arranged on the upper end of the rotor shaft at the output end of HET2, one of which is directly connected to the shaft, and the other One bevel gear is connected with a driven bevel gear of the three-prong bevel gear set through a universal transmission shaft, and the other driven bevel gear of the three-prong bevel gear set passes through the transmission shaft (referred to as drive shaft 1) and the clutch (referred to as clutch 1) It is connected with the main reducer of the drive axle, or a fixed speed ratio reducer or a step-variable ratio reducer is connected in series between the clutch 1 and the main reducer, or
  • Double flywheel, centralized HET, four-wheel drive structure with transfer Explanation after "Double flywheel, centralized HET structure general description part": the upper end of the rotor shaft at the output end of HET1 is provided with a trident bevel gear set (including a vertical shaft driving bevel gear and two driven bevel gears), the driving bevel gear is directly connected to the shaft, and a pair of bevel gears are arranged on the upper end of the rotor shaft at the output end of HET2, one of which is directly connected to the shaft , the other bevel gear is connected with a driven bevel gear of the three-prong bevel gear set through a universal transmission shaft, and the other driven bevel gear of the three-prong bevel gear set passes through the drive shaft (referred to as drive shaft 1) and the clutch in turn (denoted as clutch 1) is connected with the transfer case or the inter-axle differential that distributes the driving force of the front and rear axles, or a fixed speed ratio reducer or a fixed speed ratio
  • Double flywheel, centralized HET, direct four-wheel drive structure Explanation after "General Description of Double Flywheel, Centralized HET Structure": The upper ends of the rotor shafts at the output ends of HET1 and HET2 are equipped with trident bevel gear sets (including a vertical shaft driving bevel gear and two driven bevel gears), the two driving bevel gears are directly connected to the two above-mentioned rotating shafts, and the driven bevel gears on HET1 and HET2 are connected through a cardan shaft.
  • trident bevel gear sets including a vertical shaft driving bevel gear and two driven bevel gears
  • the other driven bevel gear on HET1 is connected to the main reducer of a drive axle through the transmission shaft (referred to as drive shaft 1) and clutch (referred to as clutch 1) in turn, or is connected in series between clutch 1 and the final reducer.
  • a fixed speed ratio reducer or a stepped speed ratio reducer, or add a universal drive shaft Connect a fixed speed ratio reducer or a stepped speed ratio reducer, or add a universal drive shaft, and another driven bevel gear on HET2 passes through the drive shaft (referred to as drive shaft 2) and the inter-shaft differential in turn.
  • the gear and clutch (referred to as clutch 2) are connected to the final drive of another drive axle, or between the clutch 2 and the final drive is also connected in series with a fixed speed ratio reducer or a stepped speed ratio reducer, or there is also a
  • a universal joint transmission shaft is added, and transmission shaft 1 and transmission shaft 3 are connected through a set of gears;
  • Single flywheel, separate HET, two-wheel drive structure adopt an energy storage flywheel device and a semi-separated HET (including three HET semi-couplings), the first semi-coupling (referred to as HETh11) and The flywheel shares one rotating shaft, and the rotating shaft of the second semi-coupling (referred to as HETh12) is connected to the main reducer of the drive axle, or connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or a universal drive is added to it
  • the shaft of the third semi-coupling (referred to as HETh3) is connected to the output shaft of the engine, or through a fixed speed ratio mechanical transmission, and the main circuits of the three HET semi-couplings are connected through external terminals (16) and external conductors Connected in series to form a main current closed loop; the design maximum electromotive force of HETh11 and HETh12 can be selected to offset;
  • Single flywheel, separate HET, four-wheel drive structure with transfer adopt an energy storage flywheel device and a semi-separated HET (including three HET semi-couplings), the first semi-coupling (note HETh11) shares a shaft with the flywheel, and the shaft of the second semi-coupling (referred to as HETh12) is connected to the transfer case or the inter-axle differential that distributes the driving force of the front and rear axles, or through a fixed speed ratio reducer or a stepped The speed ratio reducer is connected, the transfer case or the inter-axle differential is connected with the main reducer of the front and rear two drive axles, or a universal drive shaft is added, and the third semi-coupling (denoted as HETh3) shaft is connected with The engine output shaft is connected, or connected through a fixed speed ratio mechanical transmission.
  • the main circuit of the three HET semi-couplings is connected in series with the external conductor (16) to form a main current closed circuit; HETh11 and HETh12
  • Single flywheel, separate HET, direct four-wheel drive structure adopt an energy storage flywheel device and two separate HETs (including four HET semi-couplings), the first semi-coupling (denoted as HETh11) It shares a shaft with the flywheel, and the shaft of the second semi-coupling (referred to as HETh12) is connected to the final reducer of a drive axle, or connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or an additional
  • the cardan shaft, the third semi-coupling (referred to as HETh22) shaft is connected to the main reducer of another drive axle, or connected through a fixed speed ratio reducer or a stepped speed ratio reducer, or one of them is added
  • the cardan shaft, the fourth semi-coupling (referred to as HETh3) shaft is connected to the engine output shaft, or connected through a fixed speed ratio mechanical transmission device, the main circuit of the four HET semi-couplings is connected through the external terminal (16) and The external conductors are connected in series to
  • Double flywheel, separate HET, two-wheel drive structure Two energy storage flywheel devices with opposite directions of rotation and two separate HETs (including four HET semi-couplings), the first semi-coupling (note HETh11) shares a shaft with a flywheel, the second semi-coupling (referred to as HETh21) shares a shaft with another flywheel, and the third semi-coupling (denoted as HETh12) shaft is connected to the drive axle main reducer, or through A fixed speed ratio reducer or a stepped speed ratio reducer is connected, or a universal drive shaft is added to it, and the fourth semi-coupling (denoted as HETh3) shaft is connected to the engine output shaft, or through a fixed speed ratio mechanical Transmission device connection, the main circuit of the four HET semi-couplings forms a main current closed loop through the external terminal (16) and the external conductor in series; when designing, the maximum electromotive force of the axle side HETh12 can be selected to design the maximum electromotive force and the two wheel side
  • Double flywheel, separate HET, four-wheel drive structure with transfer two energy storage flywheel devices with opposite rotations and two separate HETs (including four HET halves), the first half
  • the dual part (referred to as HETh11) shares a shaft with a flywheel
  • the second half part (referred to as HETh21) shares a shaft with another flywheel
  • the third half part (referred to as HETh12) rotates with the distribution of front and rear axle drives
  • the transfer case or the inter-axle differential is connected, or it is connected through a fixed speed ratio reducer or a stepped speed ratio reducer, and the transfer case or the inter-axle differential is then connected with the main reducer of the front and rear drive axles , or a cardan shaft is also added
  • the fourth semi-coupling (referred to as HETh3) shaft is connected to the engine output shaft, or connected through a fixed speed ratio mechanical transmission
  • the main circuit of the four HET semi-couplings passes through
  • Double flywheel, separate HET, direct four-wheel drive structure Two energy storage flywheel devices with opposite rotation directions and two semi-separated HETs (including five HET semi-couplings), the first semi-coupling (referred to as HETh11) shares a shaft with a flywheel, the second semi-coupling (denoted as HETh21) shares a shaft with another flywheel, and the third semi-coupling (denoted as HETh12) shaft is connected to the main reducer of a drive axle Gearbox connection, or through a fixed speed ratio reducer or a stepped speed ratio reducer, or a universal drive shaft is added, and the fourth semi-coupling (referred to as HETh22) shaft is connected to the main reduction of another drive axle Gearbox connection, or through a fixed speed ratio reducer or stepped speed ratio reducer connection, or a universal drive shaft is added to it, and the fifth semi-coupling (referred to as HETh3) shaft is connected with the engine output shaft, or through A fixed speed ratio mechanical transmission is connected
  • the design maximum electromotive forces of the two axle sides HETh12 and HHETh22 are the same, and the design maximum speed is also the same.
  • the design of the two flywheel sides HETh11 and HETh21 is taken The maximum electromotive force is the same, and the design maximum speed is also the same.
  • Fixed ratio reducers or mechanical transmissions include gears, belts, chains, worm drives, etc. Typically, gear drives are used here.
  • input shaft and “output shaft” refer to the defined names when driving the vehicle to move, and the functions of each shaft are reversed when the power flow is reversed.
  • an external power source can be used to charge or unload the flywheel, and the engine can be used to charge the flywheel.
  • the flywheel and the engine When the vehicle is running, the flywheel and the engine have the following five power flow state combinations: the flywheel drives the vehicle (forward or reverse); the engine drives the vehicle (forward or reverse), and simultaneously charges the flywheel; the engine and the flywheel simultaneously drive the vehicle ( Flywheel braking vehicle (forward or reversing); Flywheel braking vehicle (forward or reversing), while the engine charges the flywheel.
  • connection area (5) of the HET semi-couple at the flywheel end is connected, and the other HET semi-couples are disconnected.
  • Connect the circuit connection area (5) and the excitation current circuit of the parts and connect the external power supply; when the engine is loaded to the flywheel in the stopped state, the hand brake brakes the vehicle, disconnect the external power supply, and connect all the circuits of the HET semi-coupled parts
  • the connection area (5) disconnects the excitation current circuits of other HET semi-couplings except the flywheel end HET semi-coupling and the engine side HET semi-coupling.
  • the external power supply used for plug-in charging or unloading of the flywheel is an adjustable voltage DC power supply device connected to the AC power grid. This device can be arranged in the vehicle or in a plug-in place.
  • each set of HET can be provided with two columns of external terminals (16) for external DC power supply (Fig. 2, Fig. 3, Fig. 17, Fig. 18), to connect the main current circuit including the rotor magnetic conducting conductor, and A liquid metal transfer switch (15) is provided for evacuating the liquid and disconnecting the original main circuit before the external power supply is connected, so as to realize (respectively) plug-in charging or unloading of each flywheel.
  • the liquid metal transfer switch (15) is turned off, each circuit connection area (5) is turned on, and the relevant exciting coils that make the rotor magnetic flux at the flywheel end of the HET reach the maximum value are turned on.
  • the preparation procedure is the same as above, the current direction is reversed, and the operating procedure is reversed, that is, the DC power supply voltage is lowered to reach the rated limit of plug-in unloaded power or the rated limit of plug-in unloaded main current.
  • This plug-in charging or unloading is suitable for low-power applications, such as household power, community power, slow charging and slow discharging.
  • the wires connected to the external DC power supply can be connected in parallel to realize (respectively) plug-in charging or unloading of each flywheel.
  • plugging in and charging disconnect the circuit connection area (5) of the non-flywheel shaft end HET semi-coupling, connect the circuit connection area (5) of the flywheel shaft end semi-coupling, and connect to make the HET flywheel end rotor magnetic flux Relevant excitation coils that reach the maximum value, and maintain the maximum excitation current, adjust the DC power supply voltage to be equal to the electromotive force of the HET flywheel end rotor, and the direction is opposite to it, the main current line is connected to the DC power supply, and the DC power supply voltage is increased to reach the plug-in
  • the rated limit of the main electric current or the rated limit of the plug-in power continuously adjust and increase the DC power supply voltage during the flywheel charging and speed-up process, and maintain the rated limit of the
  • the preparation procedure is the same as above, the current direction is reversed, and the operating procedure is reversed, that is, the DC power supply voltage is lowered to reach the rated limit of plug-in unloaded power or the rated limit of plug-in unloaded main current.
  • This plug-in charging or off-loading is suitable for low-power applications.
  • the second type of adjustment method for HETs can be adopted.
  • the electromagnetic law formula of the main circuit composed of three or four or five HET semi-even parts in series has the following form (the situation of three or four HET semi-even parts applies to some of the formulas):
  • Electromagnetic torque on the HET semi-coupling rotor on axle 1 side is Electromagnetic torque on the HET semi-coupling rotor on axle 1 side:
  • Electromagnetic torque on the HET semi-coupling rotor on the engine side
  • Mhe11 Fmh11( ⁇ h11, ⁇ h12, ⁇ h3, R0, I1, I2,..., In) (d22)
  • Mhe12 Fmh12( ⁇ h11, ⁇ h12, ⁇ h3, R0, I1, I2,..., In) (d23)
  • Mhe3 Fmh3( ⁇ h11, ⁇ h12, ⁇ h3, R0, I1, I2,..., In) (d24)
  • the above-mentioned HET adjustment method of the second type can be extended and applied, and the Mhe12, Mhe3 or Mhe11 parameters are used as control instructions.
  • the parameter values of ⁇ h11, ⁇ h12 and ⁇ h3 are measured in real time, the parameter value of Mhe12 is directly given, and the parameter value of Mhe3 or Mhe11 is calculated by using the power flow management strategy.
  • Mhe11 Fmh11( ⁇ h11, ⁇ h12, ⁇ h22, ⁇ h3, R0, I1, I2,..., In) (d26)
  • Mhe12 Fmh12( ⁇ h11, ⁇ h12, ⁇ h22, ⁇ h3, R0, I1, I2,..., In) (d27)
  • Mhe22 Fmh22( ⁇ h11, ⁇ h12, ⁇ h22, ⁇ h3, R0, I1, I2,..., In) (d28)
  • Mhe3 Fmh3( ⁇ h11, ⁇ h12, ⁇ h22, ⁇ h3, R0, I1, I2,..., In) (d29)
  • the above-mentioned HET adjustment method of the second type can be extended and applied, and Mhe12, Mhe22, Mhe3 or Mhe11 parameters are used as control instructions.
  • the parameter values of ⁇ h11, ⁇ h12, ⁇ h22, and ⁇ h3 are measured in real time, and the total value of Mhe12 and Mhe22 is directly given, and the parameter value of Mhe12, Mhe22, Mhe3 or Mhe11 is calculated by using the power flow management strategy, and the number of excitation current parameters to be solved is used
  • the formula (d27), (d28), formula (d29) or (d26) is used as a constraint condition to obtain a certain optimal combination solution of the excitation current parameters to be solved, such as the main current of the system
  • I0 Fi0( ⁇ h11, ⁇ h12, ⁇ h21, ⁇ h3, R0, I1, I2,..., In) (d30)
  • Mhe11 Fmh11( ⁇ h11, ⁇ h12, ⁇ h21, ⁇ h3, R0, I1, I2,..., In) (d31)
  • Mhe12 Fmh12( ⁇ h11, ⁇ h12, ⁇ h21, ⁇ h3, R0, I1, I2,..., In) (d32)
  • Mhe21 Fmh21( ⁇ h11, ⁇ h12, ⁇ h21, ⁇ h3, R0, I1, I2,..., In) (d33)
  • Mhe3 Fmh3( ⁇ h11, ⁇ h12, ⁇ h21, ⁇ h3, R0, I1, I2,..., In) (d34)
  • the above-mentioned second type of HET adjustment method can be extended and applied, using Mhe12, Mhe3, Mhe11 or Mhe21 parameters as control instructions.
  • the parameter values of ⁇ h11, ⁇ h12, ⁇ h21 and ⁇ h3 are measured in real time, the parameter value of Mhe12 is directly given, and the parameter value of Mhe3, Mhc11 or Mhe21 is calculated by using the power flow management strategy, and the number of excitation current parameters to be resolved is greater than or equal to 4.
  • Mhe11 Fmh11( ⁇ h11, ⁇ h21, ⁇ h12, ⁇ h22, ⁇ h3, R0, I1, I2,..., In) (d36)
  • Mhe21 Fmh21( ⁇ h11, ⁇ h21, ⁇ h12, ⁇ h22, ⁇ h3, R0, I1, I2,..., In) (d37)
  • Mhe12 Fmh12( ⁇ h11, ⁇ h21, ⁇ h12, ⁇ h22, ⁇ h3, R0, I1, I2,..., In) (d38)
  • Mhe22 Fmh22( ⁇ h11, ⁇ h21, ⁇ h12, ⁇ h22, ⁇ h3, R0, I1, I2,..., In) (d39)
  • Mhe3 Fmh3( ⁇ h11, ⁇ h21, ⁇ h12, ⁇ h22, ⁇ h3, R0, I1, I2,..., In) (d40)
  • the above-mentioned second type of HET adjustment method can be extended and applied, and the Mhe12, Mhe22, Mhe3, Mhe11 or Mhe21 parameters are used as control instructions.
  • the parameter values of ⁇ h11, ⁇ h21, ⁇ h12, ⁇ h22, and ⁇ h3 are measured in real time, and the total value of Mhe12 and Mhe22 is directly given, and the parameter value of Mhe12, Mhe22, Mhe3, Mhe11 or Mhe21 is calculated by using the power flow management strategy, and the parameter value to be solved is adopted.
  • the formula (d38), (d39, (d40), formula (d36) or (d37) is used as a constraint condition to obtain a certain optimal combination solution of the excitation current parameters to be solved.
  • the optimal solution for the minimum sum of the main current ohmic heat (I0 ⁇ I0 ⁇ R0) and the excitation current ohmic heat ( ⁇ Poi) of the system, the optimal solution can be calculated in real time, or can be obtained from the database Called in.
  • the value of the excitation current parameter to be resolved is used in the execution link.
  • the engine is equipped with a starter and a corresponding battery, but when the flywheel has available energy or is recovering kinetic energy, it is preferred to use the flywheel energy or recover kinetic energy to start the engine, and directly drive the engine to the idle speed, and then inject fuel to ignite (gasoline engine) or compression ignition (diesel). This avoids frequent use of the starter and battery and allows for a more energy-efficient starting process.
  • a power control unit is set in the driver's seat of the vehicle, which includes a vehicle drive torque command control output unit.
  • the command is a relative value representing the magnitude of the drive torque.
  • the command range corresponds from zero to the maximum value currently available.
  • the current available vehicle The maximum driving torque is calculated by the power control system based on the measured parameters of the current state.
  • the power control unit may also include a setting unit for the torque distribution ratio of the two flywheels; for type (9)
  • the power control unit may also include a setting unit for the torque distribution ratio of the front and rear drive shafts; for the (12th) subdivision structure, the power control unit may also include a setting unit for the torque distribution ratio of the two flywheels, And a setting unit for the torque distribution ratio of the front and rear drive shafts.
  • the setting of the ratio of torque distribution between two flywheels or two driving shafts can be performed manually by the driver’s seat setting unit, that is, the driver controls the setting unit to set before starting or when the car is rolling, or it can be automatically performed by the power control system.
  • the power control unit includes the vehicle braking command control output unit, which includes kinetic energy recovery braking and friction braking.
  • the two types of braking share a set of control devices.
  • the braking operation stroke is divided into two sections, and the preceding stroke section corresponds to
  • the relative value of the kinetic energy recovery braking torque from zero to the maximum value corresponds to the relative value of the friction braking torque from zero to the maximum value in the rear stroke section, and the kinetic energy recovery braking torque of the maximum value is maintained at the same time in the rear stroke section .
  • Kinetic energy recovery braking is to recover vehicle kinetic energy to the flywheel through HET reverse power flow transmission
  • friction braking is to use wheel friction braking elements to convert vehicle kinetic energy into heat energy.
  • the maximum kinetic energy recovery braking torque is the currently available maximum value, which is calculated by the power control system based on the current state measurement parameters.
  • the power steering unit also includes an initial speed ratio gear setting unit.
  • the set initial speed ratio gear can be any gear of the stepped gear ratio mechanical transmission, including the smallest transmission speed ratio gear.
  • the control makes the transmission speed ratio decrease from the initial gear value to the minimum transmission speed ratio gear value sequentially.
  • the initial speed ratio gear selects the minimum transmission speed ratio gear, the speed ratio gear does not change any more, which is equivalent to using a fixed speed ratio transmission.
  • the shifting operation during driving is automatically controlled by the power control system. When the predetermined gear shifting speed is reached, the transmission torque is reduced to zero, the original gear is disengaged, and the two parts to be engaged are frictionally synchronized using the synchronizer. Connect to the new gear, and then transmit the required torque according to the driving torque command at that time.
  • the power control unit also includes a vehicle forward or reverse setting unit.
  • the charging system for the vehicle energy storage flywheel of the present invention utilizes the external energy charging station equipment to directly mechanically drive the flywheel shaft, the loading power can reach 2000kW, and the loading time can be shortened to within several minutes.
  • the system has the following three types of programs:
  • the system includes: a loading joint mechanically connected to the loading disc at the lower end of the vehicle's energy storage flywheel shaft during operation, an electric motor connected to the AC power grid, and a drive train between the loading joint and the electric motor.
  • the transmission system includes a set of single-pole DC electromagnetic transmission (HET) with ring groove current collection and internal cooling, which can be divided into separate HET scheme and centralized HET scheme.
  • HET single-pole DC electromagnetic transmission
  • the HET of the separated HET scheme has a loading end semi-even HETho (output end) and an energy supply end semi-even HEThi (input end). According to different types of HETho, it can be divided into vertical HETho scheme and horizontal HETho scheme.
  • the HETho of the vertical HETho scheme is located on the upper side of the separated HET, and the upper end of the HETho shaft can also be connected to a vertical universal joint transmission shaft.
  • the paired HEThi can choose the vertical structure of the coaxial line or the horizontal structure.
  • a vertical HEThi When a vertical HEThi is used, its shaft is connected to the shaft of the vertical motor below, or connected to the shaft of the vertical motor below through a speed-increasing gearbox, or connected to the shaft of the vertical motor below through a speed-up gearbox with bevel gears.
  • Horizontal motor shaft connection When the horizontal HEThi is used, its rotating shaft is connected to the rotating shaft of the horizontal motor on the side, or connected to the rotating shaft of the horizontal motor on the side through a speed-increasing gearbox.
  • the HETho rotating shaft of the horizontal HETho scheme is connected to a vertical cardan shaft on the side through a speed-up gearbox with bevel gears.
  • the paired HEThi has a horizontal structure, and its rotating shaft is connected to the rotating shaft of the horizontal motor on the side, or connected to the rotating shaft of the horizontal motor on the side through a speed-increasing gearbox.
  • the centralized HET scheme is divided into vertical HET scheme and horizontal HET scheme.
  • the rotor at the HET output end is located on the upper side, and its rotating shaft is connected to a vertical universal joint transmission shaft above, and the rotating shaft of the rotor at the HET input end is connected to the rotating shaft of the vertical motor below, or through a speed-increasing gear
  • the box is connected with the shaft of the vertical motor below, or connected with the shaft of the horizontal motor below the side through a speed-increasing gearbox with bevel gears.
  • the rotor shaft at the HET output end is connected to a vertical cardan shaft on the side through a speed-increasing gearbox with bevel gears, and the rotor shaft at the HET input end is connected to the horizontal motor shaft at the side. Or connect with the horizontal motor shaft on the side through a step-up gearbox.
  • the system includes: a loading joint mechanically connected to the loading plate at the lower end of the vehicle's energy storage flywheel shaft during operation, an electric motor connected to the AC power grid, a vertical shaft flywheel device for buffering, a buffer flywheel between the loading joint and the buffer flywheel The drive train between the motor and the motor.
  • the transmission system contains two sets of unipolar DC electromagnetic transmission (HET) with ring groove current collection and internal cooling.
  • HET unipolar DC electromagnetic transmission
  • One set of HET loading HET
  • HET energy supply HET
  • the loading HET can be vertical separated type or vertical centralized type, the rotor at the input end of the loading HET is located on the lower side, connected to the vertical shaft of the vertical buffer flywheel, and the loading
  • the upper end of the rotor shaft at the HET output end is connected to a vertical universal joint transmission shaft; the vertical separation type can also be without a universal joint transmission shaft.
  • the energy supply HET can be vertically separated or vertically concentrated, and the rotor at the output end of the energy supply HET is located on the upper side, connected to the vertical buffer flywheel.
  • the lower end of the rotor shaft at the input end of the energy supply HET is connected to the shaft of the vertical motor below, or connected to the shaft of the vertical motor below through a speed-up gearbox, or connected to the shaft below the side through a speed-up gearbox with bevel gears Horizontal motor shaft connection;
  • energy supply HET can also be composed of vertical HET semi-coupling at the output end and horizontal HET semi-coupling at the input end, the vertical HET semi-coupling at the output end is located on the upper side, connected to the downward extension of the vertical buffer flywheel Shaft, the horizontal HET semi-coupling shaft at the input end is connected to the horizontal motor shaft on the side, or connected to the horizontal motor shaft on the side through a speed-increasing gearbox.
  • the buffer flywheel is used in the mechanical connection loading and charging system of the vehicle flywheel, which can play the following roles: avoid frequent starting of large motors (typical power 2000kW), and use smaller power motors to constantly charge the buffer flywheel, stabilize the power grid, and reduce equipment investment , a large-capacity buffer flywheel can be used to meet the multi-point loading of the charging station.
  • the motors in the above-mentioned mechanically connected loading and charging system can be synchronous motors or asynchronous motors, and synchronous motors are beneficial to the power grid. After the motor is started, it runs at a synchronous speed or a relatively stable speed with a small slip, and does not need speed regulation. When the flywheel or buffer flywheel of the vehicle needs to be unloaded to the grid, the motor can run in reverse and be used as a generator.
  • the (loading) HET adopts a separate structure, and the semi-couplings at the output end are all vertical structures and are movable.
  • the external conductors between the two separate semi-couplings of the (loaded) HET use mixed-arrangement flexible cables, or the middle part uses mixed-arrangement flexible cables to obtain misalignment movement tolerance.
  • the system includes: a loading connector mechanically connected to the loading disc at the lower end of the vehicle's energy storage flywheel shaft during operation, a DC power supply connected to the AC power grid, and a drive train and circuit connection line between the loading connector and the DC power supply.
  • the transmission system includes a HET semi-coupling, and the HET semi-coupling is powered by a DC power supply through a coaxial conductor or a mixed-row flexible cable. It is divided into HET semi-coupling vertical scheme and horizontal scheme.
  • the vertical HET semi-coupling When the vertical HET semi-coupling is used, the upper end of the rotating shaft can be connected with a vertical universal drive shaft, or it can be used directly without adding a universal drive shaft.
  • the DC power supply adopts a mixed-row flexible cable or the middle part adopts a mixed-row Flexible cable; when a horizontal HET semi-coupling is used, its rotating shaft is connected to a vertical universal joint transmission shaft on the side through a speed-increasing gearbox with bevel gears.
  • the voltage design value of the DC power supply can be 30 volts to 50 volts, and the more series series of HET semi-even parts, the higher the rated voltage value.
  • the DC power supply is obtained by rectifying and stepping down the alternating current of the power grid, and the output voltage is adjustable. When the flywheel is loaded, it operates within the maximum current limit boundary, maximum power limit boundary and its range.
  • the DC power supply can be easily arranged at the charging station to implement multi-head loading for multiple vehicles and multiple flywheels.
  • the DC power supply can add equipment such as an inverter, and when it is necessary to unload the flywheel of the vehicle, the energy is reversely returned to the AC grid.
  • the concentrated HET in the above-mentioned mechanical connection loading and charging system can adopt the solutions shown in Fig. 5, Fig. 6, Fig. 7, Fig. 16, Fig. 19 and Fig. 21.
  • the separate HET semi-couplings in the above-mentioned mechanical connection loading and charging system can adopt the schemes shown in Fig. 8 to Fig. 15, Fig. 30 and Fig. 31.
  • the above-mentioned mechanical connection loading and charging system for the vehicle flywheel can also add a vertical cylindrical gear speed increaser to the drive train, which is located near the vehicle flywheel side, that is: when the cardan shaft is installed, the speed increaser and The upper end of the existing vertical universal joint transmission shaft is connected; when the universal joint transmission shaft is not provided, the speed increaser is connected with the upper end of the existing vertical HET semi-coupling shaft at the loading end.
  • the effect of adding the speed increaser is to reasonably reduce the rotational speed of the cardan shaft at the top of the drive train and the vertical HET semi-coupling at the loading end.
  • the speed increaser can be designed as single-stage or multi-stage, and the output shaft and input shaft can be parallel and misaligned or coaxial, which is convenient for operation.
  • the loading joint is assembled on the uppermost rotating shaft of the top equipment of the transmission system.
  • a loading joint is installed on the output shaft;
  • the output shaft of the universal joint shaft is equipped with a loading joint;
  • the speed increaser and the universal joint shaft are not configured, and the vertical HET semi-coupling at the loading end is configured, the loading joint is assembled on the rotating shaft of the HET semi-coupling.
  • the mechanical connection between the loading joint and the loading plate at the lower end of the vehicle flywheel shaft adopts a fitting structure or a friction structure.
  • the selection of the connection structure focuses on the following factors: engagement, torque transmission and disengagement within the range from zero speed to maximum speed, torque transmission capability, size, simple structure, easy connection, joint impact force, axial thrust, radial
  • the resultant force should be as small as possible, the vibration and heat should be as small as possible, and the friction consumption and noise of the blast caused by the independent daily rotation of the flywheel loading plate should be small and low.
  • the chiseled structure has the advantages of large torque, small size, and no heat generation. Its disadvantages are: small speed tolerance, precise centering, impact, and large blast friction and noise caused by the teeth of the loading plate or teeth.
  • the interlocking structure is preferably a gear structure or an interlocking structure with a large torque transmission capacity, and its structure is simple, which is beneficial to realize the long-stroke engagement of the two separate elements.
  • the friction structure is preferably a cylindrical surface engagement form that does not generate axial thrust, and a hydraulic control and pressure method with a relatively large load and a relatively simple structure, such as the hydraulic structure of the outer rubber hose.
  • the hydraulic oil of the hydraulic structure is supplied by the auxiliary system hydraulic station, and is transmitted to the hydraulic working chamber of the loading joint through the pipeline and the axial oil delivery hole on the loading shaft.
  • the sealing joint between the pipeline and the loading shaft is preferably located in the exposed and accessible loading area. The lower shaft end of the rotating shaft, when the lower shaft end of the rotating shaft cannot be contacted, the sealing joint is designed on a cylindrical surface of the loading rotating shaft.
  • the above-mentioned loading and charging system for the mechanical connection of the vehicle flywheel can add a set of manipulator systems to move the loading joint azimuth, and a detection system for the orientation of the vertical flywheel shaft of the vehicle.
  • the manipulator system that moves the azimuth of the loading joint, and the detection system for the orientation of the vertical flywheel shaft of the vehicle are used for centering, positioning and moving manipulation of the loading joint and its supporting fixtures.
  • the manipulator system sets three spherical hinge fulcrums on the outer surface of the supporting fixture of the loading joint, and uses six linear precession actuators to control the spatial positions of the three fulcrums, thereby manipulating the adjustment and movement of the spatial position and direction angle of the loading joint.
  • the working procedure before loading open the flywheel shaft end protective cover, measure the spatial position and orientation angle (three spatial coordinates and two orientation angles) of the flywheel shaft end without contact, use the manipulator system to adjust and move the loading joint and its supporting fixtures Go to the ready position and attitude (same as the direction angle of the flywheel), and then linearly translate the loading joint to the loading working position.
  • the vertical universal joint transmission shaft mentioned above is composed of a pair of universal joints, a telescopic spline transmission shaft in the middle, transmission shafts at both ends, bearings and solid supports, etc., no matter whether the upper transmission shaft is connected with a vertical shaft or not.
  • Type cylindrical gear speed increaser the moving object controlled by the manipulator system or manually manipulated includes the upper end transmission shaft of the cardan shaft, and the cardan shaft with five degrees of freedom automatically adapts to this movement and rotation angle.
  • the constant velocity universal joint is preferred, and the cross shaft universal joint can be selected when the angle of intersection of the universal joint at the loading working position is small and the vibration is within the allowable range.
  • the mechanical connection loading and charging system for the vehicle flywheel can also be equipped with a fixed support device for the vehicle frame, which is used to support the vehicle weight (tire overhead) and fix the vehicle frame before the vehicle flywheel is loaded, so that the flywheel located on the vehicle frame The position is stable.
  • the device adopts a three-point support structure, for example, the front two-point support and the rear point support are arranged on the vehicle frame, and a four-point support structure can also be used.
  • a single-pole direct-current electromagnetic transmission (HET) with ring groove current collection and internal cooling is used as a continuously variable speed-variable torque transmission device, Realize that the wind rotor always maintains the best blade tip speed ratio variable speed operation in all working conditions below the design wind speed, while the synchronous or asynchronous generator always maintains synchronous constant speed operation or asynchronous approximately constant speed operation, providing stable power frequency and high quality to the grid electrical energy.
  • HET direct-current electromagnetic transmission
  • a wind power generation system including: a wind rotor absorbing wind energy, which can be of horizontal or vertical axis type, a generator that directly outputs power frequency alternating current and is connected to the power grid (or connected to off-grid users), synchronous or Either an asynchronous generator, a drive train connecting the wind turbine to the generator, and a control system for these devices.
  • the drive train therein has two types of schemes.
  • HET single-pole DC electromagnetic transmission
  • ring groove current collection and internal cooling to directly connect the wind wheel and generator.
  • HET adopts separate type, one HET semi-coupling is connected with the wind rotor shaft, and runs at the same speed and variable speed as the wind rotor, and the other HET semi-coupling is connected with the generator shaft, and runs at the same speed as the generator at a constant or nearly constant speed.
  • the speed of the HET semi-coupling on the wind wheel side is very low, and the hollow shaft, inner rotor structure, or outer rotor structure ( Figure 11) is adopted.
  • the hollow structure of the outer rotor type is conducive to the arrangement of the inner ring of the stator to obtain a smaller Benefits such as weight and shorter cables and associated plumbing.
  • the size and weight of the HET semi-coupling on the side of the wind wheel are large, which is a major disadvantage.
  • the advantage is that the large-speed ratio speed-up gearbox is eliminated, and maintenance work and potential failures are reduced.
  • connection with speed increase which adopts a speed increase gearbox and a single-pole DC electromagnetic transmission (HET) with ring groove current collection and internal cooling.
  • the order of arrangement is: wind wheel, gear box, HET, generator.
  • HET adopts centralized or separate type, one HET rotor is connected with the output shaft of the gearbox for variable speed operation, and the other HET rotor is connected with the generator shaft, and runs at the same speed as the generator at a constant speed or approximately constant speed.
  • the gear box speed-up ratio is generally selected to be equal to the ratio of the generator speed to the design speed of the wind rotor, so that the two rotors of the HET have the same design speed, and a smaller gear box speed-up ratio can also be selected.
  • the "connection with speed increase” solution is clearly superior to the "direct connection without gearbox” solution.
  • the generator adopts a general-purpose synchronous generator or asynchronous generator.
  • the synchronous generator runs at a constant speed, and the asynchronous generator runs at an approximate constant speed. Both of them directly output power frequency alternating current, which is boosted to supply power to the grid, or to supply power to off-grid users.
  • the wind wheel can adopt horizontal axis type or vertical axis type. But the most widely used is the horizontal axis rotor with three airfoil blades. Horizontal axis wind rotors can use fixed pitch angle blades or variable pitch angle blades.
  • the horizontal axis wind rotor operates at the design pitch angle variable speed.
  • the speed of the wind rotor is controlled to follow the change of wind speed, and it is always kept near the optimal tip speed ratio state.
  • the stall method is used for power limit control, and the adjustment function of HET is used to control the wind rotor to maintain the design speed, or to make the wind rotor Variable speed (mainly deceleration) operation so that the output of the wind rotor maintains the design power; for horizontal axis wind rotors with variable pitch angle blades, use the variable pitch angle method or "active stall control" method for power limit control, using The adjustment function of HET controls the wind rotor to maintain the design speed, or makes the wind rotor run at variable speed (mainly at reduced speed) so that the output of the wind rotor maintains the design power.
  • the transmission system is equipped with a set of mechanical braking devices.
  • the mechanical braking device of the "direct connection without gearbox” scheme is set at the shaft of the wind rotor, and the mechanical braking device of the "connection with speed-up” scheme can be set at the shaft of the wind rotor or at the at the output shaft of the gearbox.
  • the wind rotor is also equipped with aerodynamic braking measures.
  • the variable pitch blade wind rotor adopts the "feathering" braking method, and the fixed pitch blade has a "blade tip” feathering braking structure or a "spoiler” braking structure.
  • the horizontal axis wind rotor adopts the following wind-facing device: yaw-driven active wind-facing mechanism, wind-facing tail rudder, and wind-facing side wheels.
  • the proposal of the present invention adopts a flywheel and a ring groove current collecting, internally cooled unipolar DC electromagnetic transmission (HET) as an energy storage device and a transmission device, and is applied in a wind power generation system to realize a wind power generation system with an energy storage device.
  • HET unipolar DC electromagnetic transmission
  • a wind power generation system including: a horizontal-axis or vertical-axis wind rotor for absorbing wind energy, a generator connected to the grid or connected to off-grid users, an energy storage flywheel device, a set of ring groove collectors, Drive trains for internally cooled homopolar DC electromagnetic transmissions (HET), and control systems for these devices.
  • a horizontal-axis or vertical-axis wind rotor for absorbing wind energy
  • a generator connected to the grid or connected to off-grid users
  • an energy storage flywheel device including: a set of ring groove collectors, Drive trains for internally cooled homopolar DC electromagnetic transmissions (HET), and control systems for these devices.
  • HET homopolar DC electromagnetic transmissions
  • the energy storage flywheel is composed of a wheel body, a rotating shaft, a bearing, a vacuum chamber, etc.
  • the large mass part of the wheel body is made of a unidirectional continuous fiber reinforced composite material wound circumferentially, and the bearing is a mechanical rolling bearing or a magnetic bearing.
  • the best solution for the energy storage flywheel is to use a vertical flywheel.
  • the drive train between the wind rotor, generator and flywheel in the wind power system of the present invention has three types of schemes: the first type is a scheme without HET between the wind rotor and the generator, which is equivalent to the existing conventional wind power system The energy storage device and its transmission equipment are added.
  • the second type is a scheme with a set of independent HET between the wind wheel and the generator.
  • the third type is a scheme in which the wind wheel, the generator, and the flywheel are each connected to a HET semi-coupling. Program.
  • the wind rotor is either directly connected to the generator (direct drive scheme), or connected to the generator through a speed-increasing gearbox;
  • the rotor at the other end is either connected to the generator shaft, or connected to the generator shaft through a pair of bevel gears;
  • HETf can be separated or centralized;
  • the generator shaft end connected to HETf can face the wind wheel (direct drive scheme) or facing away from the wind wheel (that is, the connected shaft end is located on the side connected to the wind wheel or on the opposite side, the same below);
  • the flywheel can be vertical or horizontal shaft type, preferably vertical flywheel; when When using a horizontal axis wind wheel, a horizontal generator (including the case where the axis of the wind wheel and the generator have some elevation angles, the same below), and a vertical flywheel, HETf has three options: one is "one horizontal and one vertical Separated type HETf", a horizontal semi-coupling HETfhe shaft is connected to the horizontal generator shaft, a vertical semi-coupling
  • a set of HET (referred to as HETw) is used to transmit power between the wind wheel and the generator.
  • the rotor at one end of HETw is connected to the shaft of the generator, and the rotor at the other end is either directly connected to the shaft of the flywheel or through an amplifier.
  • the high-speed gearbox is connected to the flywheel shaft; HETw can be separated or centralized; when the horizontal axis wind wheel and horizontal generator are used, the scheme without speed-up gearbox adopts the separated horizontal HETw, at this time the wind wheel side
  • the speed of the HET semi-coupling is very low, and the hollow shaft, inner rotor structure, or outer rotor structure can be used.
  • the scheme with a speed-up gearbox adopts a separate or centralized horizontal HETw; a set of HET for transmitting flywheel energy
  • One end of the rotor (denoted as HETf) is connected to the flywheel shaft, and the other end of the rotor is connected to the generator shaft, or connected to the generator shaft through a pair of bevel gears; HETf can be separated or centralized; the power generation connected to HETf
  • the shaft end of the machine can face the wind wheel or face away from the wind wheel; the flywheel can be vertical or horizontal axis, and the vertical flywheel is preferred; when the horizontal axis wind wheel, horizontal generator, and vertical flywheel are used, HETf has three types:
  • the wind rotor shaft is either directly connected to a HET semi-coupling (denoted as HEThw, the speed is very low, and the hollow shaft, inner rotor structure, or outer rotor structure can be used), or through a speed increasing
  • the gearbox is connected to a HET semi-coupling (denoted as HEThw)
  • the generator shaft is connected to a HET semi-coupling (denoted as HEThe)
  • the flywheel shaft is connected to a HET semi-coupling (denoted as HEThf).
  • the second type of scheme uses two sets of HETs (HETw and HETf) that are independent of each other, with flexible adjustment and control, and a large adjustable range.
  • the disadvantage is that it has four rotors (or semi-coupled parts) );
  • the third type of scheme adopts 1.5 sets of HETs in series, with three HET semi-couples (HEThw, HEThe and HEThf), the number of structures is small, but due to the limitation that the main current of the three must be the same, the adjustment control is not flexible enough to optimize Operation is limited.
  • the centerline of the flywheel rotation and the centerline of the yaw rotation should preferably coincide or be parallel.
  • the coincidence or parallelization of the two centerlines can reduce the gyro torque of the flywheel to zero, and the two centerlines coincide. It can also eliminate the radial load on the structure and bearings caused by the movement of the center of gravity of the flywheel.
  • the generator can use a general-purpose synchronous or asynchronous power frequency alternator, which operates at a synchronous constant speed at power frequency, or asynchronously operates at an approximate constant speed, and directly outputs power frequency alternating current.
  • the booster supplies power to the grid, or supplies power to off-grid users; at this time, a horizontal-axis wind rotor is used, and its blades can be fixed pitch angle or variable pitch angle airfoil section blades.
  • the power capacity of the generator in the wind power system of the present invention, and the power capacity of related equipment can be designed with derating, that is, with a capacity specification lower than the rated power of the wind rotor
  • the rated electromagnetic power of the generator and its related equipment are taken as half of the rated power of the wind rotor.
  • the power transmission capacity of the flywheel structure in the wind power system of the present invention, the power capacity of HETf or HEThf that transmits flywheel energy can be derated, for example, half of the rated power of the wind wheel.
  • the above-mentioned derating design at the generator end and the derating design at the flywheel end can be adopted at the same time, for example, the design capacity of both ends is halved.
  • HETf or HETw For an independent set of HETs (HETf or HETw), the second type of adjustment method described above for HETs can be used.
  • the electromagnetic law formula for a series main circuit of 1.5 split HETs with three HET semi-couples has the following form:
  • Electromotive force of HE The semi-coupled rotor:
  • Electromagnetic torque on HEThw semi-coupling rotor
  • Electromagnetic torque on HE The semi-coupling rotor:
  • Electromagnetic torque on HEThf semi-coupling rotor
  • I0 Fi0( ⁇ w, ⁇ e, ⁇ f, R0, I1, I2,..., In) (g12)
  • Mew Fmw( ⁇ w, ⁇ e, ⁇ f, R0, I1, I2,..., In) (g13)
  • Mee Fme( ⁇ w, ⁇ e, ⁇ f, R0, I1, I2,..., In) (g14)
  • Mef Fmf( ⁇ w, ⁇ e, ⁇ f, R0, II, I2,..., In) (g15)
  • the above-mentioned second type of HET adjustment method can be extended and applied, and the Mew, Mee or Mef parameters are used as control instructions.
  • the horizontal axis wind rotor operates at the design pitch angle variable speed at the design wind speed and below, and uses the adjustment function of HET to control the speed of the wind rotor to follow the change of wind speed and keep it constant.
  • the stall method is used for power limit control, and the adjustment function of HET is used to control
  • the wind rotor maintains the design speed, or the wind rotor is operated at variable speed (mainly at reduced speed) so that the output of the wind rotor maintains the design power.
  • variable pitch angle method For the horizontal axis wind rotor with variable pitch angle blades, the variable pitch angle method or "active Stall control" method is used for power limit control, and the adjustment function of HET is used to control the wind rotor to maintain the design speed, or to make the wind rotor run at variable speed (mainly at reduced speed) so that the output of the wind rotor maintains the design power.
  • a set of mechanical braking device is arranged on the transmission shaft.
  • the mechanical braking device without the speed-increasing gearbox scheme is set at the wind wheel shaft.
  • the mechanical braking device with the speed-increasing gear box scheme can be set at the wind wheel shaft or at the gear box. at the output shaft.
  • the wind rotor is also equipped with aerodynamic braking measures.
  • the variable pitch blade wind rotor adopts the "feathering" braking method, and the fixed pitch blade has a "blade tip” feathering braking structure or a "spoiler” braking structure.
  • the horizontal axis wind rotor adopts the following wind-facing device: yaw-driven active wind-facing mechanism, wind-facing tail rudder, and wind-facing side wheels.
  • the conventional operation of the wind power system of the present invention adopts a stable power generation operation method, and the generator is operated according to the planned average power generation.
  • the higher difference is absorbed by the flywheel, which is smaller
  • the insufficient difference will be compensated and output by the flywheel.
  • the wind power system of the present invention can also take into account the peak regulation function of the power grid.
  • the generator is used as a motor, and the flywheel absorbs the electric energy from the power grid.
  • the load of the power grid increases and the wind speed is low, the The flywheel pumps out the stored energy at full capacity.
  • the scheme of the present invention adopts the single-pole DC electromagnetic transmission (HET) with ring groove current collection and internal cooling as the transmission equipment of the energy storage flywheel, and realizes a new, powerful, high-efficiency, low-cost energy storage and conversion system.
  • HET single-pole DC electromagnetic transmission
  • a flywheel energy storage and conversion system that can be applied to fixed places such as power grid peak regulation, wind power generation, and uninterruptible power supply, including: an energy storage flywheel device, a motor/generator, and a set of ring groove current collection and internal cooling Homopolar DC Electromagnetic Transducers (HET), and their control systems.
  • HET Homopolar DC Electromagnetic Transducers
  • the motor/generator adopts synchronous motor or asynchronous motor, which is directly connected to the power frequency power grid. After starting, it operates at a synchronous speed (synchronous motor) or a synchronous near-synchronous speed (asynchronous motor), and is located in an atmospheric environment (in a non-vacuum container). Adopt horizontal or vertical structure.
  • synchronous motor synchronous motor
  • asynchronous motor synchronous near-synchronous speed
  • Adopt horizontal or vertical structure When the power is input from the power grid to the flywheel, the motor runs in the motor state, and when the flywheel outputs energy to the power grid, the motor runs in the generator state.
  • the starting of the motor is given priority to the method of bringing the flywheel and HET to the rated speed.
  • the energy storage flywheel is composed of a wheel body, a rotating shaft, a bearing, a vacuum chamber, etc.
  • the large-mass part of the wheel body is made of circumferentially wound unidirectional continuous fiber-reinforced composite materials, and the bearings are mechanical rolling bearings or magnetic bearings.
  • the best solution for the energy storage flywheel is to use a vertical flywheel.
  • HET can adopt a vertical centralized scheme: the rotor at the lower end is connected to the upper shaft end of the flywheel shaft by a coupling, or is directly connected to the upper shaft end of the flywheel shaft, or is connected to the upper shaft end of the flywheel shaft by a clutch (used in HET. Disengage the clutch during work), the rotor at the upper end is connected with the lower shaft end of the vertical motor shaft by a coupling, or directly connected to the lower shaft end of the vertical motor shaft.
  • a clutch used in HET. Disengage the clutch during work
  • the HET semi-coupling on the flywheel side is a vertical structure, and its rotor is connected to the upper shaft end of the flywheel shaft by a coupling, or directly connected to the upper shaft end of the flywheel shaft, or connected to the upper shaft end of the flywheel shaft
  • the end is connected by a clutch (used to disengage the clutch when the HET is not working)
  • the HET semi-coupling on the motor side is a horizontal structure, and the rotor is connected to the shaft end of the horizontal motor shaft by a coupling, or directly connected to the horizontal motor. Shaft end.
  • the second type of adjustment method for HET mentioned above can be used.
  • Figure 1 Concentrated type, two-axis single flux (no two-axis sharing), far-axis coil, solid shaft, axial surface type, schematic diagram of HET meridian surface with permanent magnet excitation.
  • Figure 2 Schematic diagram of the meridian surface of centralized, two-axis, one-single and double-flux (shared by two axes), far-axis coil, solid shaft, axial surface type, with permanent magnet excitation, and external terminals drawn from the middle.
  • Figure 3 Schematic diagram of the HET meridian surface of centralized, two-axis, one-single and double-flux (two-axis shared), far-axis coil, solid shaft, axial surface type, with permanent magnet excitation, and external terminals on one side of the single flux.
  • Figure 4 Schematic diagram of the meridian surface of centralized, two-axis, one-single and double-flux (two-axis shared), far-axis coil, solid shaft, axial-surface type, and permanent magnet excitation.
  • Figure 5 Schematic diagram of the meridian surface of concentrated, two-axis, two-pair magnetic flux (two axes share), paraxial coil, solid shaft, and axial surface type HET.
  • Figure 6 Schematic diagram of the HET meridian surface of concentrated type, two-axis two-pair magnetic flux (no two-axis sharing in form), paraxial coil, solid shaft, axial-surface type, and two-axis steering the same.
  • Figure 7 Concentrated, two-axis single flux (no two-axis shared), far-axis coil, solid shaft, axial surface type HET meridian diagram.
  • Figure 8 Schematic diagram of the meridian surface of a separate, single flux, paraxial coil, solid shaft, and axial-surface HET semi-couple.
  • Figure 9 Schematic diagram of the meridian surface of a separate, dual flux, paraxial coil, solid shaft, and axial-surface HET semi-couple.
  • Figure 10 Schematic diagram of the meridian surface of a separate, dual-flux, paraxial coil, hollow shaft, and axial-surface HET half-couple.
  • Figure 11 Schematic diagram of the meridian surface of the split type, double magnetic flux, outer rotor, and axial surface type HET semi-couple.
  • Figure 12 Schematic diagram of the meridian surface of the split type, double magnetic flux, two-stage external series, paraxial coil, solid shaft, and axial surface type HET semi-even.
  • Figure 13 Schematic diagram of the meridian surface of a split type, double magnetic flux, three-level external series, paraxial coil, solid shaft, and axial surface type HET semi-even.
  • Figure 14 Schematic diagram of the meridian surface of a split type, double magnetic flux, two-stage inner series, paraxial coil, solid shaft, and axial surface type HET semi-even.
  • Figure 15 The meridian diagram of HET semi-even parts with split type, double magnetic flux, paraxial coil, solid shaft, axial surface type, egg-shaped central island, and non-full-height rotor conductor.
  • Figure 16 Schematic diagram of the HET meridian surface of concentrated type, two-axis two-pair magnetic flux (no two-axis sharing in form), paraxial coil, solid shaft, axial-surface type, and two-axis rotation in opposite direction.
  • Figure 17 Schematic diagram of the HET meridian surface of the centralized type, two axes, one single, and two fluxes (two axes are shared), far-axis coils, solid shafts, axial surface type, and external terminals drawn from the middle.
  • Figure 18 Schematic diagram of the HET meridian surface of the centralized type, two axes, one single and two magnetic fluxes (two axes are shared), far-axis coil, solid shaft, axial surface type, and external terminals on one side.
  • Figure 19 Schematic diagram of the HET meridian plane of the centralized type, two axes, one single and two magnetic fluxes (two axes are shared), far-axis coil, solid shaft, axial surface type, and no external terminals.
  • Figure 20 Meridian diagram of split type, double magnetic flux, paraxial coil, solid shaft, egg-shaped center island, and axial surface type HET semi-even.
  • Figure 21 Concentrated, two-axis dual-pair magnetic flux (two-axis shared), paraxial coil, solid shaft, egg-shaped central island, and axial-surface HET meridian diagram.
  • Figure 22 Meridian view of split type, dual flux, paraxial coil, hollow shaft, axial surface type, single stage, egg-shaped center island, and horizontal HET semi-even.
  • Figure 23 Horizontal separated HET semi-coupling HETfhe meridian view (double magnetic flux, paraxial coil, hollow shaft, axial surface type, single stage, egg-shaped central island).
  • Figure 24 The meridian diagram of the HET semi-coupling with horizontal motor side separation (double magnetic flux, paraxial coil, solid shaft, axial surface type, single stage, egg-shaped central island).
  • Figure 25 Meridian view of flywheel and split HET semi-coupling (part A) (1).
  • Figure 26 Meridian view of flywheel and split HET semi-coupling (part A) (2).
  • Figure 27 Schematic diagram of the layout of the flywheel and the split HET non-flywheel shaft end half-coupling of a four-wheel drive car power system.
  • Figure 28 Schematic diagram of the layout of the engine, flywheel, and split-type HET non-flywheel shaft end half-coupling of a car hybrid power system.
  • Figure 29 Meridian view of vertical separated HET semi-coupling HETfhf (double magnetic flux, paraxial coil, solid shaft, axial surface type, single stage, egg-shaped central island).
  • Figure 30 The meridian view of the vertical separated semi-coupled HETho at the loading end (double magnetic flux, paraxial coil, two-stage external series, non-full-height rotor conductor, egg-shaped central island).
  • Figure 31 Meridian view of HEThi, a vertical separated half-coupling at the energy supply end (double magnetic flux, near-axis coil, solid shaft, two-stage external series connection, non-full-height rotor conductor, egg-shaped center island).
  • Figure 32 Loading joint and loading shaft upper structure and support (the intersection angle between the left half section and the right half section is 135°).
  • Figure 33 Loading joint and flywheel loading disc (the intersection angle between the left half section and the right half section is 135°).
  • Figure 34 Partial enlarged view of Figure 33.
  • Fig. 35 the connection between multiple sets of series wheel bodies and multiple sections of cylindrical central shafts (1).
  • Figure 36 The structure of the upper end of the flywheel.
  • Figure 37 Stationary disc of suction axially supported permanent magnetic bearing.
  • Figure 38 Axial permanent magnetic bearing and lower end radial bearing.
  • Figure 39 The meridian view of the flywheel side vertical separation type HET half-coupling (double magnetic flux, paraxial coil, solid shaft, axial surface type, two-stage external series connection, egg-shaped central island).
  • FIG. 40 Wind power system with HET.
  • Figure 41 Wind power system with flywheel and HET.
  • Figure 42 Separated HET, except for the rotating shaft (2) and the stator magnetizer (10), the inner cylindrical surface is magnetically conductive, the left end is double magnetic flux, 9000r/min, 318Nm, and the right end is single magnetic flux, 6000r/min, 159Nm, 39171A.
  • Figure 43 Separated HET, the rotating shaft (2) and the inner and outer cylindrical surfaces of the stator magnetizer (10) are magnetically conductive, the left end is double magnetic flux, 9000r/min, 318Nm, the right end is double magnetic flux, 6000r/min, 159Nm, 39171A.
  • Fig. 44 Partial enlarged view of Fig. 42, plate-shaped central island, the inside of the stator conductor (6) is discretely assembled, and there is a cooling channel on one side of the excitation coil.
  • Figure 45 Partial enlarged view of Figure 42, plate-shaped central island, discrete assembly inside the stator conductor (6), and no cooling channel on the side of the excitation coil.
  • Fig. 46 A-A cross-sectional view among Fig. 47, egg-shaped central island, outside the rotating shaft (2) and the stator magnetizer (10), the inner cylindrical surface is magnetically conductive.
  • Figure 47 Axial view of the stator conductor (6) in Figure 46 from the right side (solid line).
  • Fig. 48 A-A sectional view in Fig. 50, egg-shaped center island, rotating shaft (2) and stator magnetizer (10) inside and outside cylindrical surface conduction, excitation coil design near axis.
  • Figure 49 Partial enlarged view of Figure 48.
  • Figure 50 Axial view of the stator conductor (6) in Figure 48 from the right (solid line).
  • Fig. 51 Partial enlarged view of Fig. 43, plate-shaped center island, discrete assembly type inside the stator conductor (6), and magnetic conduction inside and outside the cylindrical surface of the rotating shaft (2) and the stator magnetizer (10).
  • FIG 52 Flywheel device (rated energy storage 1567kWh).
  • FIG 53 The connection between the flywheel side vertical separation type HET semi-coupling (HETfhf) and the flywheel.
  • HETfhf flywheel side vertical separation type HET semi-coupling
  • Fig. 54 Flywheel (176) and flywheel side HET semi-coupling (HETfhf, 177) meridian view.
  • Fig. 55 the connection between multiple sets of series wheel bodies and multiple cylindrical central shafts (2).
  • FIG. 56 Flywheel device (rated energy storage 38465kWh).
  • Figure 57 The connection between the flywheel side vertical separation type HET semi-coupling and the flywheel.
  • FIG. 58 Flywheel energy storage and conversion system using HET.
  • Fig. 59 A-A sectional view among Fig. 61, egg-shaped central island, rotating shaft (2) and stator magnetizer (10) inner and outer cylindrical surface conduction.
  • Figure 60 Partial enlarged view of Figure 59.
  • Figure 61 Axial view of the stator conductor (6) in Figure 59 from the right (solid line).
  • Figure 62 Partial enlarged view of Figure 42 and Figure 43, B-B view in Figure 63, flexible mixed row external wires and their connectors.
  • Figure 63 View from A-A in Figure 62, flexible mixed-row external wires and their connectors.
  • FIG. 43 A specific design scheme of a separate HET is shown in Figure 43.
  • the left semi-coupling HEThw is designed as an output end, which transmits power to the vehicle drive axle final drive, and the right semi-coupling HEThe is designed as an input end, receiving engine power.
  • Both HEThw and HEThe are single-stage, double-flux, axial-surface type, and the maximum main current is 39171A.
  • the maximum speed of HEThw is 9000r/min, the maximum electromagnetic torque is 318Nm, the maximum speed of HEThe is 6000r/min, and the maximum electromagnetic torque is 159Nm.
  • HEThw and HEThe have a ring groove current collection and internal cooling structure, and the inner cylindrical surface of the rotating shaft 2 is paired with the outer cylindrical surface of the stator magnetizer 10 to form a magnetic circuit air gap.
  • Each rotor has a rotor magnetic conductor 3 , and a rotor conductor 4 is brazed on both axial sides thereof.
  • the three rotor parts have the same inner diameter and outer diameter, and are interference-fitted with the rotating shaft 2 , and an insulating film is glued on the sleeved cylindrical surface of the rotating shaft 2 before the fitting.
  • the rotor magnetic conductor 3 is made of 20 steel
  • the rotor conductor 4 is made of chrome bronze QCr0.5
  • the rotating shaft 2 is made of 40Cr steel.
  • the main circuit on the stator is composed of the following components: two stator conductors 6 for HEThw and HEThe respectively, two stator magnetic conductors 7, two external terminals 16, and flexible mixed-row external wires between HEThw and HEThe 208 and connector 209 (Fig. 62, Fig. 63).
  • Each stator magnetic conductor 7 is brazed with its adjacent stator conductor 6 and external terminal 16 to form an assembly.
  • a positioning ring 210 is used to radially fix the two external terminals 16 of the same HET half-coupling. Between the opposite surfaces of the two external terminals 16 of the same HET semi-coupling, and between the opposite surfaces of the positioning ring 210, a film with adhesive on one side is used for insulation.
  • the stator magnetic conductor 7 is made of pure electromagnetic iron DT4A, and the stator conductor 6, the external terminal 16 and the positioning ring 210 are made of chrome bronze QCr0.5.
  • each group has 108 short wires, 108 long wires, two short wire connection boards and two long wire connection boards.
  • the wire adopts direct welding polyurethane enamelled copper round wire with a nominal diameter of 1.8mm, and the wire connection board adopts chrome bronze QCr0.5.
  • the two ends of the short wire are brazed in the blind hole of the short wire connecting plate, and the two ends of the long wire pass through the through hole of the short wire connecting plate, and are brazed in the blind hole of the long wire connecting plate.
  • the short wire connection board and the long wire connection board at one end are bonded by an insulating adhesive to form a joint 209 , which is in contact with the external terminal 16 for conduction through the wedge-shaped surface.
  • Both HEThw and HEThe have double magnetic flux circuits excited by the excitation coil 9, and each magnetic flux circuit passes through the rotating shaft 2, the rotor magnetic conductor 3, the stator magnetic conductor 7, the stator magnetic conductor 10 and the adjacent parts. air gap.
  • the stator magnet guide 10 adopts 45 steel.
  • the opposite surfaces of the stator magnetizer 10, the stator conductor 6, the stator magnetizer 7, and the external terminal 16 are all insulated by films with adhesive on one side.
  • the air gap between the rotating shaft 2 and the stator magnetizer 10 adopts the scheme of pairing the inner cylindrical surface of the rotating shaft 2 with the outer cylindrical surface of the stator magnetizer 10.
  • this scheme has the following Features: directly process the steel bearing seat on the stator magnet conductor 10, reduce the number of parts and connections, increase the stator structure and support rigidity; reduce the axial magnetic attraction to the rotor; originally set between the stator conductor 6 and the excitation coil 9
  • the seal between the stator conductors 6 and the stator magnetizers 10 is changed, and the original axial seal is changed to a radial seal, which eliminates the adverse effects of axial dimension deviation and deformation displacement of related parts; only the outer diameter of the shaft 2 It can be used when it is relatively large, and can reduce the radial position of the excitation coil 9 (as in the case of HEThe).
  • the excitation coil 9 adopts a rectangular cross-section design, and is made of a copper strip of equal width with a thickness of 0.5mm impregnated with insulating paint and then wound. The two ends of the copper strip are brazed with copper wires, and the external leads are connected to the excitation DC power supply.
  • the two excitation coils 9 of the same HET half-coupling are connected in series to an excitation DC power supply, and a DC chopper is used to adjust the output voltage of the excitation DC power supply, thereby controlling the current value of the excitation coil 9, and the excitation coil current value of HEThw is recorded as As I2, the excitation coil current value of HEThe is recorded as I1. Copper tape wound coils are easy to process and have good compactness, and their outward thermal conductivity is significantly higher than that of copper round wire wound coils, while copper tape wound coils of equal width have the characteristics of more convenient processing and uniform current density.
  • the circuit connection area 5 is located between the rotor conductive body 4 and the stator conductive body 6 , and its radial position is set at a position about 16% from the inner diameter of the inner diameter interval of the rotor conductive body 4 .
  • the liquid metal conductive medium here is made of gallium indium tin alloy, the ratio of gallium indium tin is 62:25:13, and the freezing point is about 5°C.
  • the gap in the circuit connection area is in an inverted U shape (Fig. 51), and the middle section is an inclined channel.
  • a circular flow gap 203 in the form of a "plate-shaped central island" is provided, one of which communicates with the inverted U-shaped gap corresponds to the large-radius end of the inclined channel, and the other connected to the tri-fork corresponds to the small-radius end of the inclined channel.
  • the inner wall of the circulating slot channel is formed by the plate-shaped part 211 , and the outer wall by the main part of the stator conductor 6 , the “inner” discrete part 214 and the end cap part 215 .
  • the plate-shaped part 211 is fixed by "rivet" assemblies 212 uniformly distributed in the circumferential direction, and the discrete part 214 and the end cover part 215 of the "inside” are respectively fixed by screws uniformly distributed in the circumferential direction.
  • the “inner” discrete part 214 of the whole circle structure is firstly heated and expanded to be placed in the positive U-shaped slot of the rotor, and then assembled with the main body of the stator conductor.
  • the contact surfaces of the "inner” discrete part 214, the end cover part 215 and the main body part of the stator conductor and the gap between the screws are filled with conductive sealant.
  • the plate-shaped part 211, the "inner” discrete part 214, and the end cover part 215 are made of the same chrome bronze QCr0.5 material as the main part of the stator conductor.
  • Two liquid metal liquid inlet holes and two liquid metal liquid metal discharge holes are evenly distributed circumferentially on the main part of the stator conductor.
  • the direction of rotation of the suction flow in the discharge hole is consistent with that of the rotor.
  • the liquid inlet hole and the liquid discharge hole are connected to the liquid metal delivery pump, filter and volume regulating valve in the external auxiliary system, which can fill and unload the liquid metal in the circuit connection area, and can adjust the filling volume of the liquid metal in the circuit connection area. Filter out solid impurities and air bubbles in liquid metal.
  • a volume regulating valve is set to uniformly adjust the gas pressure difference on both sides of the circuit connection areas. Since the design shape and size of these four circuit connection areas are the same, and the same main current flows, under the same liquid metal filling condition, the meridional surface Lorentz force Flm generated on the liquid metal is also the same, and they are uniform. Pointing to the outside of the main current loop, therefore, only one common volume regulating valve can be provided.
  • the valve adopts a piston structure, and the piston cylinder is connected to the middle air gap chamber of HEThw and HEThe (that is, the inner gas chamber of the main current ring).
  • the gas chambers on both sides of the circuit connection area are filled with nitrogen, and the dynamic seal of the nitrogen chamber adopts a magnetic fluid sealing structure.
  • the rolling bearings supporting the rotor are placed outside the nitrogen chamber and are in contact with the outside air.
  • the tin-nickel alloy Sn65Ni35 with good surface hardness, conductivity and wettability is electroplated.
  • a cooling channel 201 is provided between the stator conductor 6 , the excitation coil 9 and the stator magnetizer 10 .
  • Inlets and outlets of the cooling passages are arranged on the components of the stator magnetizer 10, corresponding to 7 inlets and 7 outlets evenly distributed in the circumferential direction of each cooling passage.
  • a baffle wall is processed on the member of the stator conductor 6, and the wall surface of the baffle wall is used as a part of the wall surface of the cooling channel, so that the coolant fluid in the cooling channel flows along the serpentine flow channel.
  • the coolant fluid is water.
  • the inlet and outlet of the cooling channel communicate with the water pump and radiator in the external auxiliary system.
  • the rotor of HEThw is denoted as rotor 2
  • the rotor of HEThe is denoted as rotor 1.
  • Formulas (a12) and (a13) can be calculated by numerical simulation or measured by experiment, wherein, the value range of I0 is from zero to the design value, the value range of I1 is from zero to the design value I1d, and the value range of I2 is -I2d To the design value I2d, the negative value range of I2 corresponds to the vehicle reversing condition.
  • Me1 Fm1( ⁇ 1, ⁇ 2, R0, I1, I2) (a15)
  • Me2 Fm2( ⁇ 1, ⁇ 2, R0, I1, I2) (a16)
  • the second type of HET adjustment method is adopted, and the electromagnetic torque Me2 parameter is used as the control command.
  • the values of ⁇ 1 and ⁇ 2 are measured in real time, and the value of Me2 parameter is directly given.
  • the I1 and I2 as the excitation current parameters to be solved, and the formula (a16) as the constraint condition, the I1 and I2 parameters satisfy the main current ohmic heat (I0 ⁇ I0 ⁇ R0) and the excitation current ohmic heat ( ⁇ Poi) and the minimum optimal solution.
  • the optimal solution is called from the database prepared in advance and used in the execution link.
  • the above-mentioned optimal solution database stores the optimal value matrix of I1 and I2 parameters.
  • This matrix is a three-dimensional matrix, and the three dimensions are ⁇ 1, ⁇ 2 and Me2 parameters respectively.
  • value corresponding to the maximum reverse speed
  • Me2 parameter ranges from the maximum negative value (corresponding to the maximum reverse negative torque) to the design value.
  • a car power system solution is mainly composed of a gasoline engine and a separate HET. Front gasoline engine front wheel drive, gasoline engine and HET transverse.
  • the gasoline engine has a maximum power of 100kW and a speed of 6000r/min at maximum power.
  • Fig. 43 is the same as the HET in the specific implementation of "(a) ring groove current collecting, internally cooled unipolar DC electromagnetic actuator (HET)".
  • HET ring groove current collecting, internally cooled unipolar DC electromagnetic actuator
  • the rotating shaft of the right semi-coupling HEThe is connected to the output shaft of the gasoline engine through a coupling, and the rotating shaft of the left semi-coupling HEThw is connected to the main reducer of the front axle through a coupling.
  • the main reducer is a two-stage cylindrical gear structure with a transmission ratio of 5.84 .
  • the driving position of the vehicle is set with the electromagnetic torque Me2 parameter command pedal, the vehicle brake pedal, and the forward/reverse setting switch. After the engine starts to idle, the drive of the vehicle forward or backward is determined by the Me2 parameter command.
  • the target torque Meo of the engine output shaft end if the curve is a vertical line, the Meo value directly takes the Meb value); if the Meb value is exactly equal to the Meo value, then the balance throttle opening value ⁇ b is executed, and the operating point falls on the target operation On the line, the engine speed has no tendency to change; if the Meb value is not equal to the Meo value, the intersection point ( ⁇ ebo, Mebo
  • the ⁇ ebo value When the ⁇ ebo value is greater than the current ⁇ e value, it means that the engine needs Speed up operation, operate according to the actual throttle opening value greater than the balance throttle opening ⁇ b value, when the ⁇ ebo value is smaller than the current ⁇ e value, it means that the engine needs to decelerate, and operate according to the actual throttle opening value smaller than the balance throttle opening ⁇ b value
  • the deviation between the actual throttle opening value and the balanced throttle opening ⁇ b value is determined according to the distance between the ( ⁇ e, Meb) point and ( ⁇ ebo, Mebo) point on the engine characteristic map, the greater the distance , the larger the deviation is, the smaller the distance is, the smaller the deviation is, and if the distance is zero, the deviation is zero.
  • Vehicle starting procedure the current of each excitation coil of HET is in the zero value state, the liquid metal in the circuit connection area 5 is in the retracted and open circuit state, start the engine to the idle state (the engine is already in the idle state, there is no such item), the liquid state in the circuit connection area Return the metal, set forward or reverse, activate the Me2 parameter command pedal, put in the HET and engine adjustment system that operate continuously according to the above adjustment method, start the vehicle and start driving.
  • Me2 parameter command pedal to return to zero, the engine returns to idle speed or until it is turned off, the current of each excitation coil of HET returns to zero, and the liquid metal in the circuit connection area is retracted and disconnected.
  • Me2 parameter commands the pedal to return to zero, the engine returns to idle speed or until it is turned off, the current of each excitation coil of HET returns to zero, the liquid metal in the circuit connection area retracts to open circuit, when braking is required, the Me2 parameter command After the pedal returns to zero, activate the brake pedal until the vehicle stops.
  • a power system of a four-wheel drive car (Fig. 27), mainly consists of two vertical-shaft flywheel devices, a drive train from the flywheel devices to the drive axle final drive, and their control systems.
  • the drive train consists of two separate HETs that are independent of each other.
  • Two vertical-shaft flywheel devices 71 are arranged on the vehicle chassis, arranged adjacent to each other along the centerline of the longitudinal axis of the vehicle, and located in the middle of the vehicle's longitudinal direction.
  • Each flywheel is connected to the vehicle frame 73 through four ear flanges 74 and a support assembly 75 .
  • the specifications and dimensions of the two flywheels are the same, but the direction of rotation is opposite.
  • each vertical shaft type flywheel device is as follows.
  • Main parameters rated speed 10000r/min, outer diameter 1354.4mm, vacuum container height 440.2mm, total height 535.3mm, flywheel mass on the rotating shaft 748.8kg, rated energy storage 30.6kWh.
  • the material is high-strength glass fiber roving reinforced epoxy resin wound and formed.
  • the junction of the two ends of the mass block of the outer ring and the outer circle is designed as a round chamfer, so that the deformation contour of the mass block produced at the maximum speed and the shell still have a sufficient safety gap. .
  • It has a supporting body 54 made of aluminum alloy.
  • a steel supporting disc 62 and a polyurethane rubber elastic material ring 63 are arranged between the steel rotating shaft 51 and the supporting body 54.
  • the central inner hole of the support disc and the rotating shaft adopt conical surface interference connection
  • the disc body of the support disc is located below the support body
  • an elastic material ring 63 is installed between the support disc and the support body, and the latter is glued to the two.
  • the elastic material ring plays the role of flexible connection, load bearing and axial positioning.
  • the vacuum container shell 52 is designed as two halves divided by the vertical axis, a circle of flanges is located in the middle of the outer surface of the shell, and the flange side is located inside the container. There is no tightening bolt on the inner flange, and it is pressed tightly by the pressure generated by the vacuum of the container.
  • Four-section ear flanges 74 and fastening bolts thereof are set on the outside of the container without affecting the four-corner orientation of the 45° angle of the arrangement width and length.
  • a rubber sealing ring is arranged on the edge of the whole ring flange, vacuum sealing grease is arranged on the outside of the rubber sealing ring, and a soft metal sealing ring is arranged on the inner side of the rubber sealing ring.
  • the mounting support of the housing (and the entire flywheel device) is connected to the vehicle frame 73 by means of the exposed ear flange 74 and the support assembly 75 .
  • the radial support bearing of the rotating shaft 51 adopts two sets of rolling bearings.
  • the rolling bearing at the lower end bears the radial load, and a single-row deep groove ball bearing is used; the rolling bearing at the upper end bears the radial load and the bidirectional axial load, and serves as the axial positioning end.
  • a pair of angular contact ball bearings are used.
  • On the side of the lower rolling bearing a spherical roller bearing for radial protection is provided; on the side of the upper rolling bearing, a CARB toroidal roller bearing for radial protection is provided.
  • the axial support bearing of the rotating shaft 51 adopts a permanent magnet suction type axial support magnetic suspension bearing, and the axial positioning bearing located close to the upper end has a stepped rotating disc 59 and a stepped stationary disc 60, and the stationary disc is directly fixed to the bearing seat Connection, the rotating disk is located below the stationary disk, there is an air gap between the adjacent side faces of the two disks, the rotating disk is a 45 steel axisymmetric structure, and the stationary disk is the shaft of aluminum alloy, electromagnetic pure iron and NdFeB permanent magnet Symmetrical hybrid structure, the aluminum alloy structure is the base body of the stationary disk, and the hybrid disk structure arranged alternately with electromagnetic pure iron rings and NdFeB permanent magnet rings forms the side end surface opposite to the rotating disk, and the permanent magnet rings radially outward or outward
  • the inner direction is magnetized
  • the adjacent permanent magnet ring is magnetized in the opposite direction
  • the upward magnetic attraction force of the air gap magnetic field acts on the rotating disk, which is designed to offset the gravity of the rotor.
  • a loading disk 69 is installed at the lower end of the flywheel shaft, which is used to connect the loading joint and the shaft of the external loading system, and perform high-power fast loading and charging by transmitting mechanical torque to the flywheel shaft.
  • the rated design loading power is 2000kW.
  • Each flywheel is correspondingly configured with a separate set of HETs, and each flywheel shares a rotating shaft with a rotor of its corresponding HET (rotor at the HET input end).
  • the two sets of separate HETs have the same specifications and dimensions.
  • Each set of separated HET has two semi-couplings with the same electromagnetic structure and size.
  • the semi-coupling at the shaft end of the flywheel (Part A in Figure 25) is coaxial with the flywheel and installed vertically, and the non-flywheel shaft end semi-coupling is 72 horizontal. Installed on the vehicle frame, its meridian view is shown in Figure 20.
  • Each semi-coupling is a double magnetic flux, single stage, solid shaft, axial surface type, with a ring groove current collection and internal cooling structure, and the outer cylindrical surface of the rotating shaft 2 is paired with the inner cylindrical surface of the stator magnetizer 10. Magnetic circuit air gap.
  • the design value of the rotational speed of each semi-coupling is 10000r/min
  • the design value of the electromagnetic power is 240kW
  • the design value of the main current is 40794A.
  • the sum of the ohmic thermal power of the excitation current, the friction power of the liquid metal in the circuit connection area and the ohmic thermal power of the main current of the HET is about 4% of the electromagnetic power design value of 240kW.
  • the supporting end caps 36 at the two ends of the non-flywheel shaft end semi-coupling and the supporting end cap 36 at the upper end of the flywheel shaft end semi-coupling all double as bearing seats, and a magnetic fluid seal 37 is housed in its inner ring.
  • the supporting end cap 36 of the lower end of the flywheel shaft end half couple is connected with the upper side wall of the vacuum container housing 52 of the flywheel, and can slide axially with each other, and a rubber sealing ring is housed on the sliding cylindrical surface.
  • the dynamic seal of the lower end of the flywheel shaft end semi-coupling and the dynamic seal of the vacuum container shell 52 are combined into a magnetic fluid seal 37, that is, the former borrows the latter, and the latter's sealing performance is given priority.
  • the supporting end cover 36 is made of aluminum alloy, so as not to generate axial magnetic attraction force to the rotor as much as possible, and also meet the non-magnetic requirements of the magnetic fluid seal 37 mounted on the inner ring of the end cover.
  • the rotating shaft 2 of the non-flywheel shaft end semi-coupling is made up of two parts, the central thin shaft and the outer ring ring shaft, with an interference fit.
  • the two ends of the central thin shaft are equipped with rolling bearings, and one end is connected with the outer rotating shaft with a shaft extension.
  • the central thin shaft is made of 40Cr steel, the outer ring shaft is made of 20 steel, and the magnetic fluid seal 37 is matched with the outer ring shaft. , while reducing stress concentrations.
  • Each semi-coupling rotor has a rotor magnetic conductor 3, and a rotor conductor 4 is brazed on both axial sides thereof.
  • the three rotor parts have the same inner diameter and outer diameter, and are interference-fitted with the ring shaft of the outer ring, and an insulating film is glued on the sleeve cylindrical surface of the ring shaft of the outer ring before the fitting.
  • the rotor magnetic conductor 3 is made of 20 steel, and the rotor conductor 4 is made of chrome bronze QCr0.5.
  • stator conductors 6 for the flywheel shaft end half-coupling and non-flywheel shaft end half-couplings two stator magnetic conducting conductors 7, two external Terminal 16, flexible mixed-row external wires and connectors between the flywheel shaft end half-coupling and the non-flywheel shaft end half-coupling.
  • Each stator magnetic conductor 7 is brazed with its adjacent stator conductor 6 and external terminal 16 to form an assembly. Between the opposite surfaces of the two external terminals 16 of the same HET semi-coupling, a film with adhesive on one side is used for insulation.
  • the stator magnetic conductor 7 is made of electromagnetic pure iron DT4A, and the stator conductor 6 and the external terminal 16 are made of chrome bronze QCr0.5.
  • Both the flywheel shaft-end semi-coupling and the non-flywheel shaft-end semi-coupling have double magnetic flux circuits excited by the excitation coil 9, and each magnetic flux circuit passes through the rotating shaft 2, the rotor magnetic conductor 3, the stator magnetic conductor 7, The air gap between the stator magnetizer 10 and the adjacent piece.
  • the stator magnet guide 10 adopts 20 steel.
  • the opposite surfaces of the stator magnetizer 10, the stator conductor 6, the stator magnetizer 7, and the external terminal 16 are all insulated by films with adhesive on one side.
  • the excitation coil 9 is wound with a copper round wire, and is externally connected to an excitation DC power supply.
  • the two excitation coils 9 of the same HET half-coupling are connected in series to an excitation DC power supply, and a DC chopper is used to adjust the output voltage of the excitation DC power supply, thereby controlling the current value of the excitation coil 9 .
  • the circuit connection area 5 is located between the rotor conductor 4 and the stator conductor 6 , and its radial position is set at a position about 20% from the inner diameter of the rotor conductor 4 between the inner and outer diameters.
  • the liquid metal conductive medium here is made of gallium indium tin alloy, the ratio of gallium indium tin is 62:25:13, and the freezing point is about 5°C.
  • the gap in the circuit connection area is inverted U-shaped, and the middle section is an inclined channel.
  • a circulation slit in the form of an "egg-shaped central island” is set, one of which is connected with the inverted U-shaped slit corresponds to the large-radius end of the inclined channel, and the other connected to the three-fork corresponds to the small-radius end of the inclined channel.
  • the "egg-shaped central island” has an integral part that combines a plane mounting ring and an egg-shaped ring. There are 56 “pillars” evenly distributed in the circumferential direction between the plane mounting ring and the egg-shaped ring.
  • the inner wall surface of the circulation slot channel is constructed by an egg-shaped ring, and the outer wall surface is constructed by the main body part of the stator conductor 6, the end cover part and the plane mounting ring.
  • the plane mounting ring and the end cap are fixed on the main body of the stator conductor 6 by screws, and the contact surface and the gap between the screws are filled with conductive sealant.
  • the overall part of the "egg-shaped central island" and the end cover of the stator conductor are made of the same chrome bronze QCr0.5 material as the main part of the stator conductor.
  • Two liquid metal liquid inlet holes and two liquid metal liquid metal discharge holes are evenly distributed circumferentially on the main part of the stator conductor.
  • the direction of rotation of the suction flow in the discharge hole is consistent with that of the rotor.
  • the liquid inlet hole and the liquid discharge hole are connected to the liquid metal delivery pump, filter and volume regulating valve in the external auxiliary system, which can fill and unload the liquid metal in the circuit connection area, and can adjust the filling volume of the liquid metal in the circuit connection area. Filter out solid impurities and air bubbles in liquid metal.
  • a volume regulating valve is set to uniformly adjust the gas pressure difference on both sides of the circuit connection area. Since the design shape and size of these four circuit connection areas are the same, and the same main current flows, under the same liquid metal filling condition, the meridional surface Lorentz force Flm generated on the liquid metal is also the same, and they are uniform. Pointing to the outside of the main current loop, therefore, only one common volume regulating valve can be provided.
  • the valve adopts a piston structure, and the piston cylinder is connected to the intermediate air gap chamber (that is, the inner gas chamber of the main current ring) of the half-coupling at the shaft end of the flywheel and the half-coupling at the non-flywheel shaft end.
  • the intermediate air gap chamber that is, the inner gas chamber of the main current ring
  • the pressure of the middle air gap chamber decreases accordingly, and the sealed chambers at both ends of the flywheel shaft end half-coupling and the non-flywheel shaft end half-coupling (that is, the outer gas chamber of the main current ring) communicate with each other, and the volume remains unchanged. Always maintain the same initial pressure.
  • the gas pressure difference acting force of the air gap on both sides of the circuit connection area is formed, and the acting direction of this force is opposite to that of the Lorentz force Flm.
  • the actual measured value and the trend predicted value of the main current I0 are comprehensively used to adjust the piston position in real time, so that the magnitude of the generated gas pressure difference is close to the value of the Lorentz force Flm.
  • the gas chambers on both sides of the circuit connection area are filled with nitrogen, and the dynamic seal of the nitrogen chamber adopts a magnetic fluid sealing structure.
  • the rolling bearings supporting the rotor are placed outside the nitrogen chamber and are in contact with the outside air.
  • the tin-nickel alloy Sn65Ni35 with good surface hardness, conductivity and wettability is electroplated.
  • a cooling channel 201 is provided between the stator conductor 6 , the excitation coil 9 and the stator magnetizer 10 .
  • the inlet and outlet of the cooling channel uniformly distributed in the circumferential direction are arranged on the stator magnetizer 10 component, and the baffle wall is processed on the stator conductor 6 component, and the baffle wall wall is used as a part of the cooling channel wall, so that the coolant fluid in the cooling channel Flow along the serpentine channel.
  • the coolant fluid is water.
  • the inlet and outlet of the cooling channel communicate with the water pump and radiator in the external auxiliary system.
  • the external power supply used for plug-in charging or unloading of the flywheel adopts an adjustable voltage DC power supply device connected to the grid AC power arranged in the vehicle, with a maximum design power of 7kW.
  • the preparation procedure is the same as above, the current direction is reversed, and the operating procedure is reversed, that is, the DC power supply voltage is lowered to reach the rated limit of plug-in unloaded power or the rated limit of plug-in unloaded main current.
  • Each set of separated HET adopts the second type of adjustment method, using the directly given electromagnetic torque parameters of the non-flywheel shaft end semi-coupling as the control command.
  • Two non-flywheel shaft-end semi-couplings 72 are horizontally arranged on the vehicle frame, and the rotating shaft of a non-flywheel shaft-end semi-coupling corresponding to the front flywheel is connected with the main reducer of the front drive axle through a two-stage speed ratio reducer, and connected with the rear drive axle main reducer.
  • a non-flywheel shaft end semi-coupling rotating shaft corresponding to the flywheel is connected with the rear drive axle main reducer through a two-stage speed ratio reducer.
  • the front and rear two-stage speed ratio reducers have the same design, and the front and rear drive axles also have the same reduction ratio. Both the front and rear drive axles are disconnected and adopt independent suspension.
  • the stroke of the driving pedal corresponds to the relative value command of the driving torque output from zero to the maximum value.
  • the relationship between the torque and the stroke adopts a nonlinear relationship.
  • the torque increases slowly in the initial stage to facilitate the control of the slow speed of the vehicle.
  • the stroke of the brake pedal is divided into two sections.
  • the first stroke corresponds to the relative value of the kinetic energy recovery braking torque from zero to the maximum value
  • the latter stroke corresponds to the relative value of the friction braking torque from zero to the maximum value.
  • Kinetic energy recovery braking is to recover vehicle kinetic energy to the flywheel through HET reverse power flow transmission
  • friction braking is to use four wheel friction brake discs to convert vehicle kinetic energy into heat energy.
  • the initial setting of forward gear 1, forward gear 2, and reverse gear 1 is based on the initial setting of the joystick.
  • the step-variable reducer is in the state of the first gear with a large transmission ratio, and within the range from the intermediate switching speed to the maximum speed, it is in the state of the second gear with a small transmission ratio;
  • the variable speed reducer is always in the 2nd gear with a small transmission ratio;
  • the initial setting of the 1st gear in reverse means that the stepped speed reducer is in the 1st gear with a large transmission ratio within the range of the vehicle’s reverse speed from zero to an intermediate speed. state, and the speed limit does not exceed this intermediate speed.
  • the two flywheel torque ratio setting buttons are used to manually set the electromagnetic torque ratio values of the rotors at the two HET output terminals by the driver before starting the car or when the car is slipping. At the same time, it has the function of automatically setting the torque proportional value in the control system.
  • the automatic setting can be performed before starting the car or when the car is slipping or when the car is not slipping.
  • the automatically set proportional value is set in the control system according to the setting. calculated based on logical criteria. When driving, manual setting and automatic setting can be selected, and the setting button has an automatic gear.
  • the control of the forward and reverse driving torque of the vehicle is dominated by the HET regulation system.
  • the forward or reverse intention is set before starting the vehicle.
  • the driver uses the driving pedal to give the relative value command of the driving torque from zero to the maximum.
  • the HET electromagnetic torque proportional setting value is used by the HET regulation system to command the HET to output the required forward driving torque for the forward vehicle or the reverse driving torque for the reverse vehicle.
  • the control of the kinetic energy recovery braking torque when the vehicle is driving forward or reverse is dominated by the HET regulation system.
  • the forward or reverse intention is set before starting the vehicle, and the driver uses the brake pedal to give the kinetic energy recovery braking torque from zero to
  • the largest relative value command based on two sets of HET electromagnetic torque proportional setting values, the HET regulation system directs the HET to transmit vehicle kinetic energy to the flywheel to produce the required forward braking torque in the reverse or reverse direction.
  • Vehicle starting procedure Before starting, the current of each excitation coil of HET is in the zero value state, the liquid metal in the circuit connection area 5 is in the retracted and open circuit state, and the initial setting of the forward gear 1, the forward gear 2 or the reverse gear is performed with the joystick , manually or automatically set the proportional value of the two sets of HET electromagnetic torque, use the drive pedal to give the drive torque command, the liquid metal in the connection area of the control circuit of the HET adjustment system returns to its original position, and outputs the drive torque, thereby starting the vehicle start driving.
  • the shifting operation during driving is automatically controlled by the HET adjustment system.
  • the control will reduce the HET output torque to zero (that is, the excitation current will be reduced to zero), disengage the original gear, and use the synchronizer Sassafras synchronizes the two parts to be joined, engages the new gear, and then makes the HET output the required torque according to the driving torque command at that time.
  • a car hybrid power system (Fig. 28), comprising: a gasoline engine 76, a vertical-shaft flywheel device 71, a drive train connecting the engine, the flywheel device and the drive axle final drive, and their control systems.
  • the vertical shaft flywheel device 71 is arranged on the chassis of the vehicle, and is connected with the vehicle frame through four ear flanges 74 and a support assembly 75 .
  • the main parameters of the flywheel device the rated maximum speed is 13793.1r/min, the outer diameter is 982mm, the height of the vacuum container is 229mm, the total height is 409.6mm, the mass of the flywheel on the rotating shaft is 203.9kg, and the rated energy storage is 8.1kWh.
  • the material is high-strength glass fiber roving reinforced epoxy resin wound and formed.
  • the junction of the two ends of the mass block of the outer ring and the outer circle is designed as a round chamfer, so that the deformation contour of the mass block produced at the maximum speed and the shell still have a sufficient safety gap. .
  • It has a supporting body 54 made of aluminum alloy.
  • a steel supporting disc 62 and a polyurethane rubber elastic material ring 63 are arranged between the steel rotating shaft 51 and the supporting body 54.
  • the central inner hole of the support disc and the rotating shaft adopt conical surface interference connection
  • the disc body of the support disc is located below the support body
  • an elastic material ring 63 is installed between the support disc and the support body, and the latter is glued to the two.
  • the elastic material ring plays the role of flexible connection, load bearing and axial positioning.
  • the vacuum container shell 52 is designed as two halves divided by the vertical axis, a circle of flanges is located in the middle of the outer surface of the shell, and the flange side is located inside the container. There is no tightening bolt on the inner flange, and it is pressed tightly by the pressure generated by the vacuum of the container.
  • Four-section ear flanges 74 and fastening bolts thereof are set on the outside of the container without affecting the four-corner orientation of the 45° angle of the arrangement width and length.
  • a rubber sealing ring is arranged on the edge of the whole ring flange, vacuum sealing grease is arranged on the outside of the rubber sealing ring, and a soft metal sealing ring is arranged on the inner side of the rubber sealing ring.
  • the mounting support of the housing utilizes the exposed ear flange 74 and the support assembly 75 to be connected with the vehicle frame.
  • the shell 52 adopts a three-layer composite structure, the middle layer is made of glass chopped fiber reinforced epoxy resin, the two outer surface layers are made of aluminum alloy, and the middle layer and the outer surface layers are glued together.
  • a magnetic fluid seal assembly is disposed between the housing 52 and the rotating shaft 51 .
  • the radial support bearing of the rotating shaft 51 adopts two sets of rolling bearings.
  • the rolling bearing at the lower end bears the radial load, and a single-row deep groove ball bearing is used; the rolling bearing at the upper end bears the radial load and the bidirectional axial load, and serves as the axial positioning end.
  • a pair of angular contact ball bearings are used.
  • the axial support bearing of the rotating shaft 51 adopts a permanent magnetic suction type axial support magnetic suspension bearing, and the axial positioning bearing positioned close to the upper end has a rotating disk 59 and a stationary disk 60, the stationary disk is directly fixedly connected with the bearing seat, and the rotating disk Located below the stationary disk, there is an air gap between the adjacent side faces of the two disks, the rotating disk is a 45 steel axisymmetric structure, and the stationary disk is an axisymmetric mixed structure of aluminum alloy, electromagnetic pure iron and NdFeB permanent magnets.
  • the aluminum alloy structure is the base of the stationary disk, and the side end surface opposite to the rotating disk is formed by the mixed disk structure of the electromagnetic pure iron ring and the NdFeB permanent magnet ring, and the permanent magnet ring is magnetized radially outward or inward.
  • the adjacent permanent magnet rings are magnetized in opposite directions, and the upward magnetic attraction force of the air gap magnetic field acts on the rotating disk, which is designed to offset the gravity of the rotor.
  • the magnetic suspension bearing has no hysteresis and eddy current loss.
  • the front gasoline engine has a maximum power of 60kW, a speed of 6000r/min under maximum power conditions, a power of 40kW under maximum efficiency conditions, and a speed of 4000r/min under maximum efficiency conditions.
  • the drive train contains three separated HET semi-couplings 72, and adopts a single flywheel, separated HET, and two-wheel drive structure.
  • the first semi-coupling (referred to as HETh11) shares a rotating shaft with the flywheel
  • the second semi-coupling (referred to as HETh12) is connected to the final drive of the front axle through a three-stage speed ratio gear reducer 77
  • the third Two semi-couplings (referred to as HETh3) rotating shafts are connected with engine 76 output shafts by a single-stage gear speed increaser, and the main circuits of three HET semi-couplings form a main current closed circuit in series by external terminals and external conductors.
  • the three separated HET semi-couplings are all dual-flux, single-stage, paraxial coil, solid shaft, shaft-surface type, and have the same electromagnetic structure and size.
  • the meridian view of the flywheel axle end half-coupling HETh11 is shown in part A of Figure 26, and the meridian view of the axle-side half-coupling HETh12 and engine-side half-coupling HETh3 installed on the vehicle frame is shown in Figure 20.
  • the maximum design value of the rotating shaft speed of each semi-coupling is 13793.1r/min, and the maximum design value of the main current is 29576A.
  • the maximum design value of electromagnetic power for HETh11 and HETh12 is 240kW.
  • the rated design value of electromagnetic power of HETh3 is 60kW, and its maximum magnetic flux is the same as that of HETh11 and HETh12. Therefore, when HETh3 uses the maximum magnetic flux and maximum speed, it only needs to use 1/ of the maximum design value of the main current when the electromagnetic power reaches 60kW. 4.
  • the adjustment method of the semi-couple series system usually uses the Mhe12 and Mhe11 parameters as the control instructions to adjust the HET.
  • the parameter values of ⁇ h11, ⁇ h12 and ⁇ h3 are measured in real time, and the parameter value of Mhe12 is directly given, and the given parameter value of Mhe11 is calculated by using the power flow management strategy.
  • the optimal solution is called from the database prepared in advance and used in the execution link.
  • the ⁇ ebo value When the ⁇ ebo value is greater than the current ⁇ e value, it means that the engine needs to speed up. , operate according to the actual throttle opening value greater than the balance throttle opening ⁇ b value, when the ⁇ ebo value is smaller than the current ⁇ e value, it means that the engine needs to decelerate, and operate according to the actual throttle opening value smaller than the balance throttle opening ⁇ b value,
  • the deviation between the actual throttle opening value and the balanced throttle opening ⁇ b value is determined according to the distance between the ( ⁇ e, Meb) point and ( ⁇ ebo, Mebo) point on the engine characteristic map. The larger the distance, the The larger the deviation is, the smaller the distance is, the smaller the deviation is, and if the distance is zero, the deviation is zero.
  • a wire connected to an external DC power supply is connected in parallel to realize plug-in charging or unloading of the flywheel.
  • the external power supply used for plug-in charging or unloading of the flywheel adopts an adjustable voltage DC power supply device connected to the grid AC power arranged in the vehicle, with a maximum design power of 7kW.
  • the preparation procedure is the same as above, the current direction is reversed, and the operating procedure is reversed, that is, the DC power supply voltage is lowered to reach the rated limit of plug-in unloaded power or the rated limit of plug-in unloaded main current.
  • flywheel energy or recover kinetic energy When the flywheel has available energy or is recovering kinetic energy, it is preferred to use the flywheel energy or recover kinetic energy to start the engine, and directly drive the engine to idle speed, and then inject fuel to ignite.
  • the operation of starting the engine with the energy of the flywheel is carried out by the control system as follows: connect the circuit connection area 5 of the three HET semi-couplings, and give a set electromagnetic torque Mhe3 value for anti-drag engine starting command, and at the same time set the electromagnetic torque Mhe12 to zero, use the corresponding HET adjustment method to control the HET series system, and use the flywheel energy to start the engine to reach the idle speed.
  • the operation of starting the engine with flywheel energy or recovered kinetic energy is performed by the control system as follows: a set value command of the electromagnetic torque Mhe3 for anti-drag engine startup is given, and the original command of the electromagnetic torque Mhe12 is maintained at the same time.
  • the corresponding HET adjustment method is used to control and operate the HET series system, and the engine is started by using the flywheel energy or recovering kinetic energy to reach the idle speed.
  • the engine that charges the flywheel when the vehicle is stopped prefers to use the maximum efficiency mode, and when a shorter loading time is required, the higher power mode is used up to the maximum power mode.
  • the transition process of the rising working condition is very fast.
  • the transition process of the rising working condition is synchronized with the process of the flywheel speeding up to the target speed. At this time, the larger torque control of the flywheel is selected. , to speed up the transition process.
  • the initial zero speed of the flywheel Connect the circuit connection area 5 of the three HET semi-couplings, give the Mhe12 zero command, give the Mhe11 command in two stages, the Mhe11 command in the previous stage is always equal to the maximum torque Mhe11max, when the flywheel speed ⁇ h11 reaches When the index speed ⁇ h11p is converted to constant power control, the Mhe11 command is equal to the ratio Pload/ ⁇ h11 of the engine load condition power to the flywheel speed.
  • the vehicle When the vehicle is running, it always alternates between the overall speed-up phase of the flywheel (with occasional deceleration) and the overall deceleration phase of the flywheel (with occasional speed-up).
  • the uninterrupted continuity of the driving or braking vehicle torque is maintained, that is: the torque Mhe12 on the axle side remains unchanged, and the torque and power on the engine and flywheel side are smoothly balanced.
  • Flywheel overall speed-up phase starting from the lower limit of operating speed, and finally loading the upper limit of speed; the engine always outputs power, even when the flywheel brakes the vehicle; in the area between the lower limit of operating speed and the middle limit of speed, The engine runs at the maximum power condition; in the region between the middle limit speed and the upper limit of the loading speed, the engine operating condition is preferably at the maximum efficiency condition, which is used to load the flywheel and drive the vehicle.
  • the engine is at the maximum efficiency condition
  • the power Pmaxe is all used to drive the vehicle and there is still insufficient power
  • the flywheel turns and the output power assists in driving.
  • the driving power of the flywheel reaches the maximum value at that time and is still insufficient, increase the engine power, that is, transition from the power Pmaxe to the maximum power Pmax, until the flywheel Both drive maximum power and engine maximum power are used to drive the vehicle.
  • the overall deceleration stage of the flywheel it starts from the upper limit of the loading speed and ends at the lower limit of the running speed; the engine occasionally outputs power; when the flywheel brakes the vehicle, the engine does not run; When the value is still insufficient, add the engine power Pmaxe, and at the same time, the flywheel power decreases accordingly. When the sum of the maximum flywheel power and Pmaxe is still insufficient, increase the engine power, that is, transition from the power Pmaxe to the maximum power Pmax.
  • the stroke of the driving pedal corresponds to the relative value command of the driving torque output from zero to the maximum value.
  • the relationship between the torque and the stroke adopts a nonlinear relationship.
  • the torque increases slowly in the initial stage to facilitate the control of the slow speed of the vehicle.
  • the maximum value of driving torque refers to the maximum value currently available, which is calculated by the power control system based on the current state measurement parameters.
  • the stroke of the brake pedal is divided into two sections.
  • the first stroke corresponds to the relative value of the kinetic energy recovery braking torque from zero to the maximum value
  • the latter stroke corresponds to the relative value of the friction braking torque from zero to the maximum value.
  • the maximum kinetic energy recovery braking torque is maintained.
  • Kinetic energy recovery braking is to recover vehicle kinetic energy to the flywheel through HET reverse power flow transmission
  • friction braking is to use four wheel friction brake discs to convert vehicle kinetic energy into heat energy.
  • the maximum value of kinetic energy recovery braking torque is the currently available maximum value, which is calculated by the power control system based on the current state measurement parameters.
  • the initial setting of the first gear of the forward vehicle refers to that within the range of the driving speed of the vehicle from zero to the first intermediate switching speed, the three-stage speed ratio gear reducer is in the first gear ratio state, and the first intermediate switching speed to Within the range of the second intermediate switching speed, it is in the state of the 2nd gear ratio; within the range from the second intermediate switching speed to the maximum speed of the vehicle, it is in the state of the 3rd gear ratio;
  • the driving speed of the vehicle is in the 2nd gear ratio state within the range from zero to the second intermediate switching speed, and in the 3rd gear ratio state within the range from the second intermediate switching speed to the maximum speed of the vehicle; the initial setting of the 3rd gear of the front car It means that the three-stage speed ratio gear reducer is always in the state of the third gear ratio.
  • the initial setting of the 1st gear in reverse means that within the range of the vehicle’s reverse speed from zero to an intermediate speed, the three-stage gear reducer is in the 1st gear ratio state, and the speed limit does not exceed the intermediate speed.
  • the HETh12 shaft and its rear axle system are reversed, and there is no special reverse gear set.
  • the shifting operation during driving is automatically controlled by the power control system.
  • the transmission torque is reduced to zero, the original gear is disengaged, and the two parts to be engaged are frictionally synchronized using the synchronizer. Connect to the new gear, and then transmit the required torque according to the driving torque command at that time.
  • the mechanical connection loading and charging system of the vehicle flywheel adopts the following sequence composition plan: loading joint, vertical separation type semi-coupling HETho at the loading end (Fig. 30) and manipulator system, vertical separation type semi-coupling HEThi at the energy supply end (Fig. 31), bevel gear speed increaser, horizontal synchronous motor. Load rated power 2000kW.
  • the loading joint is assembled on the upper end of the HETho rotating shaft, and the loading disc 69 at the lower end of the vehicle flywheel rotating shaft adopts a hydraulic connection structure with an external rubber hose.
  • the loading joint has a hydraulic connection plate 80 and a spline key 81.
  • the spline key and the involute spline of the HETho shaft are connected and torsionally transmitted.
  • 87 are twisted, adopt four screws 88 that the central end face of the hydraulic connection plate and the shaft end face of the HETho rotating shaft are closely fixed.
  • the outer edge of the hydraulic connection plate is in the shape of a cylinder protruding upwards. There is a circumferential groove on the inner wall of the cylinder part.
  • a polyurethane rubber ring 82 is arranged in the groove.
  • the outer surface of the rubber ring has a longer inner cylindrical surface and The longer outer cylindrical surface, the rubber ring contains three axially arranged annular holes, corresponding to each annular hole, there are two circumferentially uniform radial through holes facing the outside, corresponding to these two rows of radial through holes
  • two hydraulic oil circuits 83 connected to the radial through holes are processed inside the hydraulic connection plate.
  • the two hydraulic oil circuits meet at the axis oil hole of the hydraulic connection plate.
  • the heart through hole 84 is butt connected.
  • the hydraulic oil is supplied by the hydraulic station of the auxiliary system, and is input to the shaft center through hole 84 and its connected oil circuit through the sealing joint of the pipeline and the shaft head at the lower end of the HETho rotating shaft.
  • the outer cylindrical surface and the outer fillet surface of the rubber ring are glued and sealed with the groove surface of the hydraulic connection plate to ensure the butt seal between the two rows of radial through holes and the hydraulic oil circuit.
  • the apron maintains its initial shape when it is not pressurized.
  • the radius of the inner cylindrical surface of the apron is 0.5mm larger than the radius of the outer cylindrical surface of the flywheel loading plate.
  • the loading head can be manipulated to move axially (closer to or leave); when the hydraulic oil pressure is increased, the pressure in the inner cavity of the apron increases, the apron expands, and the radius of the inner cylindrical surface of the apron shrinks, which acts to hold the outer cylindrical surface of the flywheel loading plate tightly; the hydraulic oil pressure is strong After lowering, the apron returns to its original shape.
  • the centrifugal force effect will increase the pressure of the hydraulic oil in the cavity of the apron, and at the same time increase the centrifugal force of the apron itself, causing the inner cylindrical surface to displace outward.
  • the HETho rotating shaft In order to avoid the centrifugal force effect and the uncertainty of its effect, before the HETho rotating shaft reaches the loading working position, and when the HETho rotating shaft leaves the loading working position, the HETho rotating shaft is kept at zero speed.
  • two annular grooves 85 are processed on the outer cylindrical surface of the loading plate, and the axial positions of the grooves correspond to the axial positions of the two annular holes of the apron. point, and two sets of exhaust holes 86 uniformly distributed in the circumferential direction are processed on the loading plate to connect the groove with the outside world.
  • the vertical separated semi-coupling HETho at the loading end and the vertical separated semi-coupling HEThi at the energy supply end are arranged on the same axis, and both adopt two-stage external series, double magnetic flux per stage, near-axis excitation coil, half-height
  • the electromagnetic structure type of the rotor conductor 4 The main parameters of each semi-coupling: electromagnetic rated power 2000kW, rated speed 10000r/min, main current rating 65644A, electromotive force rating 30.5V, shaft surface radius 85.285mm, rotor maximum radius 145.8mm, stator body radius 232.8mm , the axial length of the stator is 600.5mm, and the mass of the rotor is 175kg.
  • the semi-coupling HETho and semi-coupling HEThi have most of the same structural details as the separate HET semi-coupling (Fig. 20) used in the specific implementation of the power system above. The latter has been described above, and only the semi-coupling The main differences between HETho and HEThi and the separated HET semi-couple shown in Fig. 20 will be described.
  • HETho and HEThi have a two-stage structure in series, which are basically composed of a single-stage structure shown in FIG.
  • the excitation currents I1, I2, and I3 in Figure 12, Figure 30, and Figure 31 that is, the two coils in the middle of the original four excitation coils and with the same excitation current direction are combined into one coil (corresponding to I3 ), while merging the original two main magnetic circuits into one main magnetic circuit, and canceling the original two stator magnetizers 10.
  • the coils at both ends of the excitation currents I1 and I2 have the same structure and number of turns. Since the magnetic circuit structure is also symmetrical, the magnetic flux generated by the rotor magnetic conductor when I1 and I2 are equal also has the same magnitude.
  • the middle coil with excitation current I3 has more turns, and the number of turns arranged ensures that the magnetic flux generated by the rated value of I3 is the same as that generated by the rated values of I1 and I2, that is, it has the effect of adding two single-stage structures .
  • the wires of the three excitation coils are connected in series, 11 and I2 are always equal in size and direction, and the direction of I3 and I1 is opposite, and the ratio of the values of I3 and I1 is always equal to the ratio of the number of turns, which simplifies
  • the functional relationship between the total rotor magnetic flux and the change of its influencing factors can be compared with the electromagnetic law formula and its adjustment method of the separated HET semi-coupling shown in Figure 20.
  • the connection of the main circuit adopts mixed-row flexible cables arranged between the external terminals 16 .
  • the mixed-row flexible cable uses copper wire material with a wire diameter of a few tenths of a millimeter. It is composed of thin wires to form a circular flexible wire bundle with an outer diameter of 6mm. between external terminals.
  • the wire bundles with the same path and the same current direction are arranged in a row along the radial direction, and the wire bundles of different paths and different current directions are alternately arranged in a fan-shaped block, and eight such fan-shaped blocks are evenly distributed along the circumference. Leave space for other piping and lead wires to pass through.
  • the wire bundle is soldered to the copper external terminal, or connected to the two through the copper intermediate transition terminal.
  • the length of the wire harness between HETho and HEThi external terminals should meet the limit requirements of HETho and its rotating shaft moving upwards and left and right to reach the working position, that is, it has sufficient telescopic flexibility.
  • the manipulator system sets three spherical hinge fulcrums (P1, P2, P3 three fulcrums) on the outer surface of HETho.
  • the absolute coordinates of the three fulcrums are controlled by six linear stepping actuators, and the absolute rectangular coordinate system (X, Y, Z) on the ground coincides with the attached rectangular coordinate system (Xb, Yb, Zb) of the initial position, and the three fulcrums
  • the Z-axis coordinates of P1 are directly controlled
  • the Y-axis coordinates of P1 are directly controlled
  • the X-axis coordinates of P2 and P3 are directly controlled.
  • the X-axis coordinates of P1 and the Y-axis coordinates of P2 and P3 are rigidly connected by three fulcrums The relationship is indirectly controlled.
  • the prismatic kinematic pair of the upper and lower members (specifically, a cylindrical kinematic pair with a guide sliding key, the same below), the lower member is rigidly fixed on the stationary frame and foundation, and the upper end of the lower member is processed with Cylindrical hole seat with keyway, the lower end of the upper member is processed with a keyed shaft extension, which is assembled into a prism kinematic pair, and the linear stepping actuator is connected under the shaft extension end (specifically, a stepper motor and a screw nut transmission mechanism, the same below ) output shaft, the feet of the linear stepper actuator are fixed on the lower end member.
  • the shaft extension end specifically, a stepper motor and a screw nut transmission mechanism, the same below
  • Y-axis control at point P1 use a prism kinematic pair, one of which is the upper end member of the Z-axis control kinematic pair at point P1, on which a pair of cylindrical hole seats with key grooves whose axis line is parallel to the Y-axis are arranged, and the other
  • the shaft extensions at both ends are assembled with a pair of hole seats to form a prism kinematic pair.
  • the output shaft of the stepping actuator, and the feet of the linear stepping actuator are fixed on the upper member.
  • X-axis control of point P2 point P3: a prism kinematic pair is used, one of which is the upper end member of the Z-axis control kinematic pair at point P2 (point P3), and a pair of belts whose axis lines are parallel to the X-axis are arranged on it.
  • Cylindrical hole seat with key groove another member has a shaft extension with key at both ends, and a cylindrical hole seat without keyway in the middle whose axis line is parallel to the Y axis, and the shaft extension at both ends is assembled with a pair of hole seats to form a prism movement pair, one end of the shaft extension is connected to the output shaft of the linear stepping actuator, and the machine foot of the linear stepping actuator is fixed on the upper component.
  • a cylindrical piston is assembled in each of the three cylindrical hole seats without key grooves, and a spherical joint bearing seat is installed at the center of the end face of the piston near the end of the Z-axis, which is combined with a matching spherical rod head to form a spherical hinge.
  • the spherical center of a spherical hinge is exactly P1 point, P2 point, P3 point, and three struts with spherical rod heads are fixedly connected on the support ring plate 92 added at the flange at the upper end of the HETho stator.
  • the detection system for the orientation of the vertical flywheel shaft of the vehicle uses a non-contact distance measuring instrument to measure the three measurement mark points on the symmetrical fixed piece at the end of the flywheel shaft and the center of the shaft and the three points of the detection system. Fix the nine distance data between the reference points, calculate and determine the three-dimensional absolute coordinates of the three measurement mark points, so as to determine the spatial position and direction angle of the flywheel shaft end (three space coordinates and two direction angles).
  • the working procedure before loading Open the flywheel shaft end shield, measure and determine the spatial position and orientation angle of the flywheel shaft end, use the manipulator system to adjust and move the HETho to the ready position, and the attitude of the axis line coincides with the flywheel, and then linearly translate the HETho to the loading job position.
  • guide measures are added: a guide collar 90 is attached to the housing of the flywheel shaft end, and a guide sleeve 89 is attached to the bearing seat at the upper end of HETho. Serve as an auxiliary guide. This guiding measure can also be used for manual joint alignment.
  • the rated power of the horizontal synchronous motor is 2000kW, and it runs at a synchronous speed of 3000r/min after starting.
  • the bevel gear speed increaser has a pair of ground spiral bevel gears, the two axes are perpendicular to each other, and the speed increase transmission ratio is 3.333.
  • a specific embodiment of a 1.5MW wind power generation system (Fig. 40) with HET is as follows.
  • the system includes: a horizontal shaft variable-pitch blade wind rotor, a horizontal speed-up gearbox connected to the wind rotor shaft, a ring groove current collector connected to the gearbox output shaft and the generator shaft, and a single-pole DC electromagnetic with internal cooling.
  • Transmission machine HET
  • HET Transmission machine
  • a horizontal synchronous generator a mechanical brake device located at the shaft of the wind rotor, a yaw drive active wind-facing mechanism, a nacelle, a tower, and control and auxiliary systems.
  • the rated speed of the wind rotor is 24.31r/min
  • the rated blade tip linear speed is 84m/s
  • the rated power is 1670kW.
  • the diameter of the wind wheel is 66m.
  • the speed-up gearbox increases the speed from 24.31r/min to 1500r/min under the rated working condition, so that the rated speed of the two rotors of the HET is the same, and the speed-up ratio K is 61.7. It adopts three-stage transmission, and the first two stages are planetary gears. The latter stage is a parallel shaft cylindrical gear.
  • the synchronous generator has a rated output power of 1.5MW, operates at a constant speed of 1500r/min, outputs 50Hz alternating current, and is connected to the power grid through a step-up transformer.
  • HET is a horizontal separated type, with a pair of HET semi-couplings of the same specification ( Figure 22), rated power 1612kW, rated speed 1500r/min, rated main current 107873A, rated efficiency 97%.
  • Each HET semi-coupling is a single-stage, hollow shaft, double magnetic flux, and paraxial coil structure.
  • the geometric and weight parameters of each HET semi-coupling are: the maximum outer diameter of the rotor is 701.8mm, and the maximum outer diameter of the stator body is 928.9mm , total length 804.7mm, rotor weight 927kg, total weight 2604kg.
  • the HET semi-coupling has most of the same structural details as the separate HET semi-coupling (Fig. 20) used in the specific implementation of the power system above. The latter has been described above, and only the HET semi-coupling and Fig. 20 The main differences of the separated HET semi-couplings are described.
  • the rotating shaft is a hollow shaft
  • the middle section is a hollow 20 steel magnetizer 2
  • the two ends are 40Cr steel end shafts 180, 182 and 20 steel collars 181
  • the collar 181 is used for magnetic conduction of the magnetic fluid seal 37, and the magnetizer 2
  • Each of the two end shafts is equipped with a rolling bearing (deep groove ball radial bearing, grease lubricated, with contact seal rings on both sides), and the bearing on the side of the shaft extension end is the axial positioning end, which can bear bidirectional axial load , the bearing on the side without the shaft extension end is a free end that can be axially displaced; the radial load of the bearing generated by the gravity of the rotor is greater than its minimum load, and there is no need to add additional preload measures to the two bearings.
  • the shaft extension end has external splines, which are used to install the coupling and connect with the generator shaft or the output shaft of the gearbox.
  • the connection of the main circuit between the two separate HET semi-couplings adopts the scheme of external connection terminal 16 and mixed-arrangement flexible cables.
  • the mixed-arrangement flexible cable uses a red copper wire material with a wire diameter of a few tenths of a millimeter, and the flexible wire bundle 91 is composed of thin wires, which are connected to the external terminals.
  • the wire bundles in the same current direction are arranged in a row radially, and the wire bundles in different current directions are alternately arranged in a fan-shaped block, and 16 such fan-shaped blocks are evenly distributed along the circumference, and the fan-shaped blocks are reserved for other pipelines and space for the leads to pass through.
  • the wire bundle is soldered to the copper external terminal, or connected to the two through the copper intermediate transition terminal.
  • a second type of adjustment method is used for HET.
  • the HET semi-coupling rotor on the gearbox side is denoted as rotor 1
  • the HET semi-coupling rotor on the generator side is denoted as rotor 2.
  • the electromagnetic torque Me1 parameter obtained through indirect calculation is used as the control instruction.
  • the start-up process of the wind power system When the start-up wind speed is reached, the pitch angle of the wind rotor blades decreases from the "feathering" position to the pitch angle with a larger starting torque, the impeller is driven by the wind to start automatically, and the HET drive drives synchronous power generation
  • the rotor of the machine is raised from zero speed to the synchronous speed of 1500r/min, and then connected to the power grid through the synchronous grid-connected operation procedure; when the starting process is completed, the blade pitch angle is rotated to the rated design pitch angle, and the impeller speed is adjusted to meet the maximum The rotation speed value of Jiaye tip speed ratio 7.
  • the wind rotor automatically increases the speed to make the optimal wind speed Vwopt approach
  • the Me1 command is appropriately lowered to reduce the output load of the wind rotor and increase the speed of the wind rotor.
  • the appropriate adjustment Increase the Me1 command to increase the output load of the wind rotor and reduce the speed of the wind rotor, so as to stabilize the wind rotor at the rated speed.
  • impeller braking and stopping when the cut-out wind speed is reached, or when other braking commands are issued, firstly turn the pitch angle of the wind rotor blades to the "feather" position to implement aerodynamic braking, and then perform the aerodynamic braking at the wind rotor shaft.
  • the brake disc brakes mechanically until the rotation of the wind wheel is stopped.
  • a specific embodiment of a 1.5MW wind power generation system (Fig. 41) with HET and flywheel is as follows.
  • the system includes: a horizontal shaft variable-pitch blade wind rotor, a horizontal speed-up gearbox connected to the wind rotor shaft, a ring groove collector directly connected to the output shaft of the gearbox and indirectly connected to the generator shaft, and a unit with internal cooling.
  • One pole DC electromagnetic transmission (HETw) a horizontal synchronous generator, a flywheel device, a single-pole DC electromagnetic transmission (HETf) with a ring groove connecting the flywheel shaft and the generator shaft for current collection and internal cooling
  • HETw One pole DC electromagnetic transmission
  • HETw horizontal synchronous generator
  • flywheel device a single-pole DC electromagnetic transmission (HETf) with a ring groove connecting the flywheel shaft and the generator shaft for current collection and internal cooling
  • Mechanical brakes at the rotor shaft a yaw drive active wind mechanism, a nacelle, a tower, and control and auxiliary systems.
  • the rated speed of the wind rotor is 24.31r/min
  • the rated blade tip linear speed is 84m/s
  • the rated power is 1670kW.
  • the diameter of the wind wheel is 66m.
  • the speed-up gearbox increases the speed from 24.31r/min to 1500r/min under the rated working condition, so that the rated speed of the two rotors of HETw is the same, the speed-up ratio K is 61.7, and the rated input power is 1670kW. It adopts three-stage transmission, and the first two The first stage is a planetary gear, and the last stage is a parallel shaft cylindrical gear.
  • the synchronous generator adopts a half-power design, with a rated output power of 750kW, running at a constant speed of 1500r/min, outputting 50Hz alternating current, and connecting to the power grid through a step-up transformer.
  • HETw is a horizontal separated type, with a pair of HET semi-couplings of the same specification ( Figure 22), which is the same as the HET in the specific implementation of "(f) Wind power generation system using HET", its rated input power is 1612kW, and its rated speed 1500r/min, rated main current 107873A, rated efficiency 97%.
  • HETf is a separate type, with a horizontal semi-coupling HETfhe (Fig. 23) connected to the generator shaft and a vertical semi-coupling HETfhf (Fig. 29) connected to the flywheel shaft.
  • the rated output power is 750kW, that is, the power is halved. , Rated main current 60959A.
  • the rated speed of the HETfhe semi-coupling is 1500r/min, the maximum outer diameter of the rotor is 571.1mm, the maximum outer diameter of the stator body is 806.6mm, the total length is 945mm, the weight of the rotor is 821kg, and the total weight is 2481kg.
  • HETfhe has two shaft extensions with external splines, except that, the structure and features of HETfhe are the same as the HET in the specific embodiment of "(f) Wind power generation system using HET".
  • the rated speed of the HETfhf semi-coupling is 3796.25r/min
  • the design power is 3 ⁇ 750kW
  • the rated power can reach 750kW at 1/3 of the rated speed
  • the maximum outer diameter of the rotor is 527.7mm
  • the maximum outer diameter of the stator body is 756.5mm
  • the average rated efficiency of HETf under the following conditions is 97%: the rated power is 750kW, the rated speed of HETfhe semi-coupled parts is 1500r/min, and the full speed of HETfhf semi-coupled parts is from 1/3 rated speed to 100% rated speed The speed corresponds to the whole process of the flywheel from 1/3 rated speed and 1/9 stored energy to 100% rated speed and 100% stored energy.
  • connection of each equipment between the step-up gearbox and the generator is as follows: a coupling connects the output shaft of the gearbox and the end shaft of the front half coupling of HETw, a set of external cables connects the main current circuit of the two half couplings of HETw, A shaft coupling connects the rear end shaft of the HETw and the front shaft of the horizontal semi-coupling HETfhe, and a coupling connects the rear end shaft of the horizontal semi-coupling HETfhe with the generator shaft.
  • the HETfhe rotating shaft also serves as the transmission shaft, which plays a role in connecting the HETw rear end shaft and the generator rotating shaft.
  • the main parameters of the flywheel device (Fig. 52): rated speed 3796.25r/min, rated transmission power 750kW, that is, power half design, maximum transmission torque 5660Nm, this torque can transmit rated power 750kW at 1/3 rated speed.
  • the maximum outer diameter of the flywheel is 3360mm, the maximum outer diameter of the device is 3727mm, the total height of the device is 4675mm, the total weight of the device is 51581kg, the total weight of the rotor is 42837kg, and the rated energy storage is 1567kWh.
  • the embodiment of the flywheel device (Fig. 52) is as follows.
  • the flywheel rotor has 7 sets of wheel bodies arranged in series up and down, each set of wheel bodies has two mass blocks 53 and two support bodies 54 (Fig. 35), and each set of wheel bodies is connected with a section of cylindrical central shaft 102. Adjacent central shafts are connected by flanges and threaded fasteners. The 6 central shafts below have the same structure, and the uppermost central shaft has a flange connected to the flange 131 ( FIG. 35 ).
  • the quality block material of the outer ring is made of high-strength glass fiber roving reinforced epoxy resin by winding
  • the quality block material of the inner ring is made of E-type glass fiber roving reinforced epoxy resin by winding.
  • Unsaturated polyester resin is reinforced by winding E-type glass fiber roving
  • the cylindrical central shaft is made of ductile iron.
  • Axially supported permanent magnetic bearings are composed of 5 serial suction type axially supported permanent magnetic bearings, each bearing has a rotating disc 59 and a stationary disc 60 ( Figure 36, Figure 38), and the rotating disc is located below the stationary disc , there is an air gap between the adjacent side end faces of the two discs.
  • the rotating disk adopts 5 soft magnetic material 45# steel conical disks with the same size and structure, and each rotating disk passes through an adapter sleeve 147 (with an outer conical surface, an inner cylindrical surface, and a slot in the longitudinal direction) and a nut 146 and The rotating shaft 101 is fastened, and an intermediate spacer 148 is arranged between two adjacent rotating disks, and a spacer 152 is arranged between the uppermost rotating disk and the shoulder on the main shaft.
  • the role of force is composed of an axisymmetric non-magnetic material aluminum alloy substrate 151, a soft magnetic material electromagnetic pure iron ring 149, and a permanent magnetic material NdFeB ring 150.
  • connection structure and assembly steps of the stationary disc 60 and other parts are as follows: after the assembly of the bearing group at the upper end of the rotating shaft and its nearby parts and the steel bearing seat 153 is completed, first install the uppermost stationary disc and the upper steel sleeve 154, and then install the uppermost rotating shaft.
  • Disc 59, spacer sleeve 152, adapter sleeve 147, nut 146 and its locking fittings and then according to the order of first stationary part and then rotating part, install the middle stationary disc, rubber elastic pad cover 155 and middle steel sleeve 156 one by one, And the rotating disk in the middle, the middle spacer sleeve 148, the adapter sleeve 147 and the nut 146 and its locking fittings, finally install the static disk at the bottom end, the rubber elastic cushion sleeve 155 and the steel sleeve 157 at the lower end, finally by a long outer steel Cover 139 contains the steel sleeves 154, 156, 157 of each section in series.
  • the upper and lower ends of the rotating shaft 101 are supported by radial rolling bearings, and the rotating disc axially supporting the permanent magnetic bearing is located in the middle of the rotating shaft.
  • the rotating shaft is designed as a rigid rotor, and its first-order bending critical speed is higher than the rated speed.
  • the lower end of the rotating shaft adopts a deep groove ball bearing (Fig. 38), using grease.
  • There are magnetic fluid seal components on both sides of the bearing namely the neodymium iron boron ring and the electromagnetic pure iron ring with three teeth on both sides, and the magnetic fluid fluid at the tooth tip.
  • the sealing assembly isolates the bearing from the surrounding vacuum environment, and the bearing chamber communicates with the atmosphere.
  • the spacers are made of 45# steel with a higher magnetic permeability than the material of the rotating shaft to ensure the sealing magnetic flux.
  • the spacers have the axial positioning of related parts effect.
  • Rubber sealing rings and vacuum sealing grease are arranged between the spacers 160, 161 and the rotating shaft 101, and the spacer 160 and the rotating shaft can also be fixedly connected and sealed by brazing.
  • the upper and lower sets of magnetic fluid seal components are respectively fixed on the bearing housing 140 and the end cover 158.
  • the joint surface is bonded and sealed with adhesive, the end cover and the bearing housing are fastened with screws, and rubber sealing rings and vacuum sealing grease are set.
  • Bearing housing 140, end cover 158, and centrifugal isolation disc 159 are all made of non-magnetic aluminum alloy to meet the requirements of magnetic fluid sealing.
  • the deep groove ball bearing (Fig. 38) at the lower end of the rotating shaft is a non-axially positioned free end bearing.
  • the axial free displacement of the outer ring should be guaranteed.
  • the load of the bearing should not be lower than its minimum load to avoid serious damage. of sliding friction.
  • the bearing seat 140 is in contact with the upper end surface of the bearing outer ring, the outer cylindrical surface of the bearing seat allows free axial displacement, the bearing seat, the end cover 158, two sets of magnetic fluid seal components, And the axial load formed by the entire weight of the outer ring of the bearing acts on the bearing balls, and the equivalent load of the bearing generated by the axial load is not lower than the required minimum load.
  • the bearing at the lower end of the rotating shaft adopts the scheme (Fig. 38) of transmitting force to the support through the outer steel sleeve 139, and the outer cylindrical surface of the bearing seat 140 directly contacts with the inner cylindrical hole of the outer steel sleeve.
  • the upper and lower end housing holes are combinedly processed to the relevant parts 139, 153, 154 including the outer steel sleeve.
  • the upper end of the rotating shaft adopts a pair of deep groove ball bearings (Figure 36), and a spacer ring is set between the inner rings of the two bearings, above the upper end surface of the upper bearing outer ring and under the lower end surface of the lower bearing outer ring, respectively.
  • a support spacer with more than a dozen axial through holes uniformly distributed along the circumference and its built-in helical compression spring, so that the two bearings form a face-to-face bearing combination, bear radial load and bidirectional axial load, and act as an axial positioning end.
  • a dozen built-in helical compression springs in the support spacer are used to ensure that the equivalent load of each bearing is not lower than the required minimum load.
  • the support spacer at the lower end is supported by the aluminum alloy end seat 162, and the support spacer at the upper end is supported by the aluminum alloy end cover 165.
  • the aluminum alloy end seat 162 and the steel bearing seat 153 are positioned by the joint and fixed by brazing and sealing, an adjusting washer is set between the aluminum alloy end cover 165 and the steel bearing seat.
  • Grease is used for bearing lubrication, and there are centrifugal isolation discs made of aluminum alloy on both sides of the bearing group to prevent the grease from moving to both sides.
  • a magnetic fluid seal assembly with six sealing teeth is arranged on the lower side of the bearing group to isolate the bearing from the vacuum environment where the rotor is located, and the bearing cavity is connected to the atmospheric gas path.
  • a magnetic fluid seal assembly with two seal teeth is arranged on the upper side of the bearing group.
  • the magnetic fluid sealing components are respectively fixed on the aluminum alloy end base 162 and the aluminum alloy end cover 165, and the connecting surfaces are bonded and sealed with adhesive.
  • the spacers are made of 45# steel with higher magnetic permeability than the material of the rotating shaft to ensure the sealing magnetic flux. At the same time, the spacers have the axial positioning of related parts and force transmission.
  • a rubber sealing ring and vacuum sealing grease are arranged between the spacer 163 and the rotating shaft 101, and the spacer 163 and the rotating shaft can also be fixedly connected and sealed by brazing.
  • the upper end surface of the spacer 164 is fastened by a shaft end nut.
  • the upper shaft end of the rotating shaft 101 also has external splines for connection with the rotating shaft of external equipment, and also has internal threads at the center hole for installation process.
  • the structure shown in Figure 36 is adopted to adjust the levelness of the installation of the support plate 133 and the base 134, so that the levelness of the installation reference plane 135 of the flywheel shaft meets strict requirements. Simultaneously, strictly control the relative machining shape and position accuracy of the bearing seat 153, the outer steel sleeve 139, the fan-shaped pad 166, and the fan-shaped adjustment backing plate 167. Fan-shaped pads 166 are evenly distributed along the circumference, and they are not used temporarily at the beginning of installation.
  • the fan-shaped adjusting backing plates 167 that are uniformly distributed along the circumference and installed from the side are used to adjust the size of the gap between the rotating disk and the stationary disk of the axially supported permanent magnetic bearing, thereby adjusting the magnitude of the magnetic attraction.
  • the vacuum container shell fixed on the base 134 is in the shape of a bottle with a thin top and a thick bottom (Fig. 52). It has three parts: upper, middle and lower. Shape closing, the top is made up of cylinder section and bearing plate 133. Bearing block 153 is also the sealing head of vacuum vessel simultaneously.
  • the middle and lower shells are connected by flanges, and the upper and middle shells are connected by flanges.
  • the order of installation is: lower shell, wheel body and central shaft assembly, middle shell, base 134, upper shell, and the rest spare parts.
  • Fig. 52 The order of installation is: lower shell, wheel body and central shaft assembly, middle shell, base 134, upper shell, and the rest spare parts.
  • a brazed ring cavity wall structure is provided, and thin-walled rings 168, 170 at both ends First weld and fix the thick-walled shell, after on-site installation and flange connection fastening, use the on-site soldering method to weld the thin-walled ring 169 in the middle and the thin-walled rings 168, 170 at both ends to ensure a reliable vacuum
  • the seal is also a semi-detachable seal and connection.
  • the thin-walled parts and the transition structures at both ends are mainly to prevent excessive heat loss during on-site brazing.
  • the seat plate is welded and fixed, and the thickness of the fan-shaped adjustment backing plate 167 is determined under the condition that the container is not vacuumed and the rotor is static, and after the fastening of the bearing seat 153 and the outer steel sleeve 139 is completed, the thin-walled ring in the middle is welded by on-site soldering 172 and the thin-walled annular parts 171, 173 at both ends to ensure reliable sealing of the containing parts, and can be removed and reused when further adjusting the thickness of the fan-shaped adjustment backing plate 167 is required.
  • the vertical HETfhf semi-coupling (Figure 29) has a single-stage, solid shaft, double magnetic flux, and paraxial coil structure, and its structural features are mostly the same as the horizontal semi-coupling shown in Figure 20. The following is only for HETfhf Particular parts of semi-couplings are explained.
  • the HETfhf semi-coupling shaft 2 is composed of the central thin shaft and the outer ring shaft with interference fit.
  • the material of the central thin shaft is made of 40Cr steel, and the outer ring shaft is made of 20 steel.
  • the central thin shaft has a downward facing shaft extension with external splines.
  • the stator of the HETfhf is connected with the bearing seat 153 at the upper end of the flywheel shaft through the bracket 175 (Fig. 53), that is, the small-diameter stop ring body at the upper end of the bracket 175 is connected and tightened with the flange stop at the lower end of the HETfhf stator, and the large-diameter stop ring at the lower end of the bracket is fastened.
  • the mouth ring body is connected and fastened with the outer flange of the bearing seat 153 at the upper end of the flywheel shaft, so that the support of the HETfhf stator is integrated with the flywheel device. Axes coincide.
  • the bracket 175 is composed of a small-diameter spigot ring body at the upper end, a large-diameter spigot ring body at the lower end, and rectangular cross-section radial spokes uniformly distributed along the circumference connecting the two ends, and is manufactured by casting and machining of ductile iron.
  • the lower end surface of the HETfhf rotating shaft is pressed against the upper end surface of the flywheel rotating shaft (Fig. 53), the gravity of the HETfhf rotor is transmitted to the flywheel rotating shaft, which is uniformly borne by the axial support permanent magnetic bearing of the flywheel, so that the HETfhf avoids the high load axial support Bearings are also free from axial positioning dead points.
  • the shaft ends of the two shafts are processed with external splines of the same size, and the torque between the two shafts is transmitted by an internal spline sleeve 174 (Fig. 53) assembled on the two shaft ends.
  • a coupling of the type described above between two machines one of which has no axially locating dead point, does not generate additional, undesired axial loads on the only one axially locating bearing during operation.
  • the elastic coupling between the two will generate axial force caused by axial displacement and misalignment, and the rigid fixed coupling between the two will produce axial force caused by axial displacement and misalignment.
  • the shaft joint will generate a large thermal expansion axial force, and the gear coupling between the two will generate frictional axial force when the thermal expansion and contraction of the rotating shaft and other parts cause the axial displacement between the meshing teeth.
  • These axial forces are all The action force and reaction force appearing in pairs are transmitted to the axial support bearings at the axial positioning ends of the two devices at the same time.
  • the flywheel device 176 and the HETfhf semi-coupling 177 are arranged at the center of the tower (Fig. 54).
  • the centerline of the flywheel shaft coincides with the centerline of the yaw rotation.
  • the operation control of HETw and HETf is carried out independently respectively, and each adopts the second type of adjustment method.
  • the half-coupling rotor on the gearbox side of HETw is marked as rotor 1
  • the semi-coupling rotor on the generator side of HETw is marked as rotor 2;
  • the electromagnetic torque Me1 parameter obtained through indirect calculation is used as the control instruction.
  • the normal operation of the wind power system adopts the stable power generation operation method.
  • the generator is operated according to the planned average power generation.
  • the output power of the wind rotor is lower than the average value, the insufficient difference is output by the flywheel compensation.
  • the wind power system takes into account the peaking function of the grid when necessary.
  • the generator is used as a motor, and the flywheel absorbs the electric energy from the grid.
  • the flywheel fully outputs stored energy.
  • the process of using wind power to start the wind rotor and generator When the starting wind speed is reached, the pitch angle of the wind rotor blades decreases from the "feathering" position to the pitch angle with a large starting torque, and the wind power drives the wind rotor to start automatically.
  • the rotor of the synchronous generator is driven by the HETw transmission from zero speed to the synchronous speed of 1500r/min, and then connected to the power grid through the synchronous grid-connected operation procedure; when the starting process is completed, the blade pitch angle rotates to the rated design pitch angle , the speed of the wind rotor is adjusted to the speed value that satisfies the optimum tip speed ratio of 7.
  • the process of using the flywheel to start the generator (motor) with the peak-shaving function of the power grid using the kinetic energy of the flywheel, the rotor of the synchronous motor is driven by the HETf transmission to increase from zero speed to the synchronous speed of 1500r/min, and then synchronously connected to the grid
  • the operation program is connected to the power grid, and then the synchronous motor will run as planned for power generation or electric operation.
  • the flywheel is at zero speed and has no kinetic energy
  • the synchronous motor uses its own starting winding to start with no load and operate in electric mode.
  • Wind rotor power limitation control scheme in the range from rated wind speed to cut-out wind speed Adopt measures to change the pitch angle in the direction of reducing the stall tendency, reducing the airflow angle of attack, and increasing the blade pitch angle.
  • the wind power is constant and the speed of the wind rotor is constant (both equal to the rated value), that is, the wind energy utilization coefficient Cp of the wind rotor is required to change inversely proportional to the cube of the wind speed, and the tip speed ratio ⁇ is required to change inversely proportional to the wind speed, which is shown on the Cp- ⁇ diagram It is a target trajectory whose Cp value is proportional to the ⁇ cube, which is a steep curve; using the Cp- ⁇ curve family under different pitch angles within the adjustable range of the pitch angle, the curve family and the above-mentioned From the intersection point family of the target running track curve, determine the corresponding law of the pitch angle changing with the wind speed from the intersection point family; measure the local average wind speed Vw and ⁇ w1,
  • This system comprises: a flywheel device 176 (Fig. 56), a flywheel side vertical separation type HET semi-coupling 177 (Fig. 39), a motor side horizontal separation type HET semi-coupling 178 (Fig. 24), a horizontal Synchronous motor/generator 179, and control and auxiliary systems.
  • Horizontal synchronous motor/generator rated power generation 12MW, rotating speed 3000r/min, rated capacity 15MVA, rated voltage 6.3kV, total weight 31.7 tons, using indirect air cooling.
  • the starting of the motor is given priority to the method of bringing the flywheel and HET to the rated speed.
  • the main parameters of the flywheel device rated speed 1321.9r/min, rated transmission power 12.8MW, maximum transmission torque 277398Nm, the torque can transmit rated power 12.8MW at 1/3 rated speed; the maximum outer diameter of the flywheel is 9648mm, the maximum external The diameter is 10697mm, the total height of the device is 15894mm, the total weight of the device is 1414587kg, the total weight of the rotor is 1181437kg, and the rated energy storage is 38465kWh.
  • the embodiment of the flywheel device is as follows. Only the parts different from the flywheel device in the specific embodiment of "(g) Wind power generation system using HET and flywheel" will be described here.
  • the flywheel rotor has 15 sets of wheel bodies arranged in series up and down, each set of wheel bodies has two mass blocks 53 and two support bodies 54 (Fig. 55), and each set of wheel bodies is connected with a section of cylindrical central shaft 102. Adjacent central shafts are connected by flanges and threaded fasteners.
  • the 14 sections of central shafts below have the same structure, and the top section of central shafts has a flange connected to the flange 131 at the lower end of the ring chain.
  • the axial support permanent magnetic bearing is composed of 12 suction type axial support permanent magnetic bearings in series, and the rotating disc adopts 12 soft magnetic material 45# steel conical discs of the same size and structure.
  • the vacuum container housing fixedly mounted on the base 134 is in the shape of a bottle with a thin top and a thick bottom, and the vacuum container housing is located in a deep pit under the ground.
  • the main parameters of the side-horizontal separated HET semi-coupling rated speed 3000r/min, rated power 12.3MW, rated torque 39097Nm, rated main current 429558A; rotor outer diameter 730mm, stator body outer diameter 1117mm, total length 1217.6mm, The weight of the rotor is 1561kg, and the total weight is 5498kg (excluding aluminum cables). It adopts double magnetic flux, near-axis coil, solid shaft, axial-surface type, and single-stage type. Its structure type and characteristics are the same as the HET semi-coupling shown in Figure 20.
  • Flywheel side vertical separation type HET semi-coupling main parameters rated speed 1321.9r/min, rated power 12.8MW, design power 3 ⁇ 12.8MW, can reach rated power 12.8MW at 1/3 rated speed; maximum torque 277398Nm , rated main current 429558A; rotor outer diameter 1373.7mm, stator body outer diameter 2193.2mm, total length (height) 3212mm, rotor weight 18245kg, total weight 68199kg (excluding aluminum cables). It adopts double magnetic flux, near-axis coil, solid shaft, axial-surface type, and two-stage external series type. Its structure type and characteristics are mostly the same as the HET semi-couple shown in Figure 31. Only the main differences will be described below. .
  • the flywheel side vertical separated HET semi-coupling adopts the design of "full height rotor conductor”.
  • the stator of the flywheel side vertical separation type HET semi-coupling is connected with the bearing seat 153 at the upper end of the flywheel shaft through the bracket 175 (Fig. 39, Fig. 57), that is: the small-diameter spigot ring body at the upper end of the bracket 175 and the lower end of the HET semi-coupling stator
  • the flange seam is connected and tightened, and the large-diameter seam ring body at the lower end of the bracket is connected and tightened with the outer edge boss seam of the bearing seat 153 at the upper end of the flywheel shaft, so that the support of the HET semi-coupling stator on the flywheel side is integrated with the flywheel device , through the machining control of the shape and position tolerance of the related connected parts, the axis of the HET semi-coupling shaft and the axis of the flywheel shaft coincide.
  • the bracket 175 is composed of a small-diameter spigot ring body at the upper end, a large-diameter spigot ring body at the lower end, and rectangular cross-section radial spokes uniformly distributed along the circumference connecting the two ends, and is manufactured by casting and machining of ductile iron.
  • the lower end surface of the HET semi-coupling shaft is pressed against the upper end surface of the flywheel shaft, and the gravity of the HET semi-coupling rotor is transmitted to the flywheel shaft, which is uniformly borne by the axial support permanent magnetic bearing of the flywheel, so that the HET semi-coupling is free from high installation.
  • the axial support bearing of the load is also free from the axial positioning dead point.
  • the shaft ends of the two shafts are processed with external splines of the same specification and size, and the torque between the two shafts is transmitted by an internal spline sleeve 174 assembled on the two shaft ends.
  • the flywheel side vertical split type HET semi-coupling has only one radial rolling deep groove ball bearing at both ends of the central thin shaft, and the outer ring can freely move axially, and there is no axial positioning bearing that can bear bidirectional axial load. Since the vertical rotor bearing does not bear gravity, in order to maintain the minimum load of the bearing, a helical compression spring acting on the end face of the outer ring of the bearing is installed on the side of the end cover of the bearing housing to apply an axial preload.
  • the two excitation coils of the HET semi-coupling on the motor side whose turns are Z11 and Z12, are connected in series, and an excitation winding current Ic1 is passed through, and the excitation currents of the two coils are Z11 ⁇ Ic1 and Z12 ⁇ Ic1 respectively.
  • the three excitation coils of the HET semi-coupling on the flywheel side are connected in series with the number of turns Z21, Z22, and Z23 respectively, and a kind of excitation winding current Ic2 is passed through, and the excitation currents of the three coils are respectively Z21 ⁇ Ic2, Z22 ⁇ Ic2 , Z23 Ic2.
  • the HET semi-coupled rotor on the motor side is denoted as rotor 1
  • the HET semi-coupled rotor on the flywheel side is denoted as rotor 2. Therefore, I1 and I2 in the formulas (a12) to (a16) can be replaced by Ic1 and Ic2, and the second type of adjustment method is adopted to adjust the HET with the electromagnetic torque Me1 parameter as the control command.
  • the values of ⁇ 1 and ⁇ 2 are measured in real time, and the control system calculates the given parameter value of Me1 according to the superior instruction and the energy flow control strategy.
  • the formula Me1 Fm1( ⁇ 1, ⁇ 2, R0, Ic1, Ic2) as constraint conditions, the optimal solution that satisfies the minimum sum of the main current ohmic heat (I0 ⁇ I0 ⁇ R0) and the excitation current ohmic heat ( ⁇ Poi) of the Ic1 and Ic2 parameters is obtained.
  • the optimal solution is called from the database prepared in advance and used in the execution link.
  • I0 marks the main current.
  • ⁇ Mark the magnetic flux of the main magnetic circuit, ⁇ 1, ⁇ 2, ⁇ 3, etc. mark the magnetic flux of each main magnetic circuit.
  • ⁇ , ⁇ 1, ⁇ 2 and arrows mark the angular velocity vectors of the HET rotor, HET rotor 1, and HET rotor 2.
  • connection area gap Mark the dynamic/static circuit connection medium
  • baffle wall baffle wall

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Abstract

环槽集电单极电磁传动机（HET）是一种无级变速器，每个转子至少有一个导磁导电体，静子上至少有一个直流励磁线圈，并有冷却剂通道，至少有两个主磁路并穿过导磁导电体，有一个经过导磁导电体和转-静间液态金属缝隙的主电路，该缝隙所在半径小于转子最大半径，呈倒U形，并两处连通环流缝隙实现自循环流动。其电磁性能通过改变励磁电流来调节。本发明解决现有机械无级变速器、液力变矩器和交流变频调速传动系统的功能不足、性能不高、成本较高等问题，并避免现有HET采用液态金属全流量循环至机外散热方案带来的问题。HET应用包括车辆动力、风力发电、电网调峰，发动机燃料能、风能、电网电能、飞轮储能、车辆动能得到全面和高效的利用。

Description

环槽集电单极电磁传动机及其应用 所属技术领域
(a)环槽集电、内部冷却的单极直流电磁传动机(HET)
涉及一种在两个转轴之间无级变速变矩传递动力的装置。
(b)应用HET的车辆用燃料发动机动力系统
涉及一种车辆动力系统，特别是带有燃烧燃料发动机和无级变速传动的车辆动力系统。
(c)应用HET的车辆用飞轮动力系统
涉及一种车辆动力系统，特别是不携带燃料、使用电网充能、零排放的车辆动力系统。
(d)应用HET的车辆用燃料发动机和飞轮混合动力系统
涉及一种车辆动力系统，特别是燃料发动机与储能装置结合的车辆混合动力系统。
(e)应用HET的对车辆储能飞轮的机械连接加载充能系统
涉及一种车辆动力系统的充能装置，特别是对储能飞轮的充能装置。
(f)应用HET的风力发电系统
涉及一种风力发电系统，特别是带有无级变速传动的风力发电系统。
(g)应用HET和飞轮的风力发电系统
涉及一种风力发电系统，特别是带有储能装置的风力发电系统。
(h)应用HET的飞轮储能和转换系统
涉及一种储能和转换系统，特别是在固定场所利用飞轮储能，并进行与电网之间的能量输入输出变换的系统。
背景技术
最接近的现有技术：单极直流电磁传动机及其应用系统(国际申请号PCT/CN2015/000837)，单极直流电磁传动机(专利号ZL201410256838.7)，带单极直流电磁传动机的燃料动力车辆动力系统(专利号ZL201410257434.X)，带单极直流电磁传动机的车辆用飞轮动力系统(专利号ZL201410256839.1)，带单极直流电磁传动机的车辆用燃料发动机和飞轮混合动力系统(专利号ZL201410256867.3)，带单极直流电磁传动机的风力发电系统(专利号ZL201410256868.8)，带飞轮和单极直流电磁传动机的风力发电系统(专利号ZL201410257432.0)，带单极直流电磁传动机的飞轮储能和转换系统(专利号ZL201410257433.5)。
在上述最接近现有技术的专利/申请文献中记载的“背景技术”段落内容。
在上述专利申请审查过程中引用的对比文献，尤其是GB1350525A、US1987479A和US3846653A，以及PCT/CN2015/000837在欧洲专利第一次审查时的对比文件US3383532A。
发明内容
在上述最接近现有技术中的单极直流电磁传动机(HET)的方案中，没有采用外部冷却剂流体作为冷却介质的内部冷却结构方案，其发热量主要通过转子与静子之间的电路连接区(5)的液态金属循环流动带到HET机外散热器。其缺点是，需要较大的满足换热量要求的液态金 属循环流量，静子上的循环通路、进出口以及隔热结构复杂度较高，外部循环系统要求较高，液态金属用量较大。为消除上述缺点，本发明方案采用环槽集电、内部冷却的结构，不需要引出电路连接区中的液态金属至机外循环冷却，仅开设环流缝隙(203)与电路连接区缝隙在两处连通，使液态金属在环流缝隙和电路连接区缝隙连通段中进行自循环流动，并在静子上设置充装冷却剂流体的冷却通道进行内部冷却。这种自循环流动同样可以带来外部循环泵驱动的强制循环流动产生的有益效果，包括加强电路连接区液态金属保持位置“不失位”的维稳作用。环流缝隙连通液态金属进液孔和排液孔，进液孔的入射流旋向和排液孔的吸出流旋向与转子旋向一致，入射流和吸出流可将环流缝隙中液态金属的一部分循环流过机外附属系统进行过滤等操作。
(a)环槽集电、内部冷却的单极直流电磁传动机(HET)
本发明方案利用的单极直流电机的电磁作用原理，描述如下：
由轴对称环形直流励磁线圈产生单一极性的轴对称磁场，其磁通密度B没有周向分量Bt，只有子午面分量Bm(子午面是指包含轴心线的任一平面)，Bm由径向分量Br和轴向分量Bz合成。转子上有一段轴对称导体，磁密B的磁场磁力线穿过该导体，该导体具有旋转线速度Vt，切割磁力线，产生单一极性的感应电动势E＝V×B·L，其中的斜体字母代表矢量(下同)，其中的×代表矢量积乘号。E也没有周向分量，只有子午面分量Em，且Em的方向与Bm的方向垂直，Em＝Vt·Bm·L，其中，L为Em方向上的转子导体长度。在该长度两端的转子导体上设置电刷，引出两极连接外电路，转子导体上就有直流电流I0通过，当电机发电时，10方向与电动势Em的方向相同，当电机作为电动机时，I0方向与Em方向相反。
作用在转子导体上的电磁力(安培力)F＝I0×B·L，由于I0方向与Em方向相同或相反，而Em方向与Bm方向垂直，可知F只有周向分量Ft，且Ft＝I0·Bm·L。
经过推导，可得到如下公式：
转子导体的电动势：
E＝Em＝ω·Φm/(2π)
ω为转子角速度，Φm为穿过转子导体的磁通量，即子午面分量磁密Bm的磁通量。由于存在漏磁现象，对于有一定厚度的转子导体，属于电流边界的导体表面的射入磁通与射出磁通有差别，Φm取二者平均值。
转子导体所受的电磁转矩：
Me＝-I0·Φm/(2π)
转矩矢量Me的正方向与角速度矢量ω的正方向相同，I0的正方向与E的正方向相同。
转子导体所接受或输出的电磁功率：
Pe＝Me·ω＝-E·I0＝-ω·I0·Φm/(2π)
标量Pe为正值或负值时，表示转子导体接受或输出电磁功率。
当电磁转矩Me的矢量方向与角速度ω的矢量方向相同时，处于电动工况，表示转子接受电磁功率Pe，再经由转动轴向外传输机械功率Pm。当Me与ω的矢量方向相反时，处于发电工况，表示机械功率Pm由转动轴端输入，再由转子导体向外输出电磁功率。
在电磁功率Pe与轴端机械功率Pm之间的传递过程中，存在机械摩擦力矩Mf和摩擦功率，包括：电刷的摩擦功率，转子的鼓风摩擦功率，轴承摩擦功率，转子动密封摩擦功率。
本发明产品是一种环槽集电、内部冷却的单极直流电磁传动机(HET--Homopolar Electromagnetic Transmission)，具有两个转子及其转动轴、一套静子、一套外部附属系统、 一套调节控制系统。它在原理上是两个单极直流电机的组合，在每个转子与静子之间都有上述的电磁作用。
每个转子上至少有一个轴对称形状的导磁和导电性能均良好的转子导磁导电体(3)，材料可以选择低碳钢、20#钢、30#钢、45#钢等，以强度够用的较高电导率材料为佳。转子导磁导电体(3)通过主磁路(22)的转子磁通量Φm的绝大部分，而与之相接的非磁性材料的转子导电体(4)也通过少量漏磁通，这两部分磁通一起构成转子磁通Φm。转子导电体(4)的材料可以选择铜、铝、铜合金、铝合金等，铜合金中可以选择铬铜(Cu-0.5Cr)、镉铜(Cu-1Cd)、锆铜(Cu-0.2Zr)、铬锆铜(Cu-0.5Cr-0.15Zr)、铁铜(Cu-0.1Fe-0.03P)、银铜(Cu-0.1Ag)，以强度够用的较高电导率材料为佳。磁通Φm与转子角速度ω共同作用，在转子上的导电体(3，4)产生电动势E。
两个转子区分为主动转子和被动转子，主动转子的各个导电体(3，4)上流过的主电流I0的方向与其电动势E的方向相同，被动转子的各个导电体(3，4)上流过的主电流I0的方向与其电动势E的方向相反。主电路(23)的主电流I0值的大小，遵守欧姆定律，等于主动转子各导电体电动势E之和与被动转子各导电体电动势E之和的差值再与主电路电阻R0之比值。磁通Φm与主电流I0共同作用，对转子上的导电体(3，4)产生电磁转矩Me，该转矩矢最的方向，在主动转子上与其ω矢量方向相反，在被动转子上与其ω矢量方向相同。由此引起电磁功率Pe从主动转子向被动转子传输，主动转子电磁功率大于被动转子电磁功率，二者差值等于主电路的欧姆热损耗功率，即I0的平方与R0之积。主动转子与被动转子可以互换角色，从而使功率流向产生调转。
静子上至少有一个环绕转轴轴心线(1)缠绕的直流励磁线圈(9)，该数量限制是为了保证具有可用的励磁调节功能。励磁源不限于励磁线圈，还可采用永磁体(13)(图1至图4)，其优点是没有励磁电流损耗，其材料可选用钕铁硼等。一个主磁路(22)的励磁源，可以共用永磁体和励磁线圈，也可以单独使用永磁体，也可以单独使用励磁线圈。至少有两个主磁路，是为了调节有效。所谓“主磁路”是指励磁线圈周围(或永磁体安装路径上)的磁阻最小的闭合磁路，区别于多路径并联导磁材料结构中的次要分支磁路。
主磁路(22)由转子和静子上的轴对称导磁结构件导引为闭环，环路中除转子与静子之间的窄缝气隙之外，其余结构件均为导磁材料。在这些结构件中，转轴(2)和转子导磁体(14)可选低碳钢、20#钢、30#钢、45#钢、40Cr钢等，静子导磁导电体(7，17，18)和静子导磁体(10，12，20，21)可选电磁纯铁、低碳钢、20#钢、30#钢、45#钢等，以强度够用的较高磁导率材料为佳，磁导率较高的材料电导率也较高。
当两个转子有对一路励磁源的共用时，即出现一个主磁路(22)同时经过两个转子的转子导磁导电体(3)的情形(图2至图5，图17，图18，图19)。这时，穿过共用主磁通的两个转子相邻表面，可以是垂直端面，可以是圆锥面(图2，图17)，可以是圆柱面(图3至图5，图18，图19)。这三种结构产生的两转子轴向磁吸力不同，垂直端面结构的轴向磁吸力最大，圆柱面的很小，圆锥面的介于二者之间，可以通过改变锥角来调整轴向磁吸力的大小。
主电路(23)由三种不同性质的电路连接件组成：固体结构件，转子与静子之间的导电连接介质，同在一个转子上或静子上的无相对运动的固体结构件之间的导电连接介质。
主电路上的转子固体结构件，包括转子导磁导电体(3)和转子导电体(4)。也可以使与前二者套接的转轴(2)参与导电，此时转轴(2)与前二者的接触面是导电性的，甚至转轴(2)与转子导磁导电体设计为一体。转轴(2)参与导电有利有弊，优点是电阻减小，缺点是加大了励磁的磁阻。
主电路上的静子固体结构件，包括：与转子直接导电相连的静子导电体(6，11)，静子导磁导电体(7，17，18)，静子中间导电体(8)，外接端子(16)，以及外部电路导体和接头。导电体(6，8，11)、外接端子(16)、外部电路导体和接头可以选用铜、铝、铜合金等高导电性材料。
无相对运动的固体结构件之间的导电连接，可以用导电胶粘接，可以用固体软金属材料填缝或钎焊，可以充填液态金属，也可以直接接触导电。
转子与静子之间的在电路连接区(5)的导电连接，可以采用固体滑动接触结构，可以采用带液体润滑的固体滑动接触结构，可以采用液态金属作为导电媒介。后者称为金属液体电路连接，可选的液态金属包括：钠钾合金(如钠钾比例为22∶78，凝固点-11℃，蒸发点784℃)，镓(凝固点29.9℃)，镓铟合金(如镓铟比例为75∶25，凝固点15.7℃)，镓铟锡合金(如镓铟锡比例为62∶25∶13，凝固点约5℃；比例为62.5∶21.5∶16，凝固点10.7℃；比例为69.8∶17.6∶12.5，凝固点10.8℃)，水银(凝固点-39℃，蒸发点357℃)等。金属液体电路连接方案的接触电阻小、摩擦损耗低。本发明方案仅限于采用液态金属的导电媒介。
转子与静子之间的主磁通气隙表面，可以设计为轴对称圆柱面(轴面型)，也可以设计为垂直于转轴中心线的端面(盘面型)。轴面型不产生轴向磁吸力，盘面型产生轴向磁吸力。本发明方案仅限于轴面型结构。
在轴面型没计中，主磁路的磁通按照顺序或逆序依次通过转轴(2)、转子导磁导电体(3)、静子导磁导电体(7)。转轴(2)与静子导磁体(10)之间的主磁通气隙表面不仅有外圆柱面与内圆柱面相配的情形，还可设计为内圆柱面与外圆柱面相配的结构(图43)。
通过每个转子导磁导电体(3)的磁通，有单磁通方案和双磁通方案，后者由两路励磁源励磁，电动势可达前者的二倍。轴面型双磁通方案利用了转轴(2)的双面导磁通道，并且其结构外形在轴向细长。结构趋向细长的设计还包括：降低励磁线圈(9)的横截面径向位置，使线圈趋近转轴中心线。这种近轴线圈设计方案还可减少励磁线圈所耗的导体重量，因为在同等励磁电流、同等励磁电流密度条件下减少了线圈导体的体积。
轴面型方案的转轴(2)，可以设计为实心轴，也可以设计为空心轴。在相同的转轴外径情况下，实心轴的导磁能力最大。在转速较低、液态金属“电刷”线速度不受限的情况下，转轴外径可以设计的较大，转轴可以设计为空心轴，这种方案的结构耗材较少、重量较轻。
一般应用场合下，转子在内圈，静子在外圈，即内转子型结构。特殊应用场合也可设计为外转子型结构(图11)，例如与转速很低的风力发电机风轮直连的场合。
轴面型、内转子型方案的转子导磁导电体(3)与转子导电体(4)的相连接表面，可以是直至二者外径的全高圆盘面，也可以是非全高的圆盘面加圆柱面，即转子导电体为非全高型(图15，图30，图31)。可以在转速较高、全高型转子导电体强度不足时，采用非全高型设计。
从两个转子之间的距离和方位关系不同来区分，具有集中型和分离型两种结构。集中型的两个转子的轴心线重合，且两个转子互相靠近，主电路较短。分离型的两个转子分开布置，各有独立的静子，具有外联导体传输主电流。集中型的主电路电阻较小，耗材和重量较少，但励磁之间干扰较大，不利于独立调节励磁，其转子支承也不易布置。分离型的布置灵活，利于独立调节励磁，但主电路电阻较大，电路耗材和重量较多。集中型的能量传递效率较高，分离型的能量传递效率较低，但分离型的能量传递效率也可达到98％左右(综合优化重量和效率两个指标，且较注重效率的优化方案得到的效率值)。
集中型结构也可以具有两排外接电源的外接端子(16)(图2，图3，图17，图18)，该 端子内侧连接包含转子导磁导电体在内的内部主电路，外侧连接外部直流电源。该结构同时具有液态金属转换开关(15)，位于内部主电路上、两端子之间。当正常运行时，转换开关(15)缝隙空间充满金属液体，内部主电路处于闭合状态，外接电源的电路被设置在断开状态。当需要外接电源操作时，先抽空转换开关缝隙内的金属液体，以断开内部主电路。外接电源操作的用途包括：使用外部直流电源驱动HET中的转子(一个或同时两个转子)，例如增加一个转子轴系上的飞轮的动能；或者反向能量流动，用转子机械能向外部电源充电，例如卸载减少一个转子轴系上的飞轮的动能。
分离型结构具有两个HET半偶件，二者之间具有外联导体，以构成一个主电流闭合回路。外联导体采用外接端子(16)连接(图8至图14)。外联导体可以采用多个同轴导体，具有同轴的芯轴和套筒，芯轴和套筒分别传输方向相反、大小相同的主电流，芯轴与套筒的间隙可以通以冷却介质散热。外联导体也可以采用数量众多的小线径导线，电流方向相反的两路导线互相绝缘地均匀混排(图62，图63)，可以在导线束外加装套筒，并密封导线进出两端，在套筒内通以冷却介质散热。小线径导线具有柔软、易布置的特点，小线径导线可与接头钎焊连接，小线径导线与外接端子(16)的连接可采用钎焊或通过中间过渡端子接头连接。
分离型的单个转子，可以设计为具有一个转子导磁导电体(3)，也可以设计为具有多个转子导磁导电体。此多个转子导磁导电体可以串联，称为多级串联型。采用外接端子(16)和外部导体对多个转子导磁导电体进行串接的多级串联型，称为多级外串联(图12、图13)，此种情况下，相邻的、串接的两个导磁导电体有对一个主磁通的共用。采用靠近转轴的内部导体对多个转子导磁导电体进行串接的多级串联型，称为多级内串联(图14)，此种情况下，每个主磁通仅穿过一个转子导磁导电体。
分离型的两个HET半偶件可任意配对，不必为相同类型。
在轴面型结构中，无论内转子型和外转子型，每个转子导磁导电体(3)的轴向两侧分别连接一个转子导电体(4)，该转子导磁导电体和其两侧的转子导电体共同与转轴(2)套接，并具有相同的套接直径。电路连接区(5)位于转子导电体(4)与相邻的静子导电体(6，11)之间的间隙中。电路连接区(5)的径向位置选在尽量小的半径上，以最大程度减少液态金属的摩擦损失。对于内转子型的转子导电体全高型设计，电路连接区(5)的径向位置介于转子导电体的内径与外径之间，并接近于转子导电体的内径。对于内转子型的转子导电体非全高型设计或半高型设计，电路连接区(5)的径向位置一般介于转子导电体的内径与外径之间，也可以大于或等于转子导电体的外径，但小于转子导磁导电体(3)的外径。对于外转子型(图11)，转子导磁导电体(3)和转子导电体(4)的外径是二者与转轴(2)的套接直径，电路连接区(5)的径向位置介于转子导电体的内径与外径之间，并接近于转子导电体的内径。
电路连接区(5)的液态金属摩擦功耗损失与其所处位置的半径的四次方成正比，因此，尽量减小此半径尺寸对于有效降低HET的功耗损失贡献很大。但是，电路连接区(5)所处位置半径若小于转动件的外径，则必须有强制方法或措施对其中的液态金属进行“原位维持”。
液态金属“原位维持”的一个强制措施是设置倒U形缝隙，即设置轴对称于转轴轴心线(1)的电路连接区缝隙，该缝隙中段的半径大于两侧半径。当转子旋转时，电路连接区缝隙中的液态金属会被转动壁面的粘滞摩擦力驱动，从而形成圆周旋转流动。由外部附属系统引入的液态金属入射流和抽回的液态金属回吸流，也可以制造上述圆周旋转流动。该圆周旋转流动产生离心力，利用倒U形缝隙两侧液态金属的这种离心力的互相制约作用，可以起到平衡液态金属维持在倒U形缝隙“原位”的作用。
在小于转动件外径的位置设置转动件与静止件之间的倒U形缝隙，必然同时伴有一个正 U形缝隙，构造正U形缝隙的静止件边界的是静子导电体(6，11)的“内侧”部分。该“内侧”部分带来了转动件与静止件之间的安装干涉问题，解决方法一是采用对半中分结构，二是整圈结构红套安装。图42、图43、图44、图45和图51中设计有静子导电体(6)“内侧”部分分立的装配式结构，该分立零件(214)有利于整圈结构红套安装，也可采用对半中分结构安装。
在静子导电体(6，11)上开有轴对称于转轴轴心线的、与电路连接区倒U形缝隙两处连通的环流缝隙(203)，与电路连接区倒U形缝隙连通段形成一个闭合回路通道，液态金属在其中形成自循环流动，此结构称为环槽集电。再与静子上设置充装冷却剂流体的冷却通道相结合，合称为环槽集电和内部冷却。环槽集电、内部冷却的结构方案是对最接近现有技术中的冷却等问题的一种改进方案。
环流缝隙(203)与电路连接区倒U形缝隙的两个连通三叉口处具有一高一低的半径，液态金属自循环流动在常规情况下具有下述方向性：由高半径三叉口进入环流缝隙流动，由低半径三叉口流出环流缝隙，再在倒U形缝隙中流向高半径三叉口。该流动方向主要是由高半径三叉口处液态金属的较高圆周速度旋转流动决定的，同时，倒U形缝隙中的具有高低半径的倾斜通道也使液态金属由低半径处流向高半径处。
上述的液态金属自循环流动也是“原位维持”液态金属的一种强制方法。
设置环流缝隙可以采用以下两种结构形式：“板形中心岛”(图42、图43、图44、图45和图51)和“蛋形中心岛”(图46、图48、图49、图59和图60)。“板形中心岛”结构具有一个板形零件(211)，以及固定板形零件的周向均布的多个“铆钉”组合件(212)。“蛋形中心岛”结构具有一个组合平面安装环和蛋形环的整体零件(213)，平面安装环与蛋形环之间周向均布多个“支柱”，“支柱”表面为圆弧母线的旋成面。“铆钉”和“支柱”的设计应不过多地增加液态金属在环流缝隙中的流动阻力。零件211和213均是静子导电体(6，11)的一个组成部分。零件211和213的材质宜取用静子导电体主体部分的材质，以有利于热变形的控制。构造环流缝隙通道壁面的其他零件也宜取用静子导电体主体部分的材质。
在静子导电体上周向均布多个通到环流缝隙的液态金属进液孔和排液孔，进液孔的入射流旋向和排液孔的回吸流旋向与转子旋向一致，有助于液态金属在环流缝隙中的圆周旋转流动和自循环流动，这种作用在转子转速较低时比较明显。进液孔和排液孔连通外部附属系统中的液态金属输送泵、过滤器和容积调节阀，具有向电路连接区充装和卸载液态金属的功能，具有调节电路连接区液态金属的充装容积的功能，具有滤除液态金属中的固体杂质和气泡的功能。
液态金属“原位维持”的另一个方法是利用表面张力的作用，采用较小间隙尺寸的倒U形缝隙，设计长度与宽度比例较大的缝隙，采用润湿性较好的壁面材料。
电路连接区的液态金属除了受到液体表面张力和旋转离心力的作用之外，还受到电路连接区两侧气隙的气体压力作用，以及电磁力的作用。在电磁力中，周向磁密Bt与主电流I0产生的子午面洛仑兹力Flm，是唯一显著并起重要作用的部分。Flm方向垂直于主电流方向，始终指向主电流环的外侧。周向磁密Bt由主电流I0产生，因此，洛仑兹力Flm的大小仅随主电流I0值而变化。
洛仑兹力Flm总是使电路连接区的液态金属向主电流环的外侧移动，在转子转速较高时，依靠倒U形缝隙两侧液态金属的旋转离心力的平衡作用，可以抵得住该洛仑兹力Flm的作用。但在转子转速较低时，必须附加其他的针对洛仑兹力Flm的反作用措施，本发明方案为此采用压差调节控制方法，即根据主电流I0值的实测大小或预测大小，实时调节电路连接区两侧 气隙的气体压力差，使压差作用力抵消洛仑兹力Flm。此处的压差调节控制方法是液态金属“原位维持”的又一个强制措施。
调节电路连接区两侧气体压差可采用容积伸缩法：设置活塞结构或柱塞结构或隔膜结构的容积调节阀，其可调容积腔室与待调节压强的气体腔连通，利用容积变化改变压强，很适合应用于HET的小气隙、小容积腔室条件，并且有调节时操作迅速及时的优点。
电路连接区两侧气体腔室充装惰性气体，可为氮气或氦气，氮气价廉、泄漏慢，但与转子的气体摩擦阻力较大，氦气特点与氮气相反。腔室的动密封可采用磁性流体密封结构。支承转子的轴承设置在惰性气体腔室之外，与外界空气接触。
电路连接区的转子、静子壁面上，可加工有耐磨、导电表面层，最好是耐磨、导电、润湿性均较好的表面层。表面层可以是镀硬铬、镀硬银、镀硬金、镀锡镍合金、镀银锑合金、镀金钴合金、镀金镍合金、镀金锑合金、金-碳化钨复合镀层、金-氮化硼复合镀层、化学镀镍磷合金镀层、化学镀镍硼合金镀层、化学镀镍磷合金-碳化硅复合镀层、化学镀镍磷合金-金刚石复合镀层、化学镀镍硼合金-金刚石复合镀层。
为了高效优化冷却的目的，在静子导电体(6，11)与其他静子件之间设置冷却通道(201)。静子导电体(6，11)是距离液态金属摩擦热源和转子上的导电体(3，4)欧姆热传导源最近的静子件。构造冷却通道壁面的其他静子件主要是励磁线圈(9)和静子导磁体(10)，励磁线圈体表面作为冷却通道壁面有利于传导励磁线圈的欧姆热，参加构造冷却通道的静子导磁体以及其他结构件还有设置冷却通道进口和出口(205)的用处。
为了在冷却通道中组织均匀分布、适当流速的流场，针对通道的形状及进出口位置特点，对冷却通道(201)采用折流设计方案，即采用折流墙体(204)构成蛇形流道(206)，并通过多个冷却通道进口和出口(205)，与外部附属系统中的冷却剂流体输送泵和散热器连通，冷却剂流体在冷却通道中循环流动，以带走HET产生的热量。折流墙体(204)加工在静子导电体(6，11)结构体上，有利于强化换热。冷却剂流体可选用水、油等。
为便于理解和叙述下文的调节控制方法，先进行如下名词术语解释及相关说明。
励磁线圈具有n个，每个线圈的各匝直流电流之和记作Ii，i＝1，2，…，n，n最小为1。励磁线圈电流是周向流动的。每个线圈的匝数记作Zi，每个线圈的电阻记作Ri，每个线圈的欧姆热功率Poi＝(Ii/Zi)·(Ii/Zi)·Ri。
主电路的直流电流称作主电流，记作I0。主电流在子午面内流动，没有周向分量。
一个转子上具有k个转子导磁导电体(3)，其序号记作j，j＝1，2，…，k，k最小为1。一个转子导磁导电体及其两端的转子导电体(4)组成所在转子上的一段独立的主电路，穿过该电路回转面的磁通记作Φmj，其意义是“单极直流电机的电磁作用原理”一节所述的穿过转子导体的磁通量Φm。一个转子上的穿过转子主电路回转面的总磁通等于k个Φmj之和，记作∑Φr，r＝1或2(对应转子1或转子2)。一个转子上的串联主电路的各个对应Φmj通常应具有相同的方向，特殊情况下例外，这时应对相反方向的Φmj作减法计算。
磁通Φmj是由励磁源(励磁线圈和永磁体)激励产生的，同一主磁路(22)上的永磁体和附近的主励磁线圈对Φmj的激励作用最大，其他的励磁源对Φmj具有不同程度的影响，同属于一个转子的其他励磁源因结构相近和相通而有较大影响，有共享磁通的两转子的励磁源的影响也较大，无共享磁通的集中型结构的不同转子励磁源也有漏磁影响，分离型结构的不同转子励磁源的影响可忽略不计。
主电路中的主电流产生周向磁密Bt，该磁场位于由主电路导体外表面围成的轴对称环管内。该周向磁场必然穿过主磁路上的某个或某几个导磁体，与此处由励磁源激励的了午面方 向的磁密Bm合成为一个较大的总磁密矢量B。由于软磁材料导磁体的磁化曲线(磁通密度B与磁场强度H的关系曲线)是非线性的，当加入周向磁密Bt分量时，使得产生相同磁密Bm的磁场强度Hm相比Bt为零时增加。可见，主电流产生的周向磁场弱化降低了磁路的导磁性能，因而间接影响了各个Φmj值。
在运行使用时，永磁体是不可调整的，对Φmj值有影响的可变因素是相关的励磁线圈电流和主电流。此外，磁路导磁体温度变化对导磁率有影响，磁路气隙变化对磁阻有影响，但这些影响的程度是较弱的。
下文所用的电磁定律公式包括：
转子1的电动势：
E1＝ω1·∑Φ1/(2π)    (a1)
转子2的电动势：
E2＝ω2·∑Φ2/(2π)    (a2)
主电流回路的电动势之和：
∑E＝E1+E2+Eout    (a3)
主电流：
I0＝∑E/R0    (a4)
转子1所受的电磁转矩：
Me1＝-I0·∑Φ1/(2π)    (a5)
转子2所受的电磁转矩：
Me2＝-I0·∑Φ2/(2π)    (a6)
其中，Eout为串联外部电路上的电动势，R0为主电流回路的总电阻，包括电路固体电阻、固体之间接触电阻与连接介质电阻、电刷电阻。电刷使用液态金属时，电路连接区(5)金属液体的状态对R0值的大小有影响。温度对材料电阻率有影响。
上述除R0之外的各量均有方向性，具有正值或负值。方向基准选取为：设计点时，主动转子1的角速度ω1的矢量方向选定为ω矢量正方向，磁通∑Φ1的方向选定为∑Φ正方向，E1的方向选定为E正方向。I0的正方向与E正方向相同，Me的矢量正方向与ω矢量正方向相同。E1在设计点具有正方向和正值，但在其他工作点可以是负值。E2与E1的方向始终相反，以构成主动转子与被动转子的关系。当∑E＞0时，I0的方向为正，当∑E＜0时，I0的方向为负。当一个转子的电磁转矩Me的矢量方向与角速度ω的矢量方向相同时(即两参数同为正值或同为负值)，表示该转子接受电磁功率(Pe值为正)，该转轴表现为被动轴。当一个转子的电磁转矩Me的矢量方向与角速度ω的矢量方向相反时，表示该转子输出电磁功率(Pe值为负)，该转轴表现为主动轴。
忽略温度变化对材料磁导率的影响，忽略气隙变动对磁阻的影响，∑Φ1和∑Φ2可表示为主电流I0的绝对值|I0|和相关励磁线圈电流的如下函数：
∑Φ1＝Ff1(|I0|，Ir11，Ir12，…，Ir1n)   (a7)
∑Φ2＝Ff2(|I0|，Ir21，Ir22，…，Ir2n)    (a8)
其中，{Ir11，Ir12，…，Ir1n}、{Ir21，Ir22，…，Ir2n}是{I1，I2，…，In}的子集或全集或空集，但不全为空集，空集对应励磁源仅是永磁体的情形。{Ir11，Ir12，…，Ir1n}与{Ir21，Ir22，…，Ir2n}的合集等于{I1，I2，…，In}的全集。∑Φ1和∑Φ2的上述函数表达式可以通过数值模拟计算得到或通过试验测得。
由公式(a1)至(a4)、(a7)至(a8)，可得到：
I0＝Fi0(ω1，ω2，Eout，R0，I1，I2，…，In)        (a9)
由公式(a5)、(a7)、(a9)，可得到：
Me1＝Fm1(ω1，ω2，Eout，R0，I1，I2，…，In)       (a10)
由公式(a6)、(a8)、(a9)，可得到：
Me2＝Fm2(ω1，ω2，Eout，R0，I1，I2，…，In)(a11)
可见，HET的I0、Me1、Me2参数均由ω1、ω2、Eout、R0、I1、I2、…、In这4+n个自变量参数决定，其中，ω1参数由转子1及其外联轴系的转子动力学规律决定，ω2参数由转子2及其外联轴系的转子动力学规律决定，Eout参数一般情形下为零，或者等于外联直流电源的电动势，或者是串联的其他HET半偶件的电动势(此时需要与其他HET半偶件联立求解)，R0参数可以通过数值模拟计算得到或通过试验测得。
HET的调节方法有以下两类：
第一类调节方法，直接以励磁电流自变量参数为控制指令。调节时直接给出I1、I2、…、In参数值，例如一个励磁电流参数或几个励磁电流参数给出其变动全行程中的一个值，其他励磁电流参数为固定值。按此指令执行，在励磁线圈实现给定励磁电流，结合已实际存在的其他4个自变量参数(ω1、ω2、Eout、R0)，从而使HET运行在确定的I0、Me1、Me2参数值上。
第二类调节方法，以电磁转矩Me1或Me2一个因变量参数为控制指令。调节时，实时测得ω1和ω2值，直接给定Me1或Me2参数值，或利用转子1或转子2的外联轴系上的外部转矩特性，间接地计算给定Me1或Me2参数值。如果是励磁电流参数数量n＝1的情形或着是采用给定n-1个励磁电流参数数值的方案，则利用公式(a10)或(a11)求得那一个待解励磁电流参数的数值。如果是采用待解励磁电流参数数量大于等于2的方案，则将公式(a10)或(a11)作为约束条件，求得待解励磁电流参数的某种最优组合解，例如是HET的主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解，该最优解可以是即时计算的，也可以从事先准备的数据库中调用。最后将求得的待解励磁电流参数值用于执行环节。
直流励磁线圈电流大小的控制，采用调节直流电源电压的方法，可使用直流斩波器或电阻电位器调节电压。
(b)应用HET的车辆用燃料发动机动力系统
本发明采用环槽集电、内部冷却的单极直流电磁传动机(HET)作为无级变速变矩传动系统的核心设备。由于使用HET的调节功能，使得车辆发动机的操控使用不同于以往传统，发动机可以利用其转矩-转速图上的任一工况点，既可以选择运行在一条最佳效率目标路线上，使发动机始终高效运行成为可能，又可以随时根据需要选择运行其他路线，充分利用发动机的全范围能力，满足各种特殊功用或临时功能。
应用HET的车辆用燃料发动机动力系统包括：一个燃烧燃料输出轴功的发动机，一套含有一个HET的传输发动机动力至驱动桥主减速器的传动系，以及它们的控制系统。
燃烧燃料输出轴功的发动机，是指燃烧液体或气体燃料，将燃料潜热能转换为机械能，并输出转矩和轴功率的热机。
在这种车辆动力传动系统中，两轮驱动结构不需要设置离合器，四轮驱动结构至少在发动机与分动器或轴间差速器之间不需要设置离合器。
HET的输入轴与发动机的输出轴可以直接连接，也可以在二者之间设置固定速比机械传动装置，以适应两轴转速设计值或最大值的不同。固定速比机械传动装置包括齿轮、带、链、 蜗杆传动等形式。在此一般使用单级齿轮传动装置。
在两轮驱动结构中，HET的输出轴与驱动桥主减速器可以直接连接，也可以在二者之间设置固定速比机械传动装置，也可以在二者之间设置有级变速机械传动装置，或者其中还可设置一个万向传动轴。按照轿车的典型设计参数，HET的输出轴与主减速器之间一般应加一级减速器。设置有级变速器可使低速驱动转矩增大。
在四轮驱动结构中，HET的输出轴与分配前后轴驱动力的分动器或轴间差速器连接，或通过一个固定速比机械传动装置连接，或通过一个有级变速比机械传动装置连接，分动器或轴间差速器再与前后两个驱动桥主减速器连接，或者其中还设置有万向传动轴。
上述“输入轴”和“输出轴”是指驱动车辆运动时的定义名称，当功率流反向时各轴功能调换。
HET可以采用第二类调节方法的以下两种方法。
第1种方法，以输入端转子电磁转矩Me1参数为控制指令。调节时，实时测得ω1和ω2值，利用转子1的外联轴系上的外部转矩特性规律，计算给定Me1参数值。该外部转矩特性规律是在发动机转矩-转速图上选定的一条斜率为正值的曲线Me＝f(ωe)，计算公式为Me1＝Mf1-K·f(K·ω1)，其中，Me为发动机输出轴端转矩，ωe为发动机角速度，Mf1为转子1的机械摩擦力矩，K为传动比ωe/ω1。采用待解励磁电流参数数量大于等于2的方案，将公式(a10)作为约束条件，求得待解励磁电流参数的某种最优组合解，例如是HET的主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解，该最优解可以是即时计算的，也可以从事先准备的数据库中调用。最后将求得的待解励磁电流参数值用于执行环节。
第2种方法，以输出端转子电磁转矩Me2参数为控制指令。调节时，实时测得ω1和ω2值，直接给定Me2参数值。采用待解励磁电流参数数量大于等于2的方案，将公式(a11)作为约束条件，求得待解励磁电流参数的某种最优组合解，例如是HET的主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解，该最优解可以是即时计算的，也可以从事先准备的数据库中调用。最后将求得的待解励磁电流参数值用于执行环节。
当HET采用第二类调节方法的第1种方法时，车辆驾驶位设置发动机油门开度(或节气门开度，下同)踏板、车辆制动踏板、正车/倒车设定开关。发动机启动至怠速工况后，车辆前进或后退的驱动由油门开度决定，发动机的稳定工作点位于油门开度线与选定目标运行线Me＝f(ωe)的交点上。当加大油门开度时，当前ωe值对应的发动机实际转矩大于f(ωe)函数值，发动机和转子1所在的轴系被加速驱动，发动机工作点趋向新油门开度线与正斜率曲线Me＝f(ωe)的交点上。当减小油门开度时，当前ωe值对应的发动机实际转矩小于f(ωe)函数值，发动机和转子1所在的轴系被减速驱动，发动机工作点也趋向新油门开度线与正斜率曲线Me＝f(ωe)的交点上。
当HET采用第二类调节方法的第2种方法时，车辆驾驶位设置电磁转矩Me2参数指令踏板、车辆制动踏板、正车/倒车设定开关。发动机启动至怠速工况后，车辆前进或后退的驱动由Me2参数指令决定，发动机的稳定工作线是一条选定的目标运行线Meo＝f(ωe)，该曲线的斜率可以是正斜率、负斜率或零斜率，或者是对应垂线的无穷大斜率。发动机的调节方法如下：利用HET调节过程得到的Me1参数(数值由公式(a10)计算)，采用公式Meb＝Mf1/K-Me1/K，计算得到发动机输出轴端平衡转矩Meb，由Meb值和ωe值在发动机特性图上查得对应点的平衡油门开度值αb，由Meo＝f(ωe)曲线查得发动机输出轴端目标转矩Meo(若该曲线是垂线，则Meo值直接取用Meb值)，若Meb值恰好等于Meo值，则执行该平衡油门开度值αb，工作 点落在目标运行线上，发动机转速无变动趋向；若Meb值不等于Meo值，则首先求得平衡油门开度线与目标运行线的交点(ωebo，Mebo)，当ωebo值大于当前ωe值时，表示发动机需要增速运行，按照大于平衡油门开度αb值的实际油门开度值进行操作，当ωebo值小于当前ωe值时，表示发动机需要减速运行，按照小于平衡油门开度αb值的实际油门开度值进行操作，其中的实际油门开度值与平衡油门开度αb值的偏差大小，依据发动机特性图上的(ωe，Meb)点与(ωebo，Mebo)点之间的距离确定，该距离越大，则所取偏差越大，该距离越小，则所取偏差越小，该距离为零，则所取偏差为零。
车辆起动程序：HET的各个励磁线圈电流处于零值状态，电路连接区(5)液态金属处于缩回断路状态，启动发动机至怠速工况(发动机已处于怠速工况的无此项)，电路连接区液态金属归位，设定正车或倒车，启动油门开度踏板或Me2参数指令踏板，投入按上述调节方法不间断运行的HET(或HET和发动机)调节系统，起动车辆开始行驶。
车辆溜车程序：油门开度踏板或Me2参数指令踏板回复至零，发动机回复至怠速工况或直至熄火，HET的各个励磁线圈电流回复到零，电路连接区液态金属缩回断路。
车辆停车程序：油门开度踏板或Me2参数指令踏板回复到零，发动机回复至怠速工况或直至熄火，HET的各个励磁线圈电流回复到零，电路连接区液态金属缩回断路，需要制动时，在油门开度踏板或Me2参数指令踏板回复到零后启动制动踏板，直至车辆停止。
在车辆溜车并且发动机熄火或未点火的情况下，可以利用车辆动能，通过HET反向功率传输，带动发动机点火启动至怠速工况。
(c)应用HET的车辆用飞轮动力系统
本发明的车辆动力系统，主要由飞轮和环槽集电、内部冷却的单极直流电磁传动机(HET)构成，飞轮作为能量载体，HET用以无级变速变矩传递能量，并且是操控能量流方向及大小的控制中枢。
一种可用于轿车、客车、货车等车辆的飞轮动力系统，由储能飞轮装置、从飞轮装置至驱动桥主减速器的传动系、它们的控制系统等组成，其中传动系的核心设备是环槽集电、内部冷却的单极直流电磁传动机(HET)。
具有两个布置于车辆底盘的立轴式飞轮装置，两个飞轮的规格尺寸相同，仅是旋向相反。旋向相反的一对飞轮产生陀螺力矩时的力矩方向也相反，这两个飞轮转速相同时的陀螺力矩可完全互相抵消，即对车辆的作用整体为零，仅表现为一对陀螺力矩作用在车辆底盘上。立轴式飞轮具有四个显著优点，一是有利于采用优化的轴承组合方案，二是有利于采用轮体柔性连接结构，三是有利于大直径飞轮在车辆中的最优布置，四是有利于减少车辆行驶中产生飞轮陀螺力矩的机会和大小，从而降低陀螺力矩对飞轮结构、轴承和车辆底盘的冲击负荷。
飞轮陀螺力矩的大小等于下列参数的乘积：飞轮转动惯量J、飞轮旋转角速度ω、车辆运动角速度Ω、ω矢量与Ω矢量夹角θ的正弦值sinθ。飞轮陀螺力矩矢量的方向等于ω矢量与Ω矢量叉乘积的方向，同时垂直于ω矢量方向和Ω矢量方向。车辆运动角速度Ω矢量方向有三种主方向：一是立轴方向，对应车辆左右转弯行驶状态，出现频繁，持续时间较长，角速度值较大；二是横轴方向，对应车辆发生俯仰转动状态，例如在上下坡的转接路段，以及过凸包或凹坑时；三是纵轴方向，对应车辆发生侧翻转动状态，例如进出侧倾坡路时，以及路况颠簸导致车辆侧转时。立轴式飞轮在车辆左右转弯行驶时不产生陀螺力矩。
每一个立轴式飞轮装置包括旋转的轮体、一个转轴(51)、转轴上的轴承、真空容器壳体(52)，转轴中心线垂直于地面，轮体为多体轴对称结构，轮体含有一个或多个质量块体(53) 和至少一个支承体(54)，支承体位于质量块体的内圈，质量块体由周向缠绕的纤维增强聚合物构成。
用于质量块体(53)缠绕成型的纤维增强聚合物，其纤维为单向连续纤维，纤维种类可选碳纤维、芳纶纤维、玻璃纤维等，玻璃纤维可选高强型玻璃纤维和E玻璃纤维等，采用缠绕成型用无捻粗纱；其聚合物可选热固性树脂和热塑性树脂，热固性树脂可选环氧树脂、不饱和聚酯树脂、酚醛树脂、双马来酰亚胺树脂、聚酰亚胺树脂、氰酸酯树脂等。碳纤维增强聚合物与玻璃纤维增强聚合物相比较，其优点在于：周向(环向)拉伸弹性模量较高，旋转时变形较小；复合材料的密度较小，比强度较高，单位重量的储能密度较高；其缺点在于：碳纤维价格昂贵，产品成本很高；由于密度较小，而强度的优势并不明显或仅仅持平(相对高强玻纤)，其单位体积的储能密度较低。因此，采用玻璃纤维增强聚合物具有较多的综合优势，适宜大规模经济性应用。
质量块体(53)可以是单个、两个、三个等，从各自的优缺点衡量取舍来选用。选用单个质量块体的优点是充分利用了高线速度区域，可以获得较高的单位重量储能密度，但是其内孔所占空间不能有效利用，导致以整个设备体积计算的单位体积的储能密度偏低。选用两个质量块体的优点是适当利用了有效空间，并且位于内圈的质量块体可以采用强度较低但价格较廉的纤维和树脂，其缺点是单位重量储能密度小于单个质量块体方案。
轮体的支承体(54)主要作用是在质量块体与转轴之间进行连接，支承体个数取决于连接径向尺寸比例和支承体材质种类。支承体材质可选周向缠绕的纤维增强聚合物，也可选金属材料，前者在金属材料强度不能胜任的较高线速度位置必须采用。由于线速度低于质量块体，支承体纤维增强聚合物可以选用强度较低但价格较廉的纤维和树脂。最内圈的支承体宜选用金属材料，以利于与转轴的连接。支承体金属材料可选钢、铝合金、钛合金等，铝合金和钛合金具有较高的比强度，所制支承体的外径较大，可减少纤维增强聚合物支承体的数量；铝合金还具有价格较低、重量较轻的特点；钢制支承体可以兼作永磁吸力轴向轴承的旋转盘，这时采用45号或40Cr钢较佳。
由于缠绕成型纤维增强聚合物在高速旋转失效破坏时容易粉碎为棉絮状碎片，具有较好的安全性，因此，位置较靠外圈的、储能较大的轮体采用纤维增强聚合物具有很明显的安全优势。
飞轮转轴(51)与最内圈的支承体(54)之间可以直接连接，如圆锥面过盈连接；也可以在二者之间安装支承盘(62)，支承盘的中心内孔与转轴连接，如圆锥面过盈连接，支承盘的盘身位于最内圈的支承体下方，二者之间安装弹性材料环(63)，后者与二者胶粘连接。与转轴过盈连接的物体材质宜取为与转轴同类型，如同取为钢材，以使二者的弹性模量、线胀系数等参数差别不大，利于在安装和使用时减小应力并保证过盈连接。与转轴直接连接的最内圈支承体一般为钢质，其外径较小，其转动惯量一般很小。当最内圈支承体选用铝合金或钛合金材质时，其外径较大，其转动惯量也较大，较需要柔性连接，同时轻合金与钢质转轴过盈连接的问题也较大，因此，采用中间过渡的钢质支承盘和弹性材料环的结构是优选解决方案，其中的弹性材料环同时起到柔性连接、承重和轴向定位作用，其材质可用橡胶材料，如聚氨酯橡胶。
真空容器壳体(52)设计为垂直轴线剖分的两半结构，一圈法兰位于壳体外圆表面的中间部位，法兰边可以位于容器外侧或内侧。法兰边内侧设计意在减小实用外形尺寸，内侧法兰边不设把紧螺栓，依靠容器真空产生的压力压紧，采用这种设计时，同时也在容器外侧四角处增设四段耳法兰(74)及其把紧螺栓，该四角位置选择不影响实用外形尺寸的地方，例 如不影响布置宽度和长度的45°角方位。在整圈法兰边设置橡胶密封圈，也可在橡胶密封圈的外侧增设真空密封脂，也可在橡胶密封圈的内侧增设软金属密封圈，也可在橡胶密封圈的外侧增设真空密封脂并在内侧增设软金属密封圈。壳体的安装支承部位利用外露的法兰边，这也是整个飞轮装置及其相连结构的安装支承部位。
真空容器壳体(52)可采用三层复合结构(图26)，中间层为纤维增强塑料，两个外表面层为轻质金属材料，中间层与外表面层胶粘连接。增强纤维可选玻璃纤维、碳纤维等，使用非单向布织物、短切纤维、毡等材料。树脂可选环氧树脂、不饱和聚酯树脂、酚醛树脂等。中间层可采用片状模塑料(SMC)进行成型加工。外表面层轻质金属优选铝或铝合金。三层复合结构的优点是：振动阻尼大，强度高，韧性好，重量轻。
飞轮转轴(51)的径向支承轴承可用两组滚动轴承，也可用两个径向支承磁悬浮轴承。其轴向支承轴承采用一组轴向支承磁悬浮轴承。
一组轴向支承磁悬浮轴承由一个或多个轴承构成，对于轮体重量很大的情形，适合于采用多个轴承。轴向支承磁悬浮轴承采用永磁斥力式或永磁吸力式。
一个永磁斥力式轴向支承磁悬浮轴承具有一个转动盘和一个静止盘，转动盘位于静止盘的上方，两盘的相邻侧端面之间有一个气隙，转动盘是轴对称永磁体结构，或轴对称软磁体与轴对称永磁体的混合结构，或轴对称非导磁体、轴对称软磁体与轴对称永磁体三者的混合结构，静止盘是轴对称永磁体结构，或轴对称软磁体与轴对称永磁体的混合结构，或轴对称非导磁体、轴对称软磁体与轴对称永磁体三者的混合结构，上述所有永磁体的充磁磁路也是轴对称结构，两盘相邻侧端面上相同半径处相对的磁极相反，向上的磁斥力作用于转动盘，设计用来抵消转子的重力。
一个永磁吸力式轴向支承磁悬浮轴承具有一个转动盘(59)和一个静止盘(60)，转动盘位于静止盘的下方，两盘的相邻侧端面之间有一个气隙，转动盘为轴对称软磁体结构，静止盘是轴对称永磁体结构，或轴对称软磁体与轴对称永磁体的混合结构，或轴对称非导磁体、轴对称软磁体与轴对称永磁体三者的混合结构，上述所有永磁体的充磁磁路也是轴对称结构，向上的磁吸力作用于转动盘，设计用来抵消转子的重力。
上述永磁式轴向支承磁悬浮轴承没有磁滞和涡流损失。永磁吸力式与永磁斥力式比较，具有两大优点：一是转动盘不需要安装永磁体，而永磁体的强度是很低的；二是磁吸端面的磁通密度可以组织设计的较大，以较小的轴承外径尺寸获得较大的轴承吸力。
飞轮转轴(51)径向支承的两组滚动轴承，一组滚动轴承承受径向负荷，另一组滚动轴承承受径向负荷和双向轴向负荷，并是轴向定位端。每组滚动轴承由一个滚动轴承或多个滚动轴承组成，以满足负载大小和方向的要求。轴向定位端一般位于上端。当飞轮陀螺力矩较大时，可以增设两组径向保护滚动轴承，以短时承担超载径向力。
轴向支承磁悬浮轴承的设置位置，一是静止盘(60)可以靠近轴向定位端滚动轴承，并与轴承座直接或间接固定连接；二是静止盘可以固定在壳体(52)上，此时，其转动盘可以由一个支承体兼作。
当飞轮径向支承采用滚动轴承时，真空容器壳体(52)与转轴(51)之间设置磁性流体密封组件。也可在下半壳体与转轴之间设置磁性流体密封组件和下轴承座(图25)，密封组件位于转轴与下轴承座之间，下半壳体的内中心孔与下轴承座的外圆柱面接触连接，并可轴向位移滑动，两面之间设置橡胶密封圈和真空密封脂。
可在两个飞轮转轴下端安装加载盘(69)，在对飞轮快速加载充能时，加载盘用于连接外部加载系统的加载接头和转轴，通过向飞轮转轴传输机械扭矩进行大功率快速加载充能。这 种加载方式对每个飞轮的加载功率可达到2000kW，充能时间可与汽车加油基本相当。
每个飞轮对应配置一套HET，每个飞轮与其对应的HET的一个转子(HET输入端转子)共用一个转轴。
用于对飞轮进行插电充能或卸载的外部电源，是连接电网交流电的可调压直流电源设备，该设备可布置于车辆内，或布置于插电场所。
对于集中型HET，每套HET可以设置两列外接直流电源的外接端子(16)(图2、图3、图17、图18)，连接包含转子导磁导电体在内的主电流线路，并设置液态金属转换开关(15)，用于在外接电源前抽空液体、断开原有的主电路，用以实现(分别)对各个飞轮进行插电充能或卸载。进行插电充能时，车辆手闸制动，断开液态金属转换开关(15)，接通各个电路连接区(5)，接通使HET飞轮端转子磁通达到最大值的相关励磁线圈，并一直维持最大励磁电流，调节直流电源电压大小与HET飞轮端转子电动势相等，方向与之相反，主电流线路与直流电源接通，调高直流电源电压至达到插电主电流额定限值或插电功率额定限值，在飞轮充能升速过程中持续调节调高直流电源电压，保持额定限值的插电主电流和/或插电功率，电流限制在前，功率限制在后，飞轮转速起点较高时只有功率限制；充能结束时，先调低直流电源电压至得到零电流，主电流线路与直流电源断开，取消HET励磁。进行插电卸载时，准备程序同上，电流方向相反，操作程序相反，即调低直流电源电压至达到插电卸载功率额定限值或插电卸载主电流额定限值。这种插电充能或卸载适合小功率应用情形，例如家用电源、社区电源、慢充和慢放。
可以采用集中型HET四轮驱动结构：每套HET的未与飞轮共用转轴的那个转子(HET输出端转子)的转轴上端，设置有一对锥齿轮，一个锥齿轮与该转轴直联，另一个锥齿轮的转轴与一个驱动桥主减速器连接，或通过一个固定速比减速器连接，或通过一个有级变速比减速器连接，或者其中还设置一个万向传动轴。
可以采用集中型HET两轮驱动结构：两套HET的输出端转子的转轴上端，一套设置有一对锥齿轮，另一套设置有一个主动锥齿轮和两个相对布置的被动锥齿轮，主动锥齿轮均与输出端转子转轴直联，不同HET的两个被动锥齿轮转轴之间通过一个万向传动轴连接，第三个被动锥齿轮转轴与驱动桥主减速器连接，或通过一个固定速比减速器连接，或通过一个有级变速比减速器连接，或者其中还设置一个万向传动轴。
可以采用集中型HET带分动的四轮驱动结构：两套HET的输出端转子的转轴上端，一套设置有一对锥齿轮，另一套设置有一个主动锥齿轮和两个相对布置的被动锥齿轮，主动锥齿轮均与输出端转子转轴直联，不同HET的两个被动锥齿轮转轴之间通过一个万向传动轴连接，第三个被动锥齿轮转轴与分配前后轴驱动力的分动器或轴间差速器连接，或通过一个固定速比减速器连接，或通过一个有级变速比减速器连接，分动器或轴间差速器再与前后两个驱动桥主减速器连接，或者其中还设置有万向传动轴。
可以采用分离型HET四轮驱动结构：未与飞轮共用转轴的两个HET输出端转子的转轴(即两个HET半偶件转轴)，分别与前后驱动桥主减速器连接，或通过一个固定速比减速器连接，或通过一个有级变速比减速器连接，或者其中还设置一个万向传动轴。在每个飞轮轴端HET半偶件的外联导体上，可以并联接出连接外部直流电源的导线，用以实现(分别)对各个飞轮进行插电充能或卸载。进行插电充能时，断开非飞轮轴端HET半偶件的电路连接区(5)，接通飞轮轴端半偶件的电路连接区(5)，接通使HET飞轮端转子磁通达到最大值的相关励磁线圈，并一直维持最大励磁电流，调节直流电源电压大小与HET飞轮端转子电动势相等，方向与之相反，主电流线路与直流电源接通，调高直流电源电压至达到插电主电流额定限值或 插电功率额定限值，在飞轮充能升速过程中持续调节调高直流电源电压，保持额定限值的插电主电流和/或插电功率，电流限制在前，功率限制在后，飞轮转速起点较高时只有功率限制；充能结束时，先调低直流电源电压至得到零电流，主电流线路与直流电源断开，取消HET励磁。进行插电卸载时，准备程序同上，电流方向相反，操作程序相反，即调低直流电源电压至达到插电卸载功率额定限值或插电卸载主电流额定限值。这种插电充能或卸载适合小功率应用情形。
可以采用分离型HET两轮驱动结构：未与飞轮共用转轴的两个HET半偶件合并为一个半偶件，合并后的半偶件额定电动势是合并前的两个半偶件额定电动势之和，两个飞轮轴端半偶件和一个合并半偶件三者主电路采用外联导体串联，合并半偶件转轴与驱动桥主减速器连接，或通过一个固定速比减速器连接，或通过一个有级变速比减速器连接，或者其中还设置一个万向传动轴。
可以采用分离型HET带分动的四轮驱动结构：未与飞轮共用转轴的两个HET半偶件合并为一个半偶件，合并后的半偶件额定电动势是合并前的两个半偶件额定电动势之和，两个飞轮轴端半偶件和一个合并半偶件三者主电路采用外联导体串联，合并半偶件转轴与分配前后轴驱动力的分动器或轴间差速器连接，或通过一个固定速比减速器连接，或通过一个有级变速比减速器连接，分动器或轴间差速器再与前后两个驱动桥主减速器连接，或者其中还设置有万向传动轴。
在合并半偶件的外联导体上，可以并联接出连接外部直流电源的导线，用以实现对两个飞轮进行插电充能或卸载。进行插电充能时，断开合并半偶件的电路连接区(5)，接通两个飞轮轴端半偶件的电路连接区(5)，接通使两个HET飞轮端转子磁通达到最大值的相关励磁线圈，并一直维持最大励磁电流(为使两个飞轮转速在充能结束时趋于一致，适当调整两个转子的励磁电流，使转速较低者得到较大的电动势和电功率)，调节直流电源电压大小与两个HET飞轮端转子电动势之和相等，方向与之相反，主电流线路与直流电源接通，调高直流电源电压至达到插电主电流额定限值或插电功率额定限值，在飞轮充能升速过程中持续调节调高直流电源电压，保持额定限值的插电主电流和/或插电功率，电流限制在前，功率限制在后，飞轮转速起点较高时只有功率限制；充能结束时，先调低直流电源电压至得到零电流，主电流线路与直流电源断开，取消HET励磁。进行插电卸载时，准备程序同上，电流方向相反，操作程序相反，即调低直流电源电压至达到插电卸载功率额定限值或插电卸载主电流额定限值。这种插电充能或卸载适合小功率应用情形。
固定速比减速器包括齿轮、带、链、蜗杆传动等形式。在此一般使用齿轮传动装置。
上述“输入轴”和“输出轴”是指驱动车辆运动时的定义名称，当功率流反向时各轴功能调换。
针对集中型HET各种驱动结构和分离型HET四轮驱动结构中的每套HET，可以采用第二类调节方法。调节时，实时测得ω1和ω2值，直接给定Me2参数值，采用待解励磁电流参数数量大于等于2的方案，将公式(a11)作为约束条件，求得待解励磁电流参数的某种最优组合解，例如是HET的主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解，该最优解可以是即时计算的，也可以从事先准备的数据库中调用。最后将求得的待解励磁电流参数值用于执行环节。
分离型HET两轮驱动结构和带分动的四轮驱动结构中的由两个飞轮轴端半偶件和一个合并半偶件三者构成的串联主电路的电磁定律公式具有如下形式：
飞轮a轴端半偶件转子的电动势：
E1a＝ω1a·∑Φ1a/(2π)                            (c1)
飞轮b轴端半偶件转子的电动势：
E1b＝ω1b·∑Φ1b/(2π)                                 (c2)
合并半偶件转子的电动势：
E2ab＝ω2ab·∑Φ2ab/(2π)                                (c3)
主电流回路的电动势之和：
∑Eab＝E1a+E1b+E2ab                                      (c4)
主电流：
I0ab＝∑Eab/R0ab                                        (c5)
飞轮a轴端半偶件转子所受的电磁转矩：
Me1a＝-I0ab·∑Φ1a/(2π)                                (c6)
飞轮b轴端半偶件转子所受的电磁转矩：
Me1b＝-I0ab·∑Φ1b/(2π)                                 (c7)
合并半偶件转子所受的电磁转矩：
Me2ab＝-I0ab·∑Φ2ab/(2π)                              (c8)
忽略温度变化对材料磁导率的影响，忽略气隙变动对磁阻的影响，∑Φ1a、∑Φ1b和∑Φ2ab可表示为主电流I0ab的绝对值|I0ab|和对应半偶件励磁线圈电流的函数：
∑Φ1a＝Ff1a(|I0ab|，Ia11，Ia12，…，Ia1m)                         (c9)
∑Φ1b＝Ff1b(|I0ab|，Ib11，Ib12，…，Ib1m)                         (c10)
∑Φ2ab＝Ff2ab(|I0ab|，Iab21，Iab22，…，Iab2m)                    (c11)
由公式(c1)至(c5)、(c9)至(c111)，可得到：
I0ab＝Fi 0ab(ω1a，ω1b，ω2ab，R0ab，Ii01，Ii02，…，Ii0m)              (c12)
由公式(c6)、(c9)、(c12)，可得到：
Me1a＝Fm1a(ω1a，ω1b，ω2ab，R0ab，Ii01，Ii02，…，Ii0m)                (c13)
由公式(c7)、(c10)、(c12)，可得到：
Me1b＝Fm1b(ω1a，ω1b，ω2ab，R0ab，Ii01，Ii02，…，Ii0m)                (c14)
由公式(c8)、(c11)、(c12)，可得到：
Me2ab＝Fm2ab(ω1a，ω1b，ω2ab，R0ab，Ii01，Ii02，…，Ii0m)             (c15)
由公式(c13)、(c14)，可得到：
Me1a/Me1b＝Fm1ab(ω1a，ω1b，ω2ab，R0ab，Ii01，Ii02，…，Ii0m)           (c16)
其中，Me1a/Me1b是Me1a参数与Me1b参数的比值，{Ii01，Ii02，…，Ii0m}是{Ia11，Ia12，…，Ia1m}、{Ib11，Ib12，…，Ib1m}、{Iab21，Iab22，…，Iab2m}的合集。
针对分离型HET两轮驱动结构和带分动的四轮驱动结构中的由两个飞轮轴端半偶件和一个合并半偶件三者构成的系统，可以扩展应用上述的HET第二类调节方法进行调节。调节时，实时测得ω1a、ω1b、ω2ab参数值，直接给定Me2ab参数值和Me1a/Me1b比值，采用待解励磁电流参数数量大于等于3的方案，将公式(c15)和(c16)作为约束条件，求得待解励磁电流参数的某种最优组合解，例如是该系统的主电流欧姆热(I0ab·I0ab·R0ab)和励磁电流欧姆热(∑Poi)之和最小的最优解，该最优解可以是即时计算的，也可以从事先准备的数据库中调用。最后将求得的待解励磁电流参数值用于执行环节。
在车辆驾驶席设置动力操纵单元，其中包括：一个车辆正车或倒车设置单元，一个车辆驱动转矩Me2或Me2ab指令单元，一个车辆制动指令单元。对于具有有级变速比机械传动装 置的车辆，还包括初始速比档位设置单元。在两个飞轮及其HET传递的功率大小分配方面，对两套HET电磁转矩的比例值进行设定。对于由两个飞轮轴端半偶件和一个合并半偶件三者构成的系统，该比例值具体是指Me1a/Me1b比值，对于由独立的两套HET构成的系统，该比例值具体是指两个HET输出端转子电磁转矩Me2之间的比值。
设定两套HET电磁转矩比例值的方法，可由驾驶席设置单元手操执行，即由司机操纵设置单元在起车前或在溜车时设定，也可由控制系统自动执行，即由控制系统自动在起车前或在溜车时或在非溜车行驶中设定，也可同时配置这两种措施，单独使用一种措施或联合使用两种措施执行设定。
动能回收制动和摩擦制动共用车辆制动指令单元的一套操纵装置，制动操作行程分为先后两段，在先行程段对应为从零至最大值的动能回收制动转矩相对值，在后行程段对应为从零至最大值的摩擦制动转矩相对值，在后行程段同时保持最大值的动能回收制动转矩。动能回收制动是通过HET反向功率流传递将车辆动能向飞轮回收，摩擦制动是采用车轮摩擦制动元件将车辆动能转换为热能。
对于由两个飞轮轴端半偶件和一个合并半偶件三者构成的HET系统，具有一套HET调节控制系统。对于由独立的两套HET构成的系统，具有两套在逻辑上互相独立的HET调节控制系统，但可共用一套硬件系统。
车辆起动程序如下：HET的各个励磁线圈电流处于零值状态，电路连接区(5)液态金属处于缩回断路状态，设定正车或倒车，设定两套HET电磁转矩的比例值，给出驱动转矩指令，电路连接区液态金属归位，由HET调节控制系统控制输出驱动转矩，起动车辆开始行驶。对装备有级变速比机械传动装置的车辆，在给出驱动转矩指令之前，还应设定其初始速比档位。
设定的初始速比档位，可以是有级变速比机械传动装置的任意一个档位，包括最小传动速比档位。在车辆行驶速度从零升速至最大速度范围内，控制使得传动速比值从初始档位值依次降低至最小传动速比档位值。当初始速比档位选择最小传动速比档位时，速比档位不再变化，相当于使用固定速比传动。
行驶中的换档操作由HET调节控制系统自动控制，当达到预定的档位转换速度时，控制使HET输出转矩降为零(即励磁电流降为零)，脱开原档位，使用同步器摩擦同步欲接合的两部分，挂接新档位，再按当时的驱动转矩指令使HET输出所需的转矩。
(d)应用HET的车辆用燃料发动机和飞轮混合动力系统
本发明的车辆混合动力系统，除燃料发动机之外，主要由飞轮和环槽集电、内部冷却的单极直流电磁传动机(HET)构成，飞轮作为能量载体，HET用以无级变速变矩传递能量，并且是操控能量流方向及大小的控制中枢。
一种可用于轿车、客车、货车等车辆的燃料发动机与飞轮混合动力系统，包括：一台燃烧燃料输出轴功的发动机，一个或两个储能飞轮装置，一套连接发动机、飞轮装置和驱动桥主减速器的传动系，以及它们的控制系统等，其中传动系的核心设备是环槽集电、内部冷却的单极直流电磁传动机(HET)。
储能飞轮装置是布置于车辆底盘的立轴式飞轮装置，可采用一个或两个飞轮装置。单飞轮方案相对简单，在飞轮储能容量较少、陀螺力矩不大的条件下可以选用。双飞轮方案相对复杂，可抵消陀螺力矩，在追求高稳定性、高储能容量的条件下可以选用。
双飞轮方案的两个飞轮的规格尺寸相同，仅是旋向相反。旋向相反的一对飞轮产生陀螺力矩时的力矩方向也相反，这两个飞轮转速相同时的陀螺力矩可完全互相抵消，即对车辆的 作用整体为零，仅表现为一对陀螺力矩作用在车辆底盘上。
立轴式飞轮具有四个显著优点，一是有利于采用优化的轴承组合方案，二是有利于采用轮体柔性连接结构，三是有利于大直径飞轮在车辆中的最优布置，四是有利于减少车辆行驶中产生飞轮陀螺力矩的机会和大小，从而降低陀螺力矩对飞轮结构、轴承和车辆底盘的冲击负荷。
可在飞轮转轴下端安装加载盘(69)，在对飞轮快速加载充能时，加载盘用于连接外部加载系统的加载接头和转轴，通过向飞轮转轴传输机械扭矩进行大功率快速加载充能。这种加载方式对每个飞轮的加载功率可达到一千千瓦以上，充能时间可与汽车加油基本相当。
立轴式飞轮装置结构方案的其他说明可详见“(c)应用HET的车辆用飞轮动力系统”的发明内容一节中的说明。
依据单飞轮与双飞轮之分，集中型与分离型HET之分，两轮与四轮驱动之分，直接四轮与分动四轮驱动之分，本发明方案给出了以下12种细分的动力系统组成：
单飞轮、集中型HET结构的通用说明部分：采用一个储能飞轮装置和两个集中型HET，一个HET(记作HET1)位于飞轮端，其输入端转子与飞轮共用一个转轴，另一个HET(记作HET3)位于发动机端，其输入端转子与发动机的输出轴连接，或通过一个固定速比机械传动装置连接，其输出端转子通过一个离合器(记作离合器3)与输出传动轴(记作传动轴3)连接；
(1)单飞轮、集中型HET、两轮驱动结构：在“单飞轮、集中型HET结构的通用说明部分”之后的说明：HET1的输出端转子转轴上端，设置有一对锥齿轮，一个锥齿轮与该转轴直联，另一个锥齿轮依次通过传动轴(记作传动轴1)和离合器(记作离合器1)与驱动桥主减速器连接，或者在离合器1与主减速器之间还串接一个固定速比减速器或有级变速比减速器，或者其中还增设一个万向传动轴，传动轴1与传动轴3之间通过一组齿轮连接；
(2)单飞轮、集中型HET、带分动的四轮驱动结构：在“单飞轮、集中型HET结构的通用说明部分”之后的说明：HET1的输出端转子转轴上端，设置有一对锥齿轮，一个锥齿轮与该转轴直联，另一个锥齿轮依次通过传动轴(记作传动轴1)和离合器(记作离合器1)与分配前后轴驱动力的分动器或轴间差速器连接，或者在离合器1与分动器或轴间差速器之间还串接一个固定速比减速器或有级变速比减速器，分动器或轴间差速器再与前后两个驱动桥主减速器连接，或者其中还增设一个万向传动轴，传动轴1与传动轴3之间通过一组齿轮连接；
(3)单飞轮、集中型HET、直接四轮驱动结构：在“单飞轮、集中型HET结构的通用说明部分”之后的说明：HET1的输出端转子转轴上端，设置有三叉锥齿轮组，包括一个立轴主动锥齿轮和两个从动锥齿轮，主动锥齿轮与该转轴直联，一个从动锥齿轮依次通过传动轴(记作传动轴1)和离合器(记作离合器1)与一个驱动桥的主减速器连接，或者在离合器1与主减速器之间还串接一个固定速比减速器或有级变速比减速器，或者其中还增设一个万向传动轴，另一个从动锥齿轮依次通过传动轴(记作传动轴2)、轴间差速器和离合器(记作离合器2)与另一个驱动桥的主减速器连接，或者在离合器2与主减速器之间还串接一个固定速比减速器或有级变速比减速器，或者其中还增设一个万向传动轴，传动轴1与传动轴3之间通过一组齿轮连接；
双飞轮、集中型HET结构的通用说明部分：采用两个旋向相反的储能飞轮装置和三个集中型HET，第一个HET(记作HET1)位于一个飞轮端，第二个HET(记作HET2)位于另一个飞轮端，HET1和HET2的输入端转子均与其对应的飞轮共用一个转轴，第三个HET(记作HET3)位于发动机端，其输入端转子与发动机的输出轴连接，或通过一个固定速比机械传动装置连 接，其输出端转子通过一个离合器(记作离合器3)与输出传动轴(记作传动轴3)连接；
(4)双飞轮、集中型HET、两轮驱动结构：在“双飞轮、集中型HET结构的通用说明部分”之后的说明：HET1的输出端转子转轴上端设置有三叉锥齿轮组(含一个立轴主动锥齿轮和两个从动锥齿轮)，其中的主动锥齿轮与该转轴直联，HET2的输出端转子转轴上端设置有一对锥齿轮，其中的一个锥齿轮与该转轴直联，其中的另一个锥齿轮与三叉锥齿轮组的一个从动锥齿轮通过一个万向传动轴连接，三叉锥齿轮组的另一个从动锥齿轮依次通过传动轴(记作传动轴1)和离合器(记作离合器1)与驱动桥主减速器连接，或者在离合器1与主减速器之间还串接一个固定速比减速器或有级变速比减速器，或者其中还增设一个万向传动轴，传动轴1与传动轴3之间通过一组齿轮连接；
(5)双飞轮、集中型HET、带分动的四轮驱动结构：在“双飞轮、集中型HET结构的通用说明部分”之后的说明：HET1的输出端转子转轴上端设置有三叉锥齿轮组(含一个立轴主动锥齿轮和两个从动锥齿轮)，其中的主动锥齿轮与该转轴直联，HET2的输出端转子转轴上端设置有一对锥齿轮，其中的一个锥齿轮与该转轴直联，其中的另一个锥齿轮与三叉锥齿轮组的一个从动锥齿轮通过一个万向传动轴连接，三叉锥齿轮组的另一个从动锥齿轮依次通过传动轴(记作传动轴1)和离合器(记作离合器1)与分配前后轴驱动力的分动器或轴间差速器连接，或者在离合器1与分动器或轴间差速器之间还串接一个固定速比减速器或有级变速比减速器，分动器或轴间差速器再与前后两个驱动桥主减速器连接，或者其中还增设一个万向传动轴，传动轴1与传动轴3之间通过一组齿轮连接：
(6)双飞轮、集中型HET、直接四轮驱动结构：在“双飞轮、集中型HET结构的通用说明部分”之后的说明：HET1和HET2的输出端转子转轴上端均设置有三叉锥齿轮组(含一个立轴主动锥齿轮和两个从动锥齿轮)，两个主动锥齿轮分别直联于两个上述转轴上，HET1和HET2上面的各一个从动锥齿轮通过一个万向传动轴连接，HET1上面的另一个从动锥齿轮依次通过传动轴(记作传动轴1)和离合器(记作离合器1)与一个驱动桥的主减速器连接，或者在离合器1与主减速器之间还串接一个固定速比减速器或有级变速比减速器，或者其中还增设一个万向传动轴，HET2上面的另一个从动锥齿轮依次通过传动轴(记作传动轴2)、轴间差速器和离合器(记作离合器2)与另一个驱动桥的主减速器连接，或者在离合器2与主减速器之间还串接一个固定速比减速器或有级变速比减速器，或者其中还增设一个万向传动轴，传动轴1与传动轴3之间通过一组齿轮连接；
(7)单飞轮、分离型HET、两轮驱动结构：采用一个储能飞轮装置和一个半分离型HET(含三个HET半偶件)，第一个半偶件(记作HETh11)与飞轮共用一个转轴，第二个半偶件(记作HETh12)转轴与驱动桥主减速器连接，或者通过一个固定速比减速器或有级变速比减速器连接，或者其中还增设一个万向传动轴，第三个半偶件(记作HETh3)转轴与发动机输出轴连接，或通过一个固定速比机械传动装置连接，三个HET半偶件的主电路通过外接端子(16)和外联导体串联构成一个主电流闭合回路；设计时可选取HETh11与HETh12的设计最大电动势相抵；
(8)单飞轮、分离型HET、带分动的四轮驱动结构：采用一个储能飞轮装置和一个半分离型HET(含三个HET半偶件)，第一个半偶件(记作HETh11)与飞轮共用一个转轴，第二个半偶件(记作HETh12)转轴与分配前后轴驱动力的分动器或轴间差速器连接，或者通过一个固定速比减速器或有级变速比减速器连接，分动器或轴间差速器再与前后两个驱动桥主减速器连接，或者其中还增设一个万向传动轴，第三个半偶件(记作HETh3)转轴与发动机输出轴连接，或通过一个固定速比机械传动装置连接，三个HET半偶件的主电路通过外接端子(16) 和外联导体串联构成一个主电流闭合回路；设计时可选取HETh11与HETh12的设计最大电动势相抵；
(9)单飞轮、分离型HET、直接四轮驱动结构：采用一个储能飞轮装置和两个分离型HET(含四个HET半偶件)，第一个半偶件(记作HETh11)与飞轮共用一个转轴，第二个半偶件(记作HETh12)转轴与一个驱动桥的主减速器连接，或者通过一个固定速比减速器或有级变速比减速器连接，或者其中还增设一个万向传动轴，第三个半偶件(记作HETh22)转轴与另一个驱动桥的主减速器连接，或者通过一个固定速比减速器或有级变速比减速器连接，或者其中还增设一个万向传动轴，第四个半偶件(记作HETh3)转轴与发动机输出轴连接，或通过一个固定速比机械传动装置连接，四个HET半偶件的主电路通过外接端子(16)和外联导体串联构成一个主电流闭合回路；设计时可选取飞轮侧HETh11设计最大电动势与两个车轴侧HETh12和HETh22的设计最大电动势之和相抵，一般取两个车轴侧HETh12和HETh22的设计最大电动势相同，设计最大转速也相同；
(10)双飞轮、分离型HET、两轮驱动结构：采用两个旋向相反的储能飞轮装置和两个分离型HET(含四个HET半偶件)，第一个半偶件(记作HETh11)与一个飞轮共用一个转轴，第个半偶件(记作HETh21)与另一个飞轮共用一个转轴，第三个半偶件(记作HETh12)转轴与驱动桥主减速器连接，或者通过一个固定速比减速器或有级变速比减速器连接，或者其中还增设一个万向传动轴，第四个半偶件(记作HETh3)转轴与发动机输出轴连接，或通过一个固定速比机械传动装置连接，四个HET半偶件的主电路通过外接端子(16)和外联导体串联构成一个主电流闭合回路；设计时可选取车轴侧HETh12设计最大电动势与两个轮侧HETh11和HETh21的设计最大电动势之和相抵，通常取两个飞轮侧HETh11和HETh21的设计最大电动势相同，设计最大转速也相同；
(11)双飞轮、分离型HET、带分动的四轮驱动结构：采用两个旋向相反的储能飞轮装置和两个分离型HET(含四个HET半偶件)，第一个半偶件(记作HETh11)与一个飞轮共用一个转轴，第二个半偶件(记作HETh21)与另一个飞轮共用一个转轴，第三个半偶件(记作HETh12)转轴与分配前后轴驱动力的分动器或轴间差速器连接，或者通过一个固定速比减速器或有级变速比减速器连接，分动器或轴间差速器再与前后两个驱动桥主减速器连接，或者其中还增设一个万向传动轴，第四个半偶件(记作HETh3)转轴与发动机输出轴连接，或通过一个固定速比机械传动装置连接，四个HET半偶件的主电路通过外接端子(16)和外联导体串联构成一个主电流闭合回路；设计时可选取车轴侧HETh12设计最大电动势与两个飞轮侧HETh11和HETh21的设计最大电动势之和相抵，通常取两个飞轮侧HETh11和HETh21的设计最大电动势相同，设计最大转速也相同；
(12)双飞轮、分离型HET、直接四轮驱动结构：采用两个旋向相反的储能飞轮装置和两个半分离型HET(含五个HET半偶件)，第一个半偶件(记作HETh11)与一个飞轮共用一个转轴，第二个半偶件(记作HETh21)与另一个飞轮共用一个转轴，第三个半偶件(记作HETh12)转轴与一个驱动桥的主减速器连接，或者通过一个固定速比减速器或有级变速比减速器连接，或者其中还增设一个万向传动轴，第四个半偶件(记作HETh22)转轴与另一个驱动桥的主减速器连接，或者通过一个固定速比减速器或有级变速比减速器连接，或者其中还增设一个万向传动轴，第五个半偶件(记作HETh3)转轴与发动机输出轴连接，或通过一个固定速比机械传动装置连接，五个HET半偶件的主电路通过外接端子(16)和外联导体串联构成一个主电流闭合回路；设计时可选取两个车轴侧HETh12和HETh22设计最大电动势之和与两个飞轮侧HETh11和HETh21的设计最大电动势之和相抵，一般取两个车轴侧HETh12和HHETh22的设 计最大电动势相同，设计最大转速也相同，通常取两个飞轮侧HETh11和HETh21的设计最大电动势相同，设计最大转速也相同。
固定速比减速器或机械传动装置包括齿轮、带、链、蜗杆传动等形式。在此一般使用齿轮传动装置。
上述“输入轴”和“输出轴”是指驱动车辆运动时的定义名称，当功率流反向时各轴功能调换。
车辆停驶时，可用外部电源对飞轮进行插电充能或卸载，可用发动机对飞轮进行充能。
车辆行驶时，飞轮和发动机具有以下五种功率流状态组合：飞轮驱动车辆(前行或倒车)；发动机驱动车辆(前行或倒车)，并同时向飞轮充能；发动机和飞轮同时驱动车辆(前行或倒车)；飞轮制动车辆(前行或倒车)；飞轮制动车辆(前行或倒车)，同时发动机向飞轮充能。
对于上述第(1)、(2)、(4)、(5)种细分结构，驱动或动能回收制动车辆时，接合离合器1；发动机带负荷运行时，接合离合器3，否则，脱开离合器3；对飞轮进行插电充能或卸载时，手闸制动车辆，接合离合器1，脱开离合器3；在停驶状态下由发动机向飞轮加载时，手闸制动车辆，脱开离合器1，接合离合器3。
对于上述第(3)、(6)种细分结构，驱动或动能回收制动车辆时，接合离合器1和离合器2；发动机带负荷运行时，接合离合器3，否则，脱开离合器3；对飞轮进行插电充能或卸载时，手闸制动车辆，接合离合器1和离合器2，脱开离合器3；在停驶状态下由发动机向飞轮加载时，手闸制动车辆，脱开离合器1和离合器2，接合离合器3。
对于上述第(7)至(12)种细分结构，当对飞轮进行插电充能或卸载时，接通该飞轮端HET半偶件的电路连接区(5)，断开其它HET半偶件的电路连接区(5)和励磁电流电路，接通外部电源；在停驶状态下由发动机向飞轮加载时，手闸制动车辆，断开外部电源，接通全部HET半偶件的电路连接区(5)，断开除该飞轮端HET半偶件和发动机侧HET半偶件之外的其它HET半偶件的励磁电流电路。
用于对飞轮进行插电充能或卸载的外部电源，是连接电网交流电的可调压直流电源设备，该设备可布置于车辆内，或布置于插电场所。
对于集中型HET，每套HET可以设置两列外接直流电源的外接端子(16)(图2、图3、图17、图18)，连接包含转子导磁导电体在内的主电流线路，并设置液态金属转换开关(15)，用于在外接电源前抽空液体、断开原有的主电路，用以实现(分别)对各个飞轮进行插电充能或卸载。进行插电充能时，车辆手闸制动，断开液态金属转换开关(15)，接通各个电路连接区(5)，接通使HET飞轮端转子磁通达到最大值的相关励磁线圈，并一直维持最大励磁电流，调节直流电源电压大小与HET飞轮端转子电动势相等，方向与之相反，主电流线路与直流电源接通，调高直流电源电压至达到插电主电流额定限值或插电功率额定限值，在飞轮充能升速过程中持续调节调高直流电源电压，保持额定限值的插电主电流和/或插电功率，电流限制在前，功率限制在后，飞轮转速起点较高时只有功率限制；充能结束时，先调低直流电源电压至得到零电流，主电流线路与直流电源断开，取消HET励磁。进行插电卸载时，准备程序同上，电流方向相反，操作程序相反，即调低直流电源电压至达到插电卸载功率额定限值或插电卸载主电流额定限值。这种插电充能或卸载适合小功率应用情形，例如家用电源、社区电源、慢充和慢放。
对于分离型HET，在每个飞轮轴端HET半偶件的外联导体上，可以并联接出连接外部直流电源的导线，用以实现(分别)对各个飞轮进行插电充能或卸载。进行插电充能时，断开非飞轮轴端HET半偶件的电路连接区(5)，接通飞轮轴端半偶件的电路连接区(5)，接通使 HET飞轮端转子磁通达到最大值的相关励磁线圈，并一直维持最大励磁电流，调节直流电源电压大小与HET飞轮端转子电动势相等，方向与之相反，主电流线路与直流电源接通，调高直流电源电压至达到插电主电流额定限值或插电功率额定限值，在飞轮充能升速过程中持续调节调高直流电源电压，保持额定限值的插电主电流和/或插电功率，电流限制在前，功率限制在后，飞轮转速起点较高时只有功率限制；充能结束时，先调低直流电源电压至得到零电流，主电流线路与直流电源断开，取消HET励磁。进行插电卸载时，准备程序同上，电流方向相反，操作程序相反，即调低直流电源电压至达到插电卸载功率额定限值或插电卸载主电流额定限值。这种插电充能或卸载适合小功率应用情形。
对上述第(1)至(6)种细分结构中的每套集中型HET可以采用针对HET的第二类调节方法。
由三个或四个或五个HET半偶件串联构成的主电路的电磁定律公式具有如下形式(三个或四个HET半偶件的情形适用其中的部分公式)：
飞轮1端HET半偶件转子的电动势：
Eh11＝ωh11·∑Φh11/(2π)                            (d1)
飞轮2端HET半偶件转子的电动势：
Eh21＝ωh21·∑Φh21/(2π)                          (d2)
车轴1侧HET半偶件转子的电动势：
Eh12＝ωh12·∑Φh12/(2π)                           (d3)
车轴2侧HET半偶件转子的电动势：
Eh22＝ωh22·∑Φh22/(2π)                          (d4)
发动机侧HET半偶件转子的电动势：
Eh3＝ωh3·∑Φh3/(2π)                              (d5)
第(7)、第(8)种细分结构的主电流回路电动势之和：
∑E＝Eh11+Eh12+Eh3                              (d6)
第(9)种细分结构的主电流回路电动势之和：
∑E＝Eh11+Eh12+Eh22+Eh3                        (d7)
第(10)、第(11)种细分结构的主电流回路电动势之和：
∑E＝Eh11+Eh21+Eh12+Eh3                        (d8)
第(12)种细分结构的主电流回路电动势之和：
∑E＝Eh11+Eh21+Eh12+Eh22+Eh3                      (d9)
主电流：
I0＝∑E/R0                                  (d10)
飞轮1端HET半偶件转子所受的电磁转矩：
Mhe11＝-I0·∑Φh11/(2π)                        (d11)
飞轮2端HET半偶件转子所受的电磁转矩：
Mhe21＝-I0·∑Φh21/(2π)                          (d12)
车轴1侧HET半偶件转子所受的电磁转矩：
Mhe12＝-I0·∑Φh12/(2π)                            (d13)
车轴2侧HET半偶件转子所受的电磁转矩：
Mhe22＝-I0·∑Φh22/(2π)                            (d14)
发动机侧HET半偶件转子所受的电磁转矩：
Mhe3＝-I0·∑Φh3/(2π)                             (d15)
忽略温度变化对材料磁导率的影响，忽略气隙变动对磁阻的影响，∑Φh11、∑Φh21、∑Φh12、∑Φh22和∑Φh3可表示为主电流I0的绝对值|I0|和对应HET半偶件励磁线圈电流的如下函数：
∑Φh11＝Ffh11(|I0|，Ih111，Ih112，…，Ih11m)                  (d16)
∑Φh21＝Ffh21(|I0|，Ih211，Ih212，…，Ih21m)                     (d17)
∑Φh12＝Ffh12(|I0|，Ih121，Ih122，…，Ih12m)                      (d18)
∑Φh22＝Ffh22(|I0|，Ih221，Ih222，…，Ih22m)                    (d19)
∑Φh3＝Ffh3(|I0|，Ih31，Ih32，…，Ih3m)                           (d20)
对于第(7)、第(8)种细分结构，
由公式(d1)、(d3)、(d5)、(d6)、(d10)得到：
I0＝Fi0(ωh11，ωh12，ωh3，R0，I1，I2，…，In)                         (d21)
由公式(d11)、(d16)、(d21)，可得到：
Mhe11＝Fmh11(ωh11，ωh12，ωh3，R0，I1，I2，…，In)                   (d22)
由公式(d13)、(d18)、(d21)，可得到：
Mhe12＝Fmh12(ωh11，ωh12，ωh3，R0，I1，I2，…，In)                  (d23)
由公式(d15)、(d20)、(d21)，可得到：
Mhe3＝Fmh3(ωh11，ωh12，ωh3，R0，I1，I2，…，In)                        (d24)
针对第(7)、第(8)种细分结构的三个HET半偶件串联系统，可以扩展应用上述的HET第二类调节方法，以Mhe12、Mhe3或Mhe11参数为控制指令。调节时，实时测得ωh11、ωh12、ωh3参数值，直接给定Mhe12参数值，利用功率流管理策略计算给定Mhe3或Mhe11参数值，采用待解励磁电流参数数量大于等于3的方案，将公式(d23)、公式(d24)或(d22)作为约束条件，求得待解励磁电流参数的某种最优组合解，例如是该系统的主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解，该最优解可以是即时计算的，也可以从事先准备的数据库中调用。最后将求得的待解励磁电流参数值用于执行环节。
对于第(9)种细分结构，
由公式(d1)、(d3)、(d4)、(d5)、(d7)、(d10)得到：
10＝Fi0(ωh11，ωh12，ωh22，ωh3，R0，I1，I2，…，In)                      (d25)
由公式(d11)、(d16)、(d25)，可得到：
Mhe11＝Fmh11(ωh11，ωh12，ωh22，ωh3，R0，I1，I2，…，In)                (d26)
由公式(d13)、(d18)、(d25)，可得到：
Mhe12＝Fmh12(ωh11，ωh12，ωh22，ωh3，R0，I1，I2，…，In)                (d27)
由公式(d14)、(d19)、(d25)，可得到：
Mhe22＝Fmh22(ωh11，ωh12，ωh22，ωh3，R0，I1，I2，…，In)                (d28)
由公式(d15)、(d20)、(d25)，可得到：
Mhe3＝Fmh3(ωh11，ωh12，ωh22，ωh3，R0，I1，I2，…，In)                  (d29)
针对第(9)种细分结构的四个HET半偶件串联系统，可以扩展应用上述的HET第二类调节方法，以Mhe12、Mhe22、Mhe3或Mhe11参数为控制指令。调节时，实时测得ωh11、ωh12、ωh22、ωh3参数值，直接给定Mhe12与Mhe22总和值，利用功率流管理策略计算给定Mhe12、Mhe22、Mhe3或Mhe11参数值，采用待解励磁电流参数数量大于等于4的方案，将公式(d27)、(d28)、公式(d29)或(d26)作为约束条件，求得待解励磁电流参数的某种最优组合解，例如是 该系统的主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解，该最优解可以是即时计算的，也可以从事先准备的数据库中调用。最后将求得的待解励磁电流参数值用于执行环节。
对于第(10)、(11)种细分结构，
由公式(d1)、(d2)、(d3)、(d5)、(d8)、(d10)得到：
I0＝Fi0(ωh11，ωh12，ωh21，ωh3，R0，I1，I2，…，In)                      (d30)
由公式(d11)、(d16)、(d30)，可得到：
Mhe11＝Fmh11(ωh11，ωh12，ωh21，ωh3，R0，I1，I2，…，In)                (d31)
由公式(d13)、(d18)、(d30)，可得到：
Mhe12＝Fmh12(ωh11，ωh12，ωh21，ωh3，R0，I1，I2，…，In)                (d32)
由公式(d12)、(d17)、(d30)，可得到：
Mhe21＝Fmh21(ωh11，ωh12，ωh21，ωh3，R0，I1，I2，…，In)                (d33)
由公式(d15)、(d20)、(d30)，可得到：
Mhe3＝Fmh3(ωh11，ωh12，ωh21，ωh3，R0，I1，I2，…，In)                   (d34)
针对第(10)、(11)种细分结构的四个HET半偶件串联系统，可以扩展应用上述的HET第二类调节方法，以Mhe12、Mhe3、Mhe11或Mhe21参数为控制指令。调节时，实时测得ωh11、ωh12、ωh21、ωh3参数值，直接给定Mhe12参数值，利用功率流管理策略计算给定Mhe3、Mhc11或Mhe21参数值，采用待解励磁电流参数数量大于等于4的方案，将公式(d32)、(d34)、公式(d31)或(d33)作为约束条件，求得待解励磁电流参数的某种最优组合解，例如是该系统的主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解，该最优解可以是即时计算的，也可以从事先准备的数据库中调用。最后将求得的待解励磁电流参数值用于执行环节。
对于第(12)种细分结构，
由公式(d1)、(d2)、(d3)、(d4)、(d5)、(d9)、(d10)得到：
10＝Fi0(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In)               (d35)
由公式(d11)、(d16)、(d35)，可得到：
Mhe11＝Fmh11(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In)          (d36)
由公式(d12)、(d17)、(d35)，可得到：
Mhe21＝Fmh21(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In)          (d37)
由公式(d13)、(d18)、(d35)，可得到：
Mhe12＝Fmh12(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In)          (d38)
由公式(d14)、(d19)、(d35)，可得到：
Mhe22＝Fmh22(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In)          (d39)
由公式(d15)、(d20)、(d35)，可得到：
Mhe3＝Fmh3(ωh11，ωh21，ωh12，ωh22，ωh3，R0，I1，I2，…，In)            (d40)
针对第(12)种细分结构的五个HET半偶件串联系统，可以扩展应用上述的HET第二类调节方法，以Mhe12、Mhe22、Mhe3、Mhe11或Mhe21参数为控制指令。调节时，实时测得ωh11、ωh21、ωh12、ωh22、ωh3参数值，直接给定Mhe12和Mhe22总和值，利用功率流管理策略计算给定Mhe12、Mhe22、Mhe3、Mhe11或Mhe21参数值，采用待解励磁电流参数数量大于等于5的方案，将公式(d38)、(d39、(d40)、公式(d36)或(d37)作为约束条件，求得待解励磁电流参数的某种最优组合解，例如是该系统的主电流欧姆热(I0·I0·R0)和励磁电 流欧姆热(∑Poi)之和最小的最优解，该最优解可以是即时计算的，也可以从事先准备的数据库中调用。最后将求得的待解励磁电流参数值用于执行环节。
发动机配置起动机及相应的蓄电池，但在飞轮具有可用能量或正在回收动能的情形下，优先选择采用飞轮能量或回收动能起动发动机，并直接拖动发动机至怠速转速，再喷油点燃(汽油机)或压燃(柴油机)。这样可避免频繁使用起动机和蓄电池，并使起动过程具有较高的能最效率。
在车辆驾驶席设置动力操纵单元，其中包含车辆驱动转矩指令操纵输出单元，该指令为表示驱动转矩大小的相对值，指令范围对应从零至当前可得到的最大值，当前可得到的车辆驱动转矩最大值由动力控制系统依据当前状态测量参数计算得出。对于第(4)、(5)、(6)、(10)、(11)种细分结构，动力操纵单元也可包括对两个飞轮转矩分配比例的设置单元；对于第(9)种细分结构，动力操纵单元也可包括对前后驱动轴转矩分配比例的设置单元；对于第(12)种细分结构，动力操纵单元也可包括对两个飞轮转矩分配比例的设置单元，以及对前后驱动轴转矩分配比例的设置单元。对两飞轮或两驱动轴转矩分配比例的设定，可由驾驶席设置单元手操执行，即由司机操纵设置单元在起车前或在溜车时设定，也可由动力控制系统自动执行，即由控制系统自动在起车前或在溜车时或在非溜车行驶中设定，也可同时配置这两种措施，单独使用一种措施或联合使用两种措施执行设定。
动力操纵单元包括车辆制动指令操纵输出单元，该单元包含动能回收制动和摩擦制动，两种制动共用一套操纵装置，制动操作行程分为先后两段，在先行程段对应为从零至最大值的动能回收制动转矩相对值，在后行程段对应为从零至最大值的摩擦制动转矩相对值，在后行程段同时保持最大值的动能回收制动转矩。动能回收制动是通过HET反向功率流传递将车辆动能向飞轮回收，摩擦制动是采用车轮摩擦制动元件将车辆动能转换为热能。动能回收制动转矩最大值是当前可得到的最大值，由动力控制系统依据当前状态测量参数计算得出。
对于具有有级变速比机械传动装置的车辆，动力操纵单元还包括初始速比档位设置单元。设定的初始速比档位，可以是有级变速比机械传动装置的任意一个档位，包括最小传动速比档位。在车辆行驶速度从零升速至最大速度范围内，控制使得传动速比值从初始档位值依次降低至最小传动速比档位值。当初始速比档位选择最小传动速比档位时，速比档位不再变化，相当于使用固定速比传动。行驶中的换档操作由动力控制系统自动控制，当达到预定的档位转换速度时，控制使传递转矩降为零，脱开原档位，使用同步器摩擦同步欲接合的两部分，挂接新档位，再按当时的驱动转矩指令传递所需的转矩。
动力操纵单元还包括车辆前进正车或倒车设置单元。
(e)应用HET的对车辆储能飞轮的机械连接加载充能系统
本发明的对车辆储能飞轮的充能系统，利用外部加能站设备，直接地机械驱动飞轮轴，加载功率可以达到2000kW，加载时间可以缩短到若干分钟之内。
该系统具有以下三类方案：
第一类方案：
系统包括：操作时与车辆储能飞轮转轴下端加载盘机械连接的加载接头，与交流电网连接的一台电动机，加载接头与电动机之间的传动系。
其中，传动系含有一套环槽集电、内部冷却的单极直流电磁传动机(HET)，又区分为分离型HET方案和集中型HET方案。
分离型HET方案的HET具有加载端半偶件HETho(输出端)和供能端半偶件HEThi(输入 端)，根据HETho的型式不同，又区分为立式HETho方案和卧式HETho方案。
立式HETho方案的HETho位于分离型HET的上侧，HETho转轴上端也可再连接一个立式万向传动轴。配对的HEThi可选择同轴线的立式结构，也可选择卧式结构。采用立式HEThi时，其转轴与下方的立式电动机转轴连接，或通过一台增速齿轮箱与下方的立式电动机转轴连接，或通过一台带锥齿轮的增速齿轮箱与侧下方的卧式电动机转轴连接。采用卧式HEThi时，其转轴与侧面的卧式电动机转轴连接，或通过一台增速齿轮箱与侧面的卧式电动机转轴连接。
卧式HETho方案的HETho转轴通过一台带锥齿轮的增速齿轮箱与侧上方的一个立式万向传动轴连接。配对的HEThi为卧式结构，其转轴与侧面的卧式电动机转轴连接，或通过一台增速齿轮箱与侧面的卧式电动机转轴连接。
集中型HET方案又区分为立式HET方案和卧式HET方案。采用立式HET方案时，HET输出端转子位于上侧，其转轴与上方的一个立式万向传动轴连接，HET输入端转子转轴与下方的立式电动机转轴连接，或通过一台增速齿轮箱与下方的立式电动机转轴连接，或通过一台带锥齿轮的增速齿轮箱与侧下方的卧式电动机转轴连接。采用卧式HET方案时，HET输出端转子转轴通过一台带锥齿轮的增速齿轮箱与侧上方的一个立式万向传动轴连接，HET输入端转子转轴与侧面的卧式电动机转轴连接，或通过一台增速齿轮箱与侧面的卧式电动机转轴连接。
第二类方案：
系统包括：操作时与车辆储能飞轮转轴下端加载盘机械连接的加载接头，与交流电网连接的一台电动机，一个作缓冲用途的立轴式飞轮装置，加载接头与缓冲飞轮之间的、缓冲飞轮与电动机之间的传动系。
其中，传动系含有两套环槽集电、内部冷却的单极直流电磁传动机(HET)，一套HET(加载HET)位于缓冲飞轮与加载接头之间，另一套HET(供能HET)位于缓冲飞轮与电动机之间。
缓冲飞轮之前的部分(加载接头与缓冲飞轮之间的部分)：加载HET可用立式分离型或立式集中型，加载HET输入端转子位于下侧，连接立式缓冲飞轮的上伸轴，加载HET输出端转子转轴上端连接一个立式万向传动轴；立式分离型的也可不加万向传动轴。
缓冲飞轮之后的部分(缓冲飞轮与电动机之间的部分)：供能HET可用立式分离型或立式集中型，供能HET输出端转子位于上侧，连接立式缓冲飞轮的下伸轴，供能HET输入端转子转轴下端与下方的立式电动机转轴连接，或通过一台增速齿轮箱与下方的立式电动机转轴连接，或通过一台带锥齿轮的增速齿轮箱与侧下方的卧式电动机转轴连接；供能HET也可由输出端立式HET半偶件和输入端卧式HET半偶件组成，输出端立式HET半偶件位于上侧，连接立式缓冲飞轮的下伸轴，输入端卧式HET半偶件转轴与侧面的卧式电动机转轴连接，或通过一台增速齿轮箱与侧面的卧式电动机转轴连接。
缓冲飞轮用于对车辆飞轮的机械连接加载充能系统中，可以起到以下作用：避免频繁起动大型电动机(典型功率2000kW)，可以使用较小功率电动机常充缓冲飞轮，稳定电网，减少设备投资，可用一个较大容量的缓冲飞轮满足充能站多点加载。
上述机械连接加载充能系统中的电动机，可以是同步电动机或异步电动机，同步电动机对电网有利。电动机起动后运行在同步转速或转差率不大的较稳定转速上，不需要调速运行。当需要车辆飞轮或缓冲飞轮向电网卸载时，电动机可逆向运行作为发电机使用。
上述机械连接加载充能系统中的不设置万向传动轴的方案，其(加载)HET均采用了分离型结构，其输出端半偶件均为立式结构，并且是可移动的。此时，(加载)HET的两个分离 型半偶件之间的外联导体采用混排柔性电缆，或中间一部分采用混排柔性电缆，以获得错位移动容让性。
第三类方案：
系统包括：操作时与车辆储能飞轮转轴下端加载盘机械连接的加载接头，与交流电网连接的直流电源，加载接头与直流电源之间的传动系和电路连接线。
其中，传动系含有一个HET半偶件，HET半偶件由直流电源通过同轴导体或混排柔性电缆供电。区分为HET半偶件立式方案和卧式方案。采用立式HET半偶件时，其转轴上端可与一个立式万向传动轴连接，也可不加万向传动轴而直接使用，这时的直流供电采用混排柔性电缆或中间一部分采用混排柔性电缆；采用卧式HET半偶件时，其转轴通过一台带锥齿轮的增速齿轮箱与侧上方的一个立式万向传动轴连接。
该直流电源的电压设计值可取30伏至50伏，HET半偶件串联级数越多，额定电压值越高。直流电源经电网交流电整流和降压得来，输出电压可调节，对飞轮加载时运行在最大电流限制边界和最大功率限制边界及其范围内。直流电源可在充能站容易地布置实施对多个车辆、多个飞轮的多头加载。该直流电源可增加逆变器等设备，当需要为车辆飞轮卸载时，能量逆向返回交流电网。
上述机械连接加载充能系统中的集中型HET，可以采用图5、图6、图7、图16、图19、图21所表示的方案。上述机械连接加载充能系统中的分离型HET半偶件，可以采用图8至图15、图30、图31所表示的方案。
上述的对车辆飞轮的机械连接加载充能系统，还可以在传动系增加设置一个立式圆柱齿轮增速器，位于靠近车辆飞轮侧，即：当已设置万向传动轴时，增速器与已有的立式万向传动轴上端连接；当未设置万向传动轴时，增速器与已有的加载端立式HET半偶件转轴上端连接。增设该增速器的作用在于，合理降低位于传动系顶端的万向传动轴、加载端立式HET半偶件的转速。该增速器可设计为单级或多级，输出轴与输入轴可平行错位或同轴线，同轴线利于操作。
加载接头装配在传动系顶端设备的最上端转轴上面，当配置了立式圆柱齿轮增速器时，其输出轴上面装配加载接头；当未配置增速器，已配置立式万向传动轴时，万向传动轴的输出轴上面装配加载接头；当未配置增速器和万向传动轴，已配置加载端立式HET半偶件时，HET半偶件的转轴上面装配加载接头。
加载接头与车辆飞轮转轴下端加载盘的机械连接，采用嵌合式结构或摩擦式结构。该连接结构的选择关注以下因素：零转速至最大转速范围内均能接合、传扭和脱离，传递转矩能力，外形尺寸大小，结构简单，容易接合，接合冲击力、轴向推力、径向合成力尽量小，振动、发热尽量小，飞轮加载盘在不加载时的单独日常旋转带来的鼓风摩耗要小、噪声要低。嵌合式结构具有转矩大、尺寸小、不发热的优点，其缺点是：转速允差小，对中需精确，有冲击，加载盘的齿或牙引起的鼓风摩耗和噪声较大。摩擦式结构的优缺点与嵌合式结构正好对换。嵌合式结构优选传递转矩能力较大的齿轮式结构或牙嵌式结构，并且其结构简单，利于实现两个分离元件的长行程接合。摩擦式结构优选不产生轴向推力的圆柱面接合形式，以及作用负荷较大的、结构较简单的液压式操纵加压方式，例如外抱胶管液压式结构。液压式结构的液压油由附属系统液压站供应，通过管路和加载转轴上的轴心输油孔传输到加载接头的液压工作腔，管路与加载转轴的密封接头首选位于暴露可接触的加载转轴下轴端，当转轴下轴端不能接触时，密封接头设计在加载转轴的一段圆柱面上。
上述的对车辆飞轮的机械连接加载充能系统，可以增加设置一套使加载接头方位移动的 机械手系统，以及对车辆立式飞轮转轴方位的检测系统。
使加载接头方位移动的机械手系统，以及对车辆立式飞轮转轴方位的检测系统，用于对加载接头及其支承固定件进行找中定位和移动操纵。机械手系统在加载接头的支承固定件外表面设置三个球面铰支点，利用六个直线进动执行装置控制三个支点的空间位置，从而操纵加载接头空间位置和方向角的调整移动。加载前进行的工作程序：打开飞轮轴端防护罩，非接触测量飞轮轴端空间位置和方向角(三个空间坐标和两个方向角)，利用机械手系统将加载接头及其支承固定件调整移动到预备位置和姿态(与飞轮方向角相同)，然后直线平移加载接头至加载工作位置。
上面所述的立式万向传动轴，由一对万向节、中间的可伸缩花键传动轴、两端的传动轴及其轴承和固支件等组成，无论其上端传动轴是否连接有立式圆柱齿轮增速器，机械手系统控制操纵或者人工操纵的移动对象均包含万向传动轴的上端传动轴，五个自由度的万向传动轴自动适应这种移动和转角。优先选用等速万向节，在加载工作位置的万向节交角较小时，以及振动在允许范围内时，可以选用十字轴万向节。
对车辆飞轮的机械连接加载充能系统，还可设置对车辆车架的固定支承装置，用于在车辆飞轮加载前支承车重(轮胎架空)和固定车架，使坐落于车架上的飞轮位置稳定。该装置采用三点支承结构，例如在车辆车架布置前两点支承和后一点支承，也可采用四点支承结构。
(f)应用HET的风力发电系统
本发明的风力发电系统，在风轮(或增速齿轮箱)与发电机之间，采用环槽集电、内部冷却的单极直流电磁传动机(HET)作为无级变速变矩传动设备，实现风轮在设计风速以下的全部工况始终保持最佳叶尖速比变速运转，而同步或异步发电机始终保持同步恒速运转或异步近似恒速运转，向电网提供稳定工频和高品质电能。
一种风力发电系统，包括：一个吸收风能的风轮，水平轴式或竖轴式均可，一个直接输出工频交流电的、与电网连接(或与离网用户连接)的发电机，同步或异步发电机均可，一个连接风轮和发电机的传动系，以及这些设备的控制系统。其中的传动系具有两类方案。
第一类方案：
称为“无齿轮箱直联”方案，采用一台环槽集电、内部冷却的单极直流电磁传动机(HET)直接连接风轮与发电机。HET采用分离型，一个HET半偶件与风轮轴连接，与风轮同转速变速运行，另一个HET半偶件与发电机轴连接，与发电机同转速恒速或近似恒速运行。风轮侧HET半偶件转速很低，采用空心轴、内转子型结构，或者采用外转子型结构(图11)，外转子型的中空结构有利于静子在内圈布置，以获得较小的重量和较短的电缆及附属管线等益处。风轮侧HET半偶件尺寸和重量很大，是其一个大缺点，有利之处是取消大速比增速齿轮箱、减少维护工作及其故障隐患。
第二类方案：
称为“带增速的连接”方案，采用一台增速齿轮箱和一台环槽集电、内部冷却的单极直流电磁传动机(HET)，布置顺序依次为：风轮、齿轮箱、HET、发电机。HET采用集中型或分离型，一个HET转子与齿轮箱输出轴连接，作变速运行，另一个HET转子与发电机轴连接，与发电机同转速恒速或近似恒速运行。齿轮箱增速比一般选取等于发电机转速与风轮设计转速之比值，使HET的两个转子具有相同的设计转速，也可选取较小的齿轮箱增速比。在重量和成本因素方面，“带增速的连接”方案明显优于“无齿轮箱直联”方案。
发电机采用通用的同步发电机或异步发电机，同步发电机恒转速运行，异步发电机近似 恒转速运行，均直接输出工频交流电，经升压向电网供电，或向离网用户供电。
风轮可以采用水平轴式或竖轴式。但广泛应用的是水平轴式风轮，带有三个翼型叶片。水平轴式风轮可以采用固定桨距角叶片或变桨距角叶片。
在设计风速及以下风速情况下，水平轴式风轮以设计桨距角变转速运转，利用HET的调节功能，控制风轮转速跟随风速变化，始终保持在最佳叶尖速比状态附近。
在设计风速以上风速至切出风速情况下，对于采用固定桨距角叶片的水平轴式风轮，使用失速方法进行功率限制控制，利用HET的调节功能控制风轮保持设计转速，或使风轮变速(主要是降速)运转以使风轮输出维持设计功率；对于采用变桨距角叶片的水平轴式风轮，使用变桨距角方法或“主动失速控制”方法进行功率限制控制，利用HET的调节功能控制风轮保持设计转速，或使风轮变速(主要是降速)运转以使风轮输出维持设计功率。
传动系配置一套机械刹车装置，“无齿轮箱直联”方案的机械刹车装置设在风轮轴处，“带增速的连接”方案的机械刹车装置可以设在风轮轴处，也可以设在齿轮箱输出轴处。风轮同时配备空气动力制动措施，变桨距叶片风轮采用“顺桨”制动方法，固定桨距叶片带有“叶尖”顺桨制动结构或“扰流板”制动结构。
水平轴式风轮采用如下一种对风装置：偏航驱动主动对风机构，对风尾舵，对风侧轮。
(g)应用HET和飞轮的风力发电系统
本发明方案采用飞轮和环槽集电、内部冷却的单极直流电磁传动机(HET)作为储能装置和传动设备，应用在风力发电系统中，实现一种带储能装置的风力发电系统，实现稳定发电的功能，并发挥HET的传动优势，大幅提高风能捕获效率，从而较全面地改进风力发电系统。
一种风力发电系统，包括：一个吸收风能的水平轴式或竖轴式风轮，一个与电网连接或与离网用户连接的发电机，一个储能飞轮装置，一套含有环槽集电、内部冷却的单极直流电磁传动机(HET)的传动系，以及这些设备的控制系统。
储能飞轮由轮体、转轴、轴承、真空腔室等组成，轮体的大质量部分由单向连续纤维增强复合材料周向缠绕制成，轴承采用机械滚动轴承或磁力轴承。储能飞轮的较佳方案是采用立式飞轮。
立式飞轮的方案说明可详见“(c)应用HET的车辆用飞轮动力系统”的发明内容一节中的说明。
本发明风电系统中的风轮、发电机、飞轮三者之间的传动系具有三类方案：第一类是风轮与发电机之间无HET的方案，相当于在现有常规风电系统上增加了储能装置及其传动设备，第二类是风轮与发电机之间具有一套独立HET的方案，第三类是风轮、发电机、飞轮三者各连接一个HET半偶件的方案。
在第一类方案中，风轮或者与发电机直接连接(直驱方案)，或者通过一个增速齿轮箱与发电机连接；传递飞轮能量的一套HET(记为HETf)的一端转子与飞轮转轴连接，另一端转子或与发电机转轴连接，或通过一对锥齿轮与发电机转轴连接；HETf可以为分离型或集中型；与HETf相连接的发电机转轴端可以面向风轮(直驱方案除外)或背向风轮(即所连接的轴伸端位于与风轮相连接的一侧或其相对侧，下同)；飞轮可以为立式或水平轴式，优选立式飞轮；当采用水平轴式风轮、卧式发电机(包括风轮和发电机轴线具有一些仰角的情况，下同)、立式飞轮时，HETf具有三种可选方案：其一为“一卧一立分离型HETf”，一个卧式半偶件HETfhe转轴与卧式发电机转轴连接，一个立式半偶件HETfhf转轴与飞轮转轴连接，其二为“两立分离型HETf”，一个立式半偶件HETfhe转轴通过一对锥齿轮与卧式发电机转轴连接，一个立式 半偶件HETfhf转轴与飞轮转轴连接，其三为“立式集中型HETf”，立式集中型HETf的一个转子转轴通过一对锥齿轮与卧式发电机转轴连接，另一个转子转轴与飞轮转轴连接。
在第二类方案中，风轮与发电机之间采用一套HET(记为HETw)传递动力，HETw的一端转子与发电机转轴连接，另一端转子或与飞轮转轴直接连接，或通过一个增速齿轮箱与飞轮转轴连接；HETw可以为分离型或集中型；当采用水平轴式风轮、卧式发电机时，无增速齿轮箱的方案采用分离型卧式HETw，此时风轮侧HET半偶件的转速很低，可采用空心轴、内转子型结构，或者采用外转子型结构，有增速齿轮箱的方案采用分离型或集中型卧式HETw；传递飞轮能量的一套HET(记为HETf)的一端转子与飞轮转轴连接，另一端转子或与发电机转轴连接，或通过一对锥齿轮与发电机转轴连接；HETf可以为分离型或集中型；与HETf相连接的发电机转轴端可以面向风轮或背向风轮；飞轮可以为立式或水平轴式，优选立式飞轮；当采用水平轴式风轮、卧式发电机、立式飞轮时，HETf具有三种可选方案：其一为“一卧一立分离型HETf”，一个卧式半偶件HETfhe转轴与卧式发电机转轴连接，一个立式半偶件HETfhf转轴与飞轮转轴连接，其二为“两立分离型HETf”，一个立式半偶件HETfhe转轴通过一对锥齿轮与卧式发电机转轴连接，一个立式半偶件HETfhf转轴与飞轮转轴连接，其三为“立式集中型HETf”，立式集中型HETf的一个转子转轴通过一对锥齿轮与卧式发电机转轴连接，另一个转子转轴与飞轮转轴连接。
在第三类方案中，风轮转轴或者直接连接一个HET半偶件(记为HEThw，转速很低，可采用空心轴、内转子型结构，或者采用外转子型结构)，或者通过一个增速齿轮箱连接一个HET半偶件(记为HEThw)，发电机转轴连接一个HET半偶件(记为HEThe)，飞轮转轴连接一个HET半偶件(记为HEThf)，这三个HET半偶件的主电流电路串联连接，原理上相当于1.5个分离型HET；飞轮可以为立式或水平轴式，优选立式飞轮。
第二类方案与第三类方案的比较：第二类方案采用彼此互相独立的两套HET(HETw和HETf)，调节控制灵活，可调范围大，缺点是具有四个转子(或半偶件)；第三类方案采用串联的1.5套HET，具有三个HET半偶件(HEThw、HEThe和HEThf)，结构数量少，但由于受限于三者主电流必须相同，调节控制不够灵活、优化运行受限。
当采用水平轴式风轮、立式飞轮时，飞轮转动中心线与偏航转动中心线最好应重合或平行，两中心线重合或平行均可使飞轮陀螺力矩降低为零，两中心线重合还可消除因飞轮重心移动对结构及轴承产生的径向负荷。
采用第二类、第三类方案时，发电机可采用通用的同步或异步工频交流发电机，在工频下同步恒转速运行，或异步近似恒转速运行，均直接输出工频交流电，经升压向电网供电，或向离网用户供电；此时，采用水平轴式的风轮，其叶片可为固定桨距角或变桨距角翼型截面叶片。
本发明风电系统中的发电机的功率容量，以及相关设备(包括入网的升压变压器和其他电网连接设备及电缆)的功率容量，可以减额设计，即以低于风轮额定功率的容量规格进行设计，例如，发电机额定电磁功率及其相关设备额定功率取为风轮额定功率的一半。本发明风电系统中的飞轮结构传递功率容量，传递飞轮能量的HETf或HEThf的功率容量，可以减额设计，例如取为风轮额定功率的一半。上述发电机端的减额设计和飞轮端的减额设计，可以同时采用，例如两端设计容量均减半。
对独立的一套HET(HETf或HETw)可采用前文所述的针对HET的第二类调节方法。
具有三个HET半偶件(HEThw、HEThe和HEThf)的1.5个分离型HET的串联主电路的电磁定律公式具有如下形式：
HEThw半偶件转子的电动势：
Ew＝ωw·∑Фw/(2π)                                         (g1)
HEThe半偶件转子的电动势：
Ee＝ωe·ΣФe/(2π)                                 (g2)
HEThf半偶件转子的电动势：
Ef＝ωf·ΣФf/(2π)                                  (g3)
主电流回路的电动势之和：
∑E＝Ew+Ee+Ef                                       (g4)
主电流：
I0＝ΣE/R0                                                (g5)
HEThw半偶件转子所受的电磁转矩：
Mew＝-I0·ΣФw/(2π)                                 (g6)
HEThe半偶件转子所受的电磁转矩：
Mee＝-I0·ΣФe/(2π)                                       (g7)
HEThf半偶件转子所受的电磁转矩：
Mef＝-I0·ΣФf/(2π)                                                    (g8)
忽略温度变化对材料磁导率的影响，忽略气隙变动对磁阻的影响，∑Фw、∑Фe和ΣФT可表示为主电流I0的绝对值|I0|和对应半偶件励磁线圈电流的如下函数：
ΣФw＝Ffw(|I0|，Iw1，Iw2，…，Iwm)                         (g9)
ΣФe＝Ffe(|I0|，Ie1，Ie2，…，Iem)                            (g10)
ΣФf＝Fff(|I0|，If1，If2，…，Ifm)                             (g11)
由公式(g1)至(g5)、(g9)至(g11)，可得到：
I0＝Fi0(ωw，ωe，ωf，R0，I1，I2，…，In)                            (g12)
由公式(g6)、(g9)、(g12)，可得到：
Mew＝Fmw(ωw，ωe，ωf，R0，I1，I2，…，In)                            (g13)
由公式(g7)、(g10)、(g12)，可得到：
Mee＝Fme(ωw，ωe，ωf，R0，I1，I2，…，In)                             (g14)
由公式(g8)、(g11)、(g12)，可得到：
Mef＝Fmf(ωw，ωe，ωf，R0，II，I2，…，In)                          (g15)
针对三个HET半偶件HEThw、HEThe和HEThf的串联系统，可以扩展应用上述的HET第二类调节方法，以Mew、Mee或Mef参数为控制指令。调节时，实时测得ωw、ωe、ωf参数值，利用风轮转矩-转速特性图上的一条目标运行线计算给定Mew参数值，利用功率流管理策略计算给定Mee或Mef参数值，采用待解励磁电流参数数量大于等于3的方案，将公式(g13)、公式(g14)或(g15)作为约束条件，求得待解励磁电流参数的某种最优组合解，例如是该系统的主电流欧姆热(10·I0·R0)和励磁电流欧姆热(ΣPoi)之和最小的最优解，该最优解可以是即时计算的，也可以从事先准备的数据库中调用。最后将求得的待解励磁电流参数值用于执行环节。
采用第二类、第三类方案时，在设计风速及以下风速情况下，水平轴式风轮以设计桨距角变转速运转，利用HET的调节功能，控制风轮转速跟随风速变化，始终保持在最佳叶尖速比状态附近；在设计风速以上风速至切出风速情况下，对于采用固定桨距角叶片的水平轴式风轮，使用失速方法进行功率限制控制，利用HET的调节功能控制风轮保持设计转速，或使 风轮变速(主要是降速)运转以使风轮输出维持设计功率，对于采用变桨距角叶片的水平轴式风轮，使用变桨距角方法或“主动失速控制”方法进行功率限制控制，利用HET的调节功能控制风轮保持设计转速，或使风轮变速(主要是降速)运转以使风轮输出维持设计功率。
在传动轴上配置一套机械刹车装置，无增速齿轮箱方案的机械刹车装置设在风轮轴处，有增速齿轮箱方案的机械刹车装置可以设在风轮轴处，也可以设在齿轮箱输出轴处。风轮同时配备空气动力制动措施，变桨距叶片风轮采用“顺桨”制动方法，固定桨距叶片带有“叶尖”顺桨制动结构或“扰流板”制动结构。
水平轴式风轮采用如下一种对风装置：偏航驱动主动对风机构，对风尾舵，对风侧轮。
本发明风电系统的常规操作采用稳定发电运行方法，按照计划的平均发电功率运行发电机，较大风况或阵风使风轮输出功率高于平均值时，高出的差值由飞轮吸收，较小风况使风轮输出功率低于平均值时，不足的差额由飞轮补偿输出。
本发明风电系统也可兼顾起到电网调峰功能，当电网需要储能、且风速较小时，发电机作为电动机使用，由飞轮吸收来自电网的电能，当电网负荷增加、且风速较小时，由飞轮全力输出储存的能量。
(h)应用HET的飞轮储能和转换系统
本发明方案采用环槽集电、内部冷却的单极直流电磁传动机(HET)作为储能飞轮的传动设备，实现一种新的、功率强劲的、高效率的、低成本的储能和转换系统。
一种可应用于电网调峰、风力发电、不间断电源等固定场所的飞轮储能和转换系统，包括：一个储能飞轮装置，一个电动/发电机，一套环槽集电、内部冷却的单极直流电磁传动机(HET)，以及它们的控制系统。
其中的电动/发电机采用同步电机或异步电机，直接与工频电网相连，起动后以同步转速(同步电机)或同步附近转速(异步电机)运转，位于大气环境中(非真空容器中)，采用卧式或立式结构。由电网向飞轮输入能量时，电机运行在电动机状态，由飞轮向电网输出能量时，电机运行在发电机状态。在飞轮具有能量时，电机的起动优先采用由飞轮和HET带到额定转速的方法。
其中的储能飞轮由轮体、转轴、轴承、真空腔室等组成，轮体的大质量部分由单向连续纤维增强复合材料周向缠绕制成，轴承采用机械滚动轴承或磁力轴承。储能飞轮的较佳方案是采用立式飞轮。
立式飞轮的方案说明可详见“(c)应用HET的车辆用飞轮动力系统”的发明内容一节中的说明。
HET可以采用立式集中型方案：下端的转子与飞轮转轴上轴端采用联轴节连接，或者直联在飞轮转轴上轴端，或者与飞轮转轴上轴端采用离合器连接(用以在HET不工作时脱开离合器)，上端的转子与立式电机转轴下轴端采用联轴节连接，或者直联在立式电机转轴下轴端。
HET也可以采用分离型HET方案：飞轮侧HET半偶件为立式结构，其转子与飞轮转轴上轴端采用联轴节连接，或者直联在飞轮转轴上轴端，或者与飞轮转轴上轴端采用离合器连接(用以在HET不工作时脱开离合器)，电机侧HET半偶件为卧式结构，其转子与卧式电机转轴轴端采用联轴节连接，或者直联在卧式电机转轴轴端。
对HET可以采用前文所述的针对HET的第二类调节方法。
附图说明
下列图中，有些图基于轴对称结构只画出轴心线一侧的半剖视图(或示意图)。
图1：集中型、两轴单磁通(无两轴共用)、远轴线圈、实心轴、轴面型、带永磁体励磁的HET子午面示意图。
图2：集中型、两轴一单一双磁通(有两轴共用)、远轴线圈、实心轴、轴面型、带永磁体励磁、中间引出外接端子的HET子午面示意图。
图3：集中型、两轴一单一双磁通(有两轴共用)、远轴线圈、实心轴、轴面型、带永磁体励磁、单磁通一侧引出外接端子的HET子午面示意图。
图4：集中型、两轴一单一双磁通(有两轴共用)、远轴线圈、实心轴、轴面型、带永磁体励磁的HET子午面示意图。
图5：集中型、两轴两双磁通(有两轴共用)、近轴线圈、实心轴、轴面型HET子午面示意图。
图6：集中型、两轴两双磁通(形式上无两轴共用)、近轴线圈、实心轴、轴面型、两轴转向相同的HET子午面示意图。
图7：集中型、两轴单磁通(无两轴共用)、远轴线圈、实心轴、轴面型HET子午面示意图。
图8：分离型、单磁通、近轴线圈、实心轴、轴面型HET半偶件子午面示意图。
图9：分离型、双磁通、近轴线圈、实心轴、轴面型HET半偶件子午面示意图。
图10：分离型、双磁通、近轴线圈、空心轴、轴面型HET半偶件子午面示意图。
图11：分离型、双磁通、外转子、轴面型HET半偶件子午面示意图。
图12：分离型、双磁通、两级外串联、近轴线圈、实心轴、轴面型HET半偶件子午面示意图。
图13：分离型、双磁通、三级外串联、近轴线圈、实心轴、轴面型HET半偶件子午面示意图。
图14：分离型、双磁通、两级内串联、近轴线圈、实心轴、轴面型HET半偶件子午面示意图。
图15：分离型、双磁通、近轴线圈、实心轴、轴面型、蛋形中心岛、转子导电体非全高的HET半偶件子午面图。
图16：集中型、两轴两双磁通(形式上无两轴共用)、近轴线圈、实心轴、轴面型、两轴转向相反的HET子午面示意图。
图17：集中型、两轴一单一双磁通(有两轴共用)、远轴线圈、实心轴、轴面型、中间引出外接端子的HET子午面示意图。
图18：集中型、两轴一单一双磁通(有两轴共用)、远轴线圈、实心轴、轴面型、一侧引出外接端子的HET子午面示意图。
图19：集中型、两轴一单一双磁通(有两轴共用)、远轴线圈、实心轴、轴面型、无引出外接端子的HET子午面示意图。
图20：分离型、双磁通、近轴线圈、实心轴、蛋形中心岛、轴面型HET半偶件子午面图。
图21：集中型、两轴两双磁通(有两轴共用)、近轴线圈、实心轴、蛋形中心岛、轴面型HET子午面图。
图22：分离型、双磁通、近轴线圈、空心轴、轴面型、单级、蛋形中心岛、卧式HET半偶件子午面图。
图23：卧式分离型HET半偶件HETfhe子午面图(双磁通、近轴线圈、空心轴、轴面型、单级、蛋形中心岛)。
图24：电机侧卧式分离型HET半偶件子午面图(双磁通、近轴线圈、实心轴、轴面型、单级、蛋形中心岛)。
图25：飞轮和分离型HET半偶件(A部分)子午面图(一)。
图26：飞轮和分离型HET半偶件(A部分)子午面图(二)。
图27：一种四轮驱动轿车动力系统的飞轮和分离型HET非飞轮轴端半偶件布置示意图。
图28：一种轿车混合动力系统的发动机、飞轮和分离型HET非飞轮轴端半偶件布置示意图。
图29：立式分离型HET半偶件HETfhf子午面图(双磁通、近轴线圈、实心轴、轴面型、单级、蛋形中心岛)。
图30：加载端立式分离型半偶件HETho子午面图(双磁通、近轴线圈、两级外串联、非全高转子导电体、蛋形中心岛)。
图31：供能端立式分离型半偶件HEThi子午面图(双磁通、近轴线圈、实心轴、两级外串联、非全高转子导电体、蛋形中心岛)。
图32：加载接头和加载转轴上端结构及支承件(左半剖面与右半剖面交角135°)。
图33：加载接头与飞轮加载盘(左半剖面与右半剖面交角135°)。
图34：图33的局部放大图。
图35：多套串联轮体、多段圆筒形中心轴之间的连接(一)。
图36：飞轮上端结构。
图37：吸力式轴向支承永磁轴承的静止盘。
图38：轴向永磁轴承和下端径向轴承。
图39：飞轮侧立式分离型HET半偶件子午面图(双磁通、近轴线圈、实心轴、轴面型、两级外串联、蛋形中心岛)。
图40：带HET的风力发电系统。
图41：带飞轮和HET的风力发电系统。
图42：分离型HET，转轴(2)与静子导磁体(10)以外、内圆柱面导磁，左端双磁通、9000r/min、318Nm，右端单磁通、6000r/min、159Nm，39171A。
图43：分离型HET，转轴(2)与静子导磁体(10)以内、外圆柱面导磁，左端双磁通、9000r/min、318Nm，右端双磁通、6000r/min、159Nm，39171A。
图44：图42的局部放大图，板形中心岛，静子导电体(6)内侧分立装配式，有励磁线圈一侧的冷却通道。
图45：图42的局部放大图，板形中心岛，静子导电体(6)内侧分立装配式，无励磁线圈一侧的冷却通道。
图46：图47中的A-A剖视图，蛋形中心岛，转轴(2)与静子导磁体(10)以外、内圆柱面导磁。
图47：从右侧轴向看图46中的静子导电体(6)(实线)。
图48：图50中的A-A剖视图，蛋形中心岛，转轴(2)与静子导磁体(10)以内、外圆柱面导磁，励磁线圈近轴设计。
图49：图48的局部放大图。
图50：从右侧轴向看图48中的静子导电体(6)(实线)。
图51：图43的局部放大图，板形中心岛，静子导电体(6)内侧分立装配式，转轴(2)与静子导磁体(10)以内、外圆柱面导磁。
图52：飞轮装置(额定储能1567kWh)。
图53：飞轮侧立式分离型HET半偶件(HETfhf)与飞轮的连接。
图54：飞轮(176)和飞轮侧HET半偶件(HETfhf，177)子午面图。
图55：多套串联轮体、多段圆筒形中心轴之间的连接(二)。
图56：飞轮装置(额定储能38465kWh)。
图57：飞轮侧立式分离型HET半偶件与飞轮的连接。
图58：应用HET的飞轮储能和转换系统。
图59：图61中的A-A剖视图，蛋形中心岛，转轴(2)与静子导磁体(10)以内、外圆柱面导磁。
图60：图59的局部放大图。
图61：从右侧轴向看图59中的静子导电体(6)(实线)。
图62：图42、图43的局部放大图，图63中的B-B视图，柔性混排外联电线及其接头。
图63：图62中的A-A视图，柔性混排外联电线及其接头。
具体实施方式
(a)环槽集电、内部冷却的单极直流电磁传动机(HET)
一个分离型HET具体设计方案，如图43所示。左端半偶件HEThw设计为输出端，向车辆驱动桥主减速器传输动力，右端半偶件HEThe设计为输入端，接收发动机动力。HEThw和HEThe均为单级、双磁通、轴面型，最大主电流39171A。HEThw的最大转速9000r/min，最大电磁转矩318Nm，HEThe的最大转速6000r/min，最大电磁转矩159Nm。HEThw和HEThe具有环槽集电、内部冷却的结构，其转轴2的内圆柱面与静子导磁体10的外圆柱面配对形成磁路气隙。
每个转子具有一个转子导磁导电体3，在其轴向两侧各钎焊连接一个转子导电体4。这三个转子件具有相同的内径和外径，并同与转轴2过盈套接，套接之前在转轴2的套接圆柱面上粘接有绝缘膜。转子导磁导电体3采用20钢，转子导电体4采用铬青铜QCr0.5，转轴2采用40Cr钢。
位于静子上的主电路由下述构件组成：HEThw和HEThe各自的两个静子导电体6、两个静子导磁导电体7、两个外接端子16，HEThw与HEThe之间的柔性混排外联电线208和接头209(图62，图63)。
每个静子导磁导电体7与其相邻的静子导电体6、外接端子16钎焊连接为一个组合件。采用一个定位环210径向固定同一个HET半偶件的两个外接端子16。在同一个HET半偶件的两个外接端子16的相对表面之间，及其与定位环210的相对表面之间，采用单面带胶粘剂的薄膜绝缘。静子导磁导电体7采用电磁纯铁DT4A，静子导电体6、外接端子16和定位环210采用铬青铜QCr0.5。
柔性混排外联电线和接头共有24组，沿周均布，每组具有108根短电线、108根长电线、两个短电线接板和两个长电线接板。电线采用标称直径1.8mm的直焊聚氨酯漆包铜圆线，电线接板采用铬青铜QCr0.5。短电线的两端钎焊在短电线接板的盲孔中，长电线的两端，穿过短电线接板的通孔，钎焊在长电线接板的盲孔中。一端的短电线接板和长电线接板通过绝缘的胶粘剂粘接形成接头209，并通过楔形面与外接端子16接触导电。
HEThw和HEThe均具有由励磁线圈9激励的双磁通回路，每个磁通回路通过转轴2、转子导磁导电体3、静子导磁导电体7、静子导磁体10和相邻件之间的气隙。静子导磁体10采用45钢。静子导磁体10与静子导电体6、静子导磁导电体7、外接端子16的相对表面均采用单面带胶粘剂的薄膜绝缘。
转轴2与静子导磁体10之间的气隙采用了转轴2内圆柱面与静子导磁体10外圆柱面配对的方案，与外内圆柱面配对的方案(图42)相比较，该方案具有如下特点：直接在静子导磁体10构件上加工钢质轴承座，减少零件数量和连接，增加静子结构和支承刚度；减少对转子的轴向磁吸力；原设置在静子导电体6与励磁线圈9之间的密封，改在静子导电体6与静子导磁体10之间设置，原轴向密封改为径向密封，消除了相关零件轴向尺寸偏差和变形位移的不利影响；仅在转轴2外径相对较大时可以采用，并可以降低励磁线圈9的径向位置(如HEThe的情形)。
励磁线圈9采用矩形横截面设计，由厚度0.5mm的等宽度铜带浸渍绝缘油漆后缠绕制成，铜带两端部钎焊铜线，外引连接励磁直流电源。同一个HET半偶件的两个励磁线圈9串联连接至一个励磁直流电源，采用直流斩波器调节励磁直流电源的输出电压，从而控制励磁线圈9的电流大小值，HEThw的励磁线圈电流值记作I2，HEThe的励磁线圈电流值记作I1。铜带绕制线圈加工方便、致密性好，其向外导热性能显著高于铜圆线绕制线圈，而等宽度铜带绕制线圈还有加工更方便、电流密度均匀的特点。
电路连接区5位于转子导电体4与静子导电体6之间，其径向位置设置在转子导电体4内外径区间的距离内径处约16％的位置上。该处液态金属导电介质采用镓铟锡合金，镓铟锡比例为62∶25∶13，凝固点约5℃。
电路连接区缝隙呈倒U形(图51)，其中间段为倾斜通道。设置“板形中心岛”形式的环流缝隙203，其与倒U形缝隙的一个连通三叉口对应倾斜通道的大半径端，另一个连通三叉口对应倾斜通道的小半径端。环流缝隙通道的内侧壁面由板形零件211构造，外侧壁面由静子导电体6的主体部分、“内侧”分立部分214和端盖部分215构造。板形零件211由周向均布的“铆钉”组合件212固定，“内侧”分立部分214和端盖部分215分别由周向均布的螺钉固定。整圈结构的“内侧”分立部分214先加热膨胀放到转子的正U形槽位置，再与静子导电体主体部分装配。“内侧”分立部分214、端盖部分215与静子导电体主体部分的接触面以及螺钉处间隙填充导电密封胶。板形零件211、“内侧”分立部分214、端盖部分215采用与静子导电体主体部分相同的铬青铜QCr0.5材质。
在静子导电体主体部分周向均布两个液态金属进液孔和周向均布两个液态金属排液孔，进液孔和排液孔通到环流缝隙通道的转弯处，进液孔的入射流旋向和排液孔的回吸流旋向与转子旋向一致。进液孔和排液孔连通外部附属系统中的液态金属输送泵、过滤器和容积调节阀，可以向电路连接区充装和卸载液态金属，可以调节电路连接区液态金属的充装容积，可以滤除液态金属中的固体杂质和气泡。
针对HEThw和HEThe的四个电路连接区5，设置一个统一调节其电路连接区两侧气体压差的容积调节阀。由于这四个电路连接区的设计形状尺寸相同，又流过同样的主电流，在相同的液态金属充装量条件下，对液态金属产生的子午面洛仑兹力Flm也是相同的，并且均指向主电流环的外侧，因此，可以只设置一个共用的容积调节阀。该阀采用活塞结构，活塞气缸连通HEThw和HEThe的中间气隙腔室(即主电流环的内侧气体腔室)，调节时随着气缸容积的增加，中间气隙腔室的压力随之降低，而HEThw和HEThe的两端密封腔室(即主电流环的外侧气体腔室)互相连通，容积不变，始终保持一个相同的初始压力。由此形成电路连接区 两侧气隙的气体压差作用力，该力的作用方向与洛仑兹力Flm的方向相反。调节控制时，综合利用主电流I0的实测值和趋势预计值，实时调节活塞位置，使产生的气体压差作用力大小与洛仑兹力Flm数值趋近相等。
电路连接区两侧气体腔室充装氮气，氮气腔室的动密封采用磁性流体密封结构。支承转子的滚动轴承设置在氮气腔室之外，与外界空气接触。
在电路连接区的转子、静子壁面上，包括环流缝隙通道的壁面上，电镀表面硬度、导电性、润湿性均较好的锡镍合金Sn65Ni35。
在静子导电体6与励磁线圈9、静子导磁体10之间设置冷却通道201。在静子导磁体10构件上设置冷却通道进口和出口，对应每个冷却通道周向均布7个进口和7个出口。在静子导电体6构件上加工折流墙体，折流墙体壁面作为冷却通道壁面的一部分，使冷却通道内的冷却剂流体沿着蛇形流道流动。冷却剂流体采用水。冷却通道进口和出口与外部附属系统中的水泵和散热器连通。
HEThw的转子记作转子2，HEThe的转子记作转子1，根据分离型半偶件磁场所具有的独立性，总磁通∑Φ1和∑Φ2的函数通用公式(a7)和(a8)可以表示为：
∑Φ1＝Ff1(|I0|，I1)         (a12)
∑Φ2＝Ff2(|I0|，I2)         (a13)
公式(a12)和(a13)可以通过数值模拟计算得到或通过试验测得，其中，I0取值范围为零至设计值，I1取值范围为零至设计值I1d，I2取值范围为-I2d至设计值I2d，I2所取负值范围对应车辆倒车工况。
由公式(a1)至(a4)、(a12)至(a13)，以及Eout＝0条件，可得到：
I0＝Fi0(ω1，ω2，R0，I1，I2)        (a14)
由公式(a5)、(a12)、(a14)，可得到：
Me1＝Fm1(ω1，ω2，R0，I1，I2)        (a15)
由公式(a6)、(a13)、(a14)，可得到：
Me2＝Fm2(ω1，ω2，R0，I1，I2)           (a16)
采用HET第二类调节方法，以电磁转矩Me2参数为控制指令。调节时，实时测得ω1和ω2值，直接给定Me2参数值，以I1和I2为待解励磁电流参数，以公式(a16)作为约束条件，求得I1和I2参数的满足主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解。实际操作时，该最优解从事先准备的数据库中调用，并用于执行环节。
上述最优解数据库存储有I1和I2参数的最优值矩阵，该矩阵是三维矩阵，三个维度分别是ω1、ω2和Me2参数，ω1参数范围从零至设计值，ω2参数范围从最大负值(对应最大倒车速)至设计值，Me2参数范围从最大负值(对应最大倒车负转矩)至设计值。
(b)应用HET的车辆用燃料发动机动力系统
一个轿车动力系统方案，主要由一个汽油机、一个分离型HET等组成。前置汽油机前轮驱动，汽油机和HET横置。汽油机最大功率100kW，最大功率时转速6000r/min。
分离型HET如图43所示，与“(a)环槽集电、内部冷却的单极直流电磁传动机(HET)”的具体实施方式中的HET相同。本具体实施方式未说明的HET方案其他说明，可见“(a)环槽集电、内部冷却的单极直流电磁传动机(HET)”的具体实施方式部分。
右端半偶件HEThe的转轴与汽油机输出轴通过联轴节连接，左端半偶件HEThw的转轴通过联轴节连接前桥的主减速器，主减速器为二级圆柱齿轮结构，传动比为5.84。
车辆驾驶位设置电磁转矩Me2参数指令踏板、车辆制动踏板、正车/倒车设定开关。发动机启动至怠速工况后，车辆前进或后退的驱动由Me2参数指令决定，发动机的稳定工作线是在发动机转矩Me与转速ωe特性图上的一条选定的目标运行线Meo＝f(ωe)，该曲线的斜率可以是正斜率、负斜率或零斜率，或者是对应垂线的无穷大斜率。
发动机的调节方法如下：利用HET调节过程得到的Me1参数(数值由公式(a15)计算)，采用公式Meb＝Mf1/K-Me1/K，计算得到发动机输出轴端平衡转矩Meb，其中，Mf1为HEThe转子的机械摩擦力矩，K为传动比ωe/ω1；由Meb值和当前ωe值在发动机特性图上查得对应点的平衡油门开度值αb，由Meo＝f(ωe)曲线查得发动机输出轴端目标转矩Meo(若该曲线是垂线，则Meo值直接取用Meb值)；若Meb值恰好等于Meo值，则执行该平衡油门开度值αb，工作点落在目标运行线上，发动机转速无变动趋向；若Meb值不等于Meo值，则首先求得平衡油门开度线与目标运行线的交点(ωebo，Mebo)，当ωebo值大于当前ωe值时，表示发动机需要增速运行，按照大于平衡油门开度αb值的实际油门开度值进行操作，当ωebo值小于当前ωe值时，表示发动机需要减速运行，按照小于平衡油门开度αb值的实际油门开度值进行操作，其中的实际油门开度值与平衡油门开度αb值的偏差大小，依据发动机特性图上的(ωe，Meb)点与(ωebo，Mebo)点之间的距离确定，该距离越大，则所取偏差越大，该距离越小，则所取偏差越小，该距离为零，则所取偏差为零。
车辆起动程序：HET的各个励磁线圈电流处于零值状态，电路连接区5液态金属处于缩回断路状态，启动发动机至怠速工况(发动机已处于怠速工况的无此项)，电路连接区液态金属归位，设定正车或倒车，启动Me2参数指令踏板，投入按上述调节方法不间断运行的HET和发动机调节系统，起动车辆开始行驶。
车辆溜车程序：Me2参数指令踏板回复至零，发动机回复至怠速工况或直至熄火，HET的各个励磁线圈电流回复到零，电路连接区液态金属缩回断路。
车辆停车程序：Me2参数指令踏板回复到零，发动机回复至怠速工况或直至熄火，HET的各个励磁线圈电流回复到零，电路连接区液态金属缩回断路，需要制动时，在Me2参数指令踏板回复到零后启动制动踏板，直至车辆停止。
设置一个动能回收启动按钮，在车辆溜车并且汽油机熄火或未点火(如坡路溜车)的情况下，可以选择按下此按钮，启用专门程序，不用启动蓄电池和电机，仅利用车辆动能，通过HET反向功率传输，带动汽油机点火启动至怠速工况。
(c)应用HET的车辆用飞轮动力系统
一种四轮驱动轿车动力系统(图27)，主要由两个立轴式飞轮装置、从飞轮装置至驱动桥主减速器的传动系、它们的控制系统等组成。传动系含有互相独立的两套分离型HET。
两个立轴式飞轮装置71布置于车辆底盘，沿车辆纵轴中心线相邻排列，居于车辆长度方向的中部位置。每个飞轮通过四个耳法兰74和支承组件75与车架73连接。两个飞轮的规格尺寸相同，仅是旋向相反。
每个立轴式飞轮装置具体实施方案(图25)如下。
主要参数：额定转速10000r/min，外径1354.4mm，真空容器高度440.2mm，总高度535.3mm，转轴上的飞轮质量748.8kg，额定储能30.6kWh。
具有两个质量块体53，材质为缠绕成型的高强型玻璃纤维无捻粗纱增强环氧树脂。为适应壳体52的大圆角，外圈质量块体的两端面与外圆交界处设计为圆倒角，以在最大转速时产生的质量块体变形轮廓与壳体仍有足够安全间隙为准。
具有一个支承体54，材质为铝合金。
在钢质转轴51与支承体54之间，设置有钢质支承盘62和聚氨酯橡胶弹性材料环63。支承盘的中心内孔与转轴采用圆锥面过盈连接，支承盘的盘身位于支承体下方，支承盘与支承体之间安装弹性材料环63，后者与二者胶粘连接。弹性材料环起柔性连接、承重和轴向定位作用。
真空容器壳体52设计为垂直轴线剖分的两半结构，一圈法兰位于壳体外圆表面的中间部位，法兰边位于容器内侧。内侧法兰边不设把紧螺栓，依靠容器真空产生的压力压紧。在容器外侧不影响布置宽度和长度的45°角的四角方位，设置四段耳法兰74及其把紧螺栓。在整圈法兰边设置橡胶密封圈，并在橡胶密封圈的外侧设置真空密封脂，并在橡胶密封圈的内侧设置软金属密封圈。壳体(以及整个飞轮装置)的安装支承利用外露的耳法兰74及支承组件75与车架73连接。
转轴51的径向支承轴承采用两组滚动轴承，位于下端的滚动轴承承受径向负荷，采用一个单列深沟球轴承；位于上端的滚动轴承承受径向负荷和双向轴向负荷，并作为轴向定位端，采用一对角接触球轴承。在下端滚动轴承侧，设置一个径向保护用的球面滚子轴承；在上端滚动轴承侧，设置一个径向保护用的CARB圆环滚子轴承。
转轴51的轴向支承轴承采用一个永磁吸力式轴向支承磁悬浮轴承，位置靠近上端的轴向定位轴承，具有一个阶梯形转动盘59和一个阶梯形静止盘60，静止盘与轴承座直接固定连接，转动盘位于静止盘的下方，两盘的相邻侧端面之间有一个气隙，转动盘为45钢轴对称结构，静止盘为铝合金、电磁纯铁与钕铁硼永磁体的轴对称混合结构，铝合金结构是静止盘的基体，由电磁纯铁环与钕铁硼永磁体环相间布置的混合盘结构形成与转动盘相对的侧端面，永磁体环沿径向向外或向内方向充磁，相邻的永磁体环充磁方向相反，气隙磁场向上的磁吸力作用于转动盘，设计用来抵消转子的重力。该磁悬浮轴承没有磁滞和涡流损失。
在飞轮转轴下端安装加载盘69，用于连接外部加载系统的加载接头和转轴，通过向飞轮转轴传输机械扭矩进行大功率快速加载充能。额定设计加载功率2000kW。
每个飞轮对应配置一套分离型HET，每个飞轮与其对应的HET的一个转子(HET输入端转子)共用一个转轴。两套分离型HET具有相同的规格尺寸。
每套分离型HET具体实施方案如下。
每套分离型HET具有两个电磁结构与尺寸相同的半偶件，飞轮轴端半偶件(图25中的A部分)与飞轮共轴立式安装，非飞轮轴端半偶件72卧式安装于车架上，其子午面图如图20所示。每个半偶件均是双磁通、单级、实心轴、轴面型，具有环槽集电、内部冷却的结构，其转轴2的外圆柱面与静子导磁体10的内圆柱面配对形成磁路气隙。
每个半偶件转速设计值10000r/min，电磁功率设计值240kW，主电流设计值40794A。在设计点工况，HET全部的励磁电流欧姆热功率、电路连接区液态金属摩擦功率和主电流欧姆热功率的总和，约是电磁功率设计值240kW的4％。
非飞轮轴端半偶件两端的支撑端盖36和飞轮轴端半偶件上端的支撑端盖36均兼作轴承座，并在其内圈装有磁流体密封件37。飞轮轴端半偶件下端的支撑端盖36与飞轮的真空容器壳体52的上侧壁配合连接，可互相轴向滑动，滑动圆柱面上装有橡胶密封圈。飞轮轴端半偶件下端的动密封与真空容器壳体52的动密封合并为一个磁流体密封件37，即前者借用了后者，优先考虑后者密封性能。支撑端盖36采用铝合金材质，尽量不产生对转子的轴向磁吸力，同时也满足端盖内圈所装的磁流体密封件37的非导磁要求。
非飞轮轴端半偶件的转轴2由中心细轴和外圈环轴两部分过盈配合组成，中心细轴两端 装滚动轴承，一端带轴伸与外部转轴相连。中心细轴材质采用40Cr钢，外圈环轴采用20钢，磁流体密封件37与外圈环轴相配对，外圈环轴在该处具内凹槽，一为减少磁流体密封的漏磁，同时也减小应力集中。
飞轮轴端半偶件的转轴也由中心轴和外圈环轴两部分过盈配合组成，但该中心轴与飞轮钢质转轴51共用一根轴。中心轴材质采用40Cr钢，外圈环轴采用20钢，磁流体密封件37与中心轴相配对。
每个半偶件转子具有一个转子导磁导电体3，在其轴向两侧各钎焊连接一个转子导电体4。这三个转子件具有相同的内径和外径，并同与外圈环轴过盈套接，套接之前在外圈环轴的套接圆柱面上粘接有绝缘膜。转子导磁导电体3采用20钢，转子导电体4采用铬青铜QCr0.5。
下述构件组成每套分离型HET静子上的主电路：飞轮轴端半偶件和非飞轮轴端半偶件各自的两个静子导电体6、两个静子导磁导电体7、两个外接端子16，飞轮轴端半偶件与非飞轮轴端半偶件之间的柔性混排外联电线和接头。
每个静子导磁导电体7与其相邻的静子导电体6、外接端子16钎焊连接为一个组合件。在同一个HET半偶件的两个外接端子16的相对表面之间，采用单面带胶粘剂的薄膜绝缘。静子导磁导电体7采用电磁纯铁DT4A，静子导电体6和外接端子16采用铬青铜QCr0.5。
飞轮轴端半偶件和非飞轮轴端半偶件均具有由励磁线圈9激励的双磁通回路，每个磁通回路通过转轴2、转子导磁导电体3、静子导磁导电体7、静子导磁体10和相邻件之间的气隙。静子导磁体10采用20钢。静子导磁体10与静子导电体6、静子导磁导电体7、外接端子16的相对表面均采用单面带胶粘剂的薄膜绝缘。
励磁线圈9采用铜圆线绕制，并外引连接励磁直流电源。同一个HET半偶件的两个励磁线圈9串联连接至一个励磁直流电源，采用直流斩波器调节励磁直流电源的输出电压，从而控制励磁线圈9的电流大小值。
电路连接区5位于转子导电体4与静子导电体6之间，其径向位置设置在转子导电体4内外径区间的距离内径处约20％的位置上。该处液态金属导电介质采用镓铟锡合金，镓铟锡比例为62∶25∶13，凝固点约5℃。
电路连接区缝隙呈倒U形，其中间段为倾斜通道。设置“蛋形中心岛”形式的环流缝隙，其与倒U形缝隙的一个连通三叉口对应倾斜通道的大半径端，另一个连通三叉口对应倾斜通道的小半径端。“蛋形中心岛”具有一个组合平面安装环和蛋形环的整体零件，平面安装环与蛋形环之间周向均布56个“支柱”，“支柱”表面为圆弧母线的旋成面。环流缝隙通道的内侧壁面由蛋形环构造，外侧壁面由静子导电体6的主体部分、端盖部分以及平面安装环构造。平面安装环和端盖部分由螺钉固定在静子导电体6的主体部分，其中的接触面以及螺钉处间隙填充导电密封胶。“蛋形中心岛”整体零件和静子导电体端盖部分采用与静子导电体主体部分相同的铬青铜QCr0.5材质。
在静子导电体主体部分周向均布两个液态金属进液孔和周向均布两个液态金属排液孔，进液孔和排液孔通到环流缝隙通道的转弯处，进液孔的入射流旋向和排液孔的回吸流旋向与转子旋向一致。进液孔和排液孔连通外部附属系统中的液态金属输送泵、过滤器和容积调节阀，可以向电路连接区充装和卸载液态金属，可以调节电路连接区液态金属的充装容积，可以滤除液态金属中的固体杂质和气泡。
针对飞轮轴端半偶件和非飞轮轴端半偶件的四个电路连接区5，设置一个统一调节其电路连接区两侧气体压差的容积调节阀。由于这四个电路连接区的设计形状尺寸相同，又流过同样的主电流，在相同的液态金属充装量条件下，对液态金属产生的子午面洛仑兹力Flm也 是相同的，并且均指向主电流环的外侧，因此，可以只设置一个共用的容积调节阀。该阀采用活塞结构，活塞气缸连通飞轮轴端半偶件和非飞轮轴端半偶件的中间气隙腔室(即主电流环的内侧气体腔室)，调节时随着气缸容积的增加，中间气隙腔室的压力随之降低，而飞轮轴端半偶件和非飞轮轴端半偶件的两端密封腔室(即主电流环的外侧气体腔室)互相连通，容积不变，始终保持一个相同的初始压力。由此形成电路连接区两侧气隙的气体压差作用力，该力的作用方向与洛仑兹力Flm的方向相反。调节控制时，综合利用主电流I0的实测值和趋势预计值，实时调节活塞位置，使产生的气体压差作用力大小与洛仑兹力Flm数值趋近相等。
电路连接区两侧气体腔室充装氮气，氮气腔室的动密封采用磁性流体密封结构。支承转子的滚动轴承设置在氮气腔室之外，与外界空气接触。
在电路连接区的转子、静子壁面上，包括环流缝隙通道的壁面上，电镀表面硬度、导电性、润湿性均较好的锡镍合金Sn65Ni35。
在静子导电体6与励磁线圈9、静子导磁体10之间设置冷却通道201。在静子导磁体10构件上设置周向均布的冷却通道进口和出口，在静子导电体6构件上加工折流墙体，折流墙体壁面作为冷却通道壁面的一部分，使冷却通道内的冷却剂流体沿着蛇形流道流动。冷却剂流体采用水。冷却通道进口和出口与外部附属系统中的水泵和散热器连通。
在每个飞轮轴端HET半偶件的外联导体上，并联接出连接外部直流电源的导线，用以实现(分别)对各个飞轮进行插电充能或卸载。用于对飞轮进行插电充能或卸载的外部电源，采用布置于车辆内的连接电网交流电的可调压直流电源设备，设计最大功率7kW。进行插电充能时，断开非飞轮轴端HET半偶件的电路连接区5，接通飞轮轴端半偶件的电路连接区5，接通使HET飞轮端转子磁通达到最大值的相关励磁线圈，并一直维持最大励磁电流，调节直流电源电压大小与HET飞轮端转子电动势相等，方向与之相反，主电流线路与直流电源接通，调高直流电源电压至达到插电主电流额定限值或插电功率额定限值，在飞轮充能升速过程中持续调节调高直流电源电压，保持额定限值的插电主电流和/或插电功率，电流限制在前，功率限制在后，飞轮转速起点较高时只有功率限制；充能结束时，先调低直流电源电压至得到零电流，主电流线路与直流电源断开，取消HET励磁。进行插电卸载时，准备程序同上，电流方向相反，操作程序相反，即调低直流电源电压至达到插电卸载功率额定限值或插电卸载主电流额定限值。
每套分离型HET采用第二类调节方法，以直接给定的非飞轮轴端半偶件的电磁转矩参数为控制指令。
两个非飞轮轴端半偶件72水平布置在车架上，与前飞轮对应的一个非飞轮轴端半偶件转轴通过一个两级速比减速器与前驱动桥主减速器连接，与后飞轮对应的一个非飞轮轴端半偶件转轴通过一个两级速比减速器与后驱动桥主减速器连接。前后两个两级速比减速器具有相同的设计，前后驱动桥也具有相同的减速比。前后驱动桥均为断开式，采用独立悬架。
在车辆驾驶席设置动力操纵单元：驱动踏板，制动踏板，正车1档、正车2档、倒车1档初始设定操纵杆，两飞轮转矩比例设定按钮。
驱动踏板行程对应输出从零至最大值的驱动转矩相对值指令，转矩与行程采用非线性关系，初始阶段转矩增加较缓，以易于实现对车辆缓慢行驶速度的控制。
制动踏板行程分为先后两段，在先行程对应从零至最大值的动能回收制动转矩相对值，在后行程对应从零至最大值的摩擦制动转矩相对值，在后行程同时保持最大值的动能回收制动转矩。动能回收制动是通过HET反向功率流传递将车辆动能向飞轮回收，摩擦制动是采用四个车轮摩擦制动盘将车辆动能转换为热能。
正车1档、正车2档、倒车1档初始设定操纵杆兼顾车辆正倒车设置和初始速比档位设置，正车1档初始设定是指，在车辆正车行驶速度从零至一个中间切换速度范围内，有级变速减速器位于1档较大传动比状态，在中间切换速度至最大速度范围内，位于2档较小传动比状态；正车2档初始设定是指，有级变速减速器始终位于2档较小传动比状态；倒车1档初始设定是指，在车辆倒车行驶速度从零至一个中间速度范围内，有级变速减速器位于1档较大传动比状态，并且限速不超过该中间速度。倒车时，HET输出轴及其后轴系反转，没有专设的倒车齿轮组。
两飞轮转矩比例设定按钮用于在起车前或在溜车时由司机手操设置两个HET输出端转子的转轴电磁转矩比例值。同时在控制系统中具有自动设定转矩比例值的功能，自动设定可在起车前或在溜车时或在非溜车行驶中执行，自动设定的比例值根据设置在控制系统中的逻辑准则而计算得出。行驶使用时手操设定与自动设定择一而用，设定按钮有一个自动档位。
车辆正车和倒车驱动转矩的控制由HET调节系统主导执行，正车或倒车意向在起车前设定，司机用驱动踏板给出驱动转矩从零至最大的相对值指令，依据两套HET电磁转矩比例设定值，由HET调节系统指挥HET输出所需的正车正向驱动转矩或倒车反向驱动转矩。
车辆正车或倒车时的动能回收制动转矩的控制由HET调节系统主导执行，正车或倒车意向在起车前设定，司机用制动踏板给出动能回收制动转矩从零至最大的相对值指令，依据两套HET电磁转矩比例设定值，由HET调节系统指挥HET向飞轮传输车辆动能，制造所需的正车反向或倒车正向制动转矩。
车辆起动程序：起动前，HET的各个励磁线圈电流处于零值状态，电路连接区5液态金属处于缩回断路状态，用操纵杆执行正车1档或正车2档或倒车1档初始设定，手操或自动设定两套HET电磁转矩的比例值，用驱动踏板给出驱动转矩指令，由HET调节系统控制电路连接区液态金属归位，并输出驱动转矩，由此起动车辆开始行驶。
行驶中的换档操作由HET调节系统自动控制，当达到预定的档位转换速度时，控制使HET输出转矩降为零(即励磁电流降为零)，脱开原档位，使用同步器摩檫同步欲接合的两部分，挂接新档位，再按当时的驱动转矩指令使HET输出所需的转矩。
(d)应用HET的车辆用燃料发动机和飞轮混合动力系统
一种轿车混合动力系统(图28)，包括：一台汽油发动机76，一个立轴式飞轮装置71，连接发动机、飞轮装置和驱动桥主减速器的传动系，以及它们的控制系统。
立轴式飞轮装置71布置于车辆底盘，通过四个耳法兰74和支承组件75与车架连接。
立轴式飞轮装置具体实施方案(图26)如下。
飞轮装置主要参数：额定最大转速13793.1r/min，外径982mm，真空容器高度229mm，总高度409.6mm，转轴上的飞轮质量203.9kg，额定储能8.1kWh。
具有两个质量块体53，材质为缠绕成型的高强型玻璃纤维无捻粗纱增强环氧树脂。为适应壳体52的大圆角，外圈质量块体的两端面与外圆交界处设计为圆倒角，以在最大转速时产生的质量块体变形轮廓与壳体仍有足够安全间隙为准。
具有一个支承体54，材质为铝合金。
在钢质转轴51与支承体54之间，设置有钢质支承盘62和聚氨酯橡胶弹性材料环63。支承盘的中心内孔与转轴采用圆锥面过盈连接，支承盘的盘身位于支承体下方，支承盘与支承体之间安装弹性材料环63，后者与二者胶粘连接。弹性材料环起柔性连接、承重和轴向定位作用。
真空容器壳体52设计为垂直轴线剖分的两半结构，一圈法兰位于壳体外圆表面的中间部位，法兰边位于容器内侧。内侧法兰边不设把紧螺栓，依靠容器真空产生的压力压紧。在容器外侧不影响布置宽度和长度的45°角的四角方位，设置四段耳法兰74及其把紧螺栓。在整圈法兰边设置橡胶密封圈，并在橡胶密封圈的外侧设置真空密封脂，并在橡胶密封圈的内侧设置软金属密封圈。壳体(以及整个飞轮装置)的安装支承利用外露的耳法兰74及支承组件75与车架连接。
壳体52采用三层复合结构，中间层为玻璃短切纤维增强环氧树脂，两个外表面层为铝合金材料，中间层与外表面层胶粘连接。壳体52与转轴51之间设置磁性流体密封组件。
转轴51的径向支承轴承采用两组滚动轴承，位于下端的滚动轴承承受径向负荷，采用一个单列深沟球轴承；位于上端的滚动轴承承受径向负荷和双向轴向负荷，并作为轴向定位端，采用一对角接触球轴承。
转轴51的轴向支承轴承采用一个永磁吸力式轴向支承磁悬浮轴承，位置靠近上端的轴向定位轴承，具有一个转动盘59和一个静止盘60，静止盘与轴承座直接固定连接，转动盘位于静止盘的下方，两盘的相邻侧端面之间有一个气隙，转动盘为45钢轴对称结构，静止盘为铝合金、电磁纯铁与钕铁硼永磁体的轴对称混合结构，铝合金结构是静止盘的基体，由电磁纯铁环与钕铁硼永磁体环相间布置的混合盘结构形成与转动盘相对的侧端面，永磁体环沿径向向外或向内方向充磁，相邻的永磁体环充磁方向相反，气隙磁场向上的磁吸力作用于转动盘，设计用来抵消转子的重力。该磁悬浮轴承没有磁滞和涡流损失。
前置汽油发动机，最大功率60kW，最大功率工况转速6000r/min，最大效率工况的功率40kW，最大效率工况转速4000r/min。
传动系含有三个分离型HET半偶件72，采用单飞轮、分离型HET、两轮驱动结构。第一个半偶件(记作HETh11)与飞轮共用一个转轴，第二个半偶件(记作HETh12)转轴通过一个三级速比齿轮减速器77与前桥的主减速器连接，第三个半偶件(记作HETh3)转轴通过一个单级齿轮增速器与发动机76输出轴连接，三个HET半偶件的主电路通过外接端子和外联导体串联构成一个主电流闭合回路。
三个分离型HET半偶件均是双磁通、单级、近轴线圈、实心轴、轴面型，具有相同的电磁结构和尺寸。飞轮轴端半偶件HETh11子午面图表示在图26中的A部分，安装于车架上的车轴侧半偶件HETh12和发动机侧半偶件HETh3的子午面图如图20所示。
每个半偶件的转轴转速最大设计值13793.1r/min，主电流最大设计值29576A。HETh11和HETh12电磁功率最大设计值均是240kW。HETh3电磁功率额定设计值60kW，其最大磁通与HETh11、HETh12的相同，所以，HETh3在使用最大磁通和最大转速的情况下，达到60kW电磁功率时仅需使用主电流最大设计值的1/4。
“(c)应用HET的车辆用飞轮动力系统”具体实施方式部分对飞轮轴端半偶件的结构说明适用于HETh11，对非飞轮轴端半偶件的结构说明适用于HETh12和HETh3，仅有的例外情况为：HETh11、HETh12和HETh3的转子导磁导电体3采用30钢。
将公式(d21)至(d24)中的励磁电流I1、I2、…、In替换为HETh11、HETh12和HETh3的励磁电流Ih11、Ih12、Ih3，采用针对第(7)种细分结构的三个HET半偶件串联系统的调节方法，通常以Mhe12、Mhe11参数为控制指令对HET进行调节。调节时，实时测得ωh11、ωh12、ωh3参数值，直接给定Mhe12参数值，利用功率流管理策略计算给定Mhe11参数值，以Ih11、Ih12、Ih3为待解励磁电流参数，以公式(d23)、(d22)作为约束条件，求得Ih11、Ih12、Ih3参数的使主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最 优解。实际操作时，该最优解从事先准备的数据库中调用，并用于执行环节。
发动机的调节方法如下：在发动机转矩Me与转速ωe特性图上选取一条目标运行线Meo＝f(ωe)，该曲线的斜率可以是正斜率、负斜率或零斜率，或者是对应垂线的无穷大斜率；利用IET调节过程得到的Mhe3参数(数值由上述公式(d24)计算)，采用公式Meb＝Mhf3/K-Mhe3/K，计算得到发动机输出轴端平衡转矩Meb，其中，Mhf3为HETh3转子的机械摩擦力矩，K为传动比ωe/ωh3；由Meb值和当前ωe值在发动机特性图上查得对应点的平衡油门开度值αb，由Meo＝f(ωe)曲线查得发动机输出轴端目标转矩Meo(若该曲线是垂线，则Meo值直接取用Meb值)；若Meb值恰好等于Meo值，则执行该平衡油门开度值αb，工作点落在目标运行线上，发动机转速无变动趋向；若Meb值不等于Meo值，则首先求得平衡油门开度线与目标运行线的交点(ωebo，Mebo)，当ωebo值大于当前ωe值时，表示发动机需要增速运行，按照大于平衡油门开度αb值的实际油门开度值进行操作，当ωebo值小于当前ωe值时，表示发动机需要减速运行，按照小于平衡油门开度αb值的实际油门开度值进行操作，其中的实际油门开度值与平衡油门开度αb值的偏差大小，依据发动机特性图上的(ωe，Meb)点与(ωebo，Mebo)点之间的距离确定，该距离越大，则所取偏差越大，该距离越小，则所取偏差越小，该距离为零，则所取偏差为零。
在飞轮轴端HET半偶件的外联导体上，并联接出连接外部直流电源的导线，用以实现对飞轮进行插电充能或卸载。用于对飞轮进行插电充能或卸载的外部电源，采用布置于车辆内的连接电网交流电的可调压直流电源设备，设计最大功率7kW。进行插电充能时，断开非飞轮轴端HET半偶件的电路连接区5，接通飞轮轴端半偶件的电路连接区5，接通使HET飞轮端转子磁通达到最大值的相关励磁线圈，并一直维持最大励磁电流，调节直流电源电压大小与HET飞轮端转子电动势相等，方向与之相反，主电流线路与直流电源接通，调高直流电源电压至达到插电主电流额定限值或插电功率额定限值，在飞轮充能升速过程中持续调节调高直流电源电压，保持额定限值的插电主电流和/或插电功率，电流限制在前，功率限制在后，飞轮转速起点较高时只有功率限制；充能结束时，先调低直流电源电压至得到零电流，主电流线路与直流电源断开，取消HET励磁。进行插电卸载时，准备程序同上，电流方向相反，操作程序相反，即调低直流电源电压至达到插电卸载功率额定限值或插电卸载主电流额定限值。
在飞轮具有可用能量或正在回收动能的情形下，优先选择采用飞轮能量或回收动能起动发动机，并直接拖动发动机至怠速转速，再喷油点燃。
车辆停驶时，用飞轮能量起动发动机的操作，由控制系统进行如下工作：接通三个HET半偶件的电路连接区5，给出一个设定的反拖发动机起动的电磁转矩Mhe3值指令，同时对电磁转矩Mhe12设定为零，采用相应的HET调节方法对HET串联系统进行控制操作，利用飞轮能量起动发动机达到怠速转速。
车辆行驶时，用飞轮能量或回收动能起动发动机的操作，由控制系统进行如下工作：给出一个设定的反拖发动机起动的电磁转矩Mhe3值指令，同时维持电磁转矩Mhe12原有指令，采用相应的HET调节方法对HET串联系统进行控制操作，利用飞轮能量或者回收动能起动发动机达到怠速转速。
车辆停驶时向飞轮充能的发动机优先选择使用最大效率工况，当需要较短的加载时间时，使用较大功率的工况，直至最大功率工况。在到达上述选择的发动机加载工况之前，有一个始于怠速工况的升工况过渡过程，当加载前飞轮的转速不低于指标转速，即受载功率能力不低于发动机加载工况功率时，升工况过渡过程很快，当加载前飞轮的转速低于指标转速时，升工况过渡过程就与飞轮升速到指标转速的过程同步，这时选择对飞轮的较大转矩控制，以 加快过渡过程。
下面是三种典型情况的车辆停驶时发动机向飞轮充能的方案：
飞轮初始零转速的情况：接通三个HET半偶件的电路连接区5，给出Mhe12零指令，按两段给出Mhe11指令，前段Mhe11指令恒等于最大转矩Mhe11max，当飞轮转速ωh11达到指标转速ωh11p时转换为恒功率控制，Mhe11指令等于发动机加载工况功率与飞轮转速之比Pload/ωh11。
飞轮初始转速非零但低于指标转速的情况：接通三个HET半偶件的电路连接区5，给出Mhe12零指令，按三段给出Mhe11指令，前段Mhe11指令采用快速从零至最大转矩Mhe11max的曲线，中段Mhe11指令恒等于最大转矩Mhe11max，当飞轮转速ωh11达到指标转速ωh11p时转换为恒功率控制，Mhe11指令等于Pload/ωh11。
飞轮初始转速高于指标转速的情况：接通三个HET半偶件的电路连接区5，给出Mhe12零指令，按两段给出Mhe11指令，前段Mhe11指令采用快速从零至Pload/ωh11的曲线，后段Mhe11指令等于Pload/ωh11。
为飞轮设置加载转速上限值，即对飞轮的充能加载以转速到达该限值为止，该转速上限值取为飞轮最大转速13793.1r/min。
为飞轮设置运行转速下限值9194.5r/min，当飞轮转速由高到低到达运行转速下限值时，飞轮停止输出功率，并启动向飞轮加载充能，在飞轮转速上升至中间限值转速9655.2r/min之前，不再使用飞轮驱动车辆。
车辆行驶时，始终在飞轮总体升速阶段(偶尔有降速)和飞轮总体降速阶段(偶尔有升速)这两个阶段之间轮换。在当前阶段与下一阶段的转换时，保持驱动或制动车辆转矩的无间断连续性，即：车轴侧转矩Mhe12保持不变，发动机和飞轮侧转矩和功率圆滑平衡过渡。
飞轮总体升速阶段：始于运行转速下限值，终于加载转速上限值；发动机始终输出功率，即使在飞轮制动车辆时；在运行转速下限值至中间限值转速之间的区域，发动机运行在最大功率工况；在中间限值转速至加载转速上限值之间的区域，发动机运行工况优选在最大效率工况，用于加载飞轮和驱动车辆，当发动机在最大效率工况的功率Pmaxe全部用于驱动车辆仍有不足时，飞轮转而输出功率协助驱动，当飞轮驱动功率达到当时最大值还是不足时，增加发动机功率，即由功率Pmaxe向最大功率Pmax过渡，一直到飞轮驱动最大功率和发动机最大功率全部用于驱动车辆。
飞轮总体降速阶段：始于加载转速上限值，终于运行转速下限值；发动机偶尔输出功率；飞轮制动车辆时，发动机不运行；以飞轮驱动车辆为主，当飞轮驱动功率达到当时最大值仍有不足时，加入发动机功率Pmaxe，同时飞轮功率相应降幅，当飞轮最大功率与Pmaxe之和仍有不足时，增加发动机功率，即由功率Pmaxe向最大功率Pmax过渡。
在车辆驾驶席设置动力操纵单元：驱动踏板，制动踏板，正车1档、正车2档、正车3档、倒车1档初始设定操纵杆。
驱动踏板行程对应输出从零至最大值的驱动转矩相对值指令，转矩与行程采用非线性关系，初始阶段转矩增加较缓，以易于实现对车辆缓慢行驶速度的控制。驱动转矩最大值是指当前可得到的最大值，由动力控制系统依据当前状态测量参数计算得出。
制动踏板行程分为先后两段，在先行程对应从零至最大值的动能回收制动转矩相对值，在后行程对应从零至最大值的摩擦制动转矩相对值，在后行程同时保持最大值的动能回收制动转矩。动能回收制动是通过HET反向功率流传递将车辆动能向飞轮回收，摩擦制动是采用四个车轮摩擦制动盘将车辆动能转换为热能。动能回收制动转矩最大值是当前可得到的最大 值，由动力控制系统依据当前状态测量参数计算得出。
正车1档、正车2档、正车3档、倒车1档初始设定操纵杆兼顾车辆正倒车设置和初始速比档位设置，1档传动比较大，2档传动比居中，3档传动比较小。正车1档初始设定是指，在车辆正车行驶速度从零至第一个中间切换速度范围内，三级速比齿轮减速器位于1档传动比状态，在第一个中间切换速度至第二个中间切换速度范围内，位于2档传动比状态，在第二个中间切换速度至车辆最高速度范围内，位于3档传动比状态；正车2档初始设定是指，在车辆正车行驶速度从零至第二个中间切换速度范围内，位于2档传动比状态，在第二个中间切换速度至车辆最高速度范围内，位于3档传动比状态；正车3档初始设定是指，三级速比齿轮减速器始终位于3档传动比状态。倒车1档初始设定是指，在车辆倒车行驶速度从零至一个中间速度范围内，三级速比齿轮减速器位于1档传动比状态，并且限速不超过该中间速度。倒车时，HETh12转轴及其后轴系反转，没有专设的倒车齿轮组。
行驶中的换档操作由动力控制系统自动控制，当达到预定的档位转换速度时，控制使传递转矩降为零，脱开原档位，使用同步器摩擦同步欲接合的两部分，挂接新档位，再按当时的驱动转矩指令传递所需的转矩。
(e)应用HET的对车辆储能飞轮的机械连接加载充能系统
对车辆飞轮的机械连接加载充能系统采用以下顺序组成方案：加载接头，加载端立式分离型半偶件HETho(图30)以及机械手系统，供能端立式分离型半偶件HEThi(图31)，锥齿轮增速器，卧式同步电动机。加载额定功率2000kW。
加载接头装配在HETho转轴上端，加载接头与车辆飞轮转轴下端加载盘69采用外抱胶管液压式连接结构。加载接头具有液压连接盘80和花键盘81，花键盘与HETho转轴的渐开线花键配合连接和传扭，液压连接盘与花键盘之间采用止口定位，并用周向均布的四个圆柱销87传扭，采用四个螺钉88将液压连接盘的中心端面与HETho转轴的轴端面贴紧固定。液压连接盘的外缘呈向上伸出的圆筒型，在圆筒部分的内壁开有周向凹槽，凹槽内布置一个聚氨酯材质的胶圈82，胶圈外表面具有较长的内圆柱面和较长的外圆柱面，胶圈内含三个轴向排列的环形圆孔，对应每个环形圆孔开有两个周向均布的向外侧的径向通孔，对应这两排径向通孔的方位，在液压连接盘内部加工出连通径向通孔的两路液压油路83，两路液压油路在液压连接盘的轴心油孔汇合，该轴心油孔与HETho转轴上的轴心通孔84对接连通。液压油由附属系统的液压站供应，通过管路和HETho转轴下端轴头的密封接头输入到轴心通孔84及其连通的油路。胶圈的外圆柱表面和外圆角表面与液压连接盘的凹槽表面胶粘密封，以保证两排径向通孔与液压油路的对接密封。液压油路经过排空充油后，不加压时，胶圈保持初始形状，胶圈的内圆柱表面半径大于飞轮加载盘外圆柱表面半径0.5mm，此时可操纵加载头轴向移动(接近或离开)；当增加液压油压强时，胶圈内孔腔压力提高，胶圈膨胀，胶圈的内圆柱表面半径缩小，起到抱紧飞轮加载盘外圆柱表面的作用；液压油压强降低后，胶圈又恢复到初始形状。当HETho转轴旋转时，产生的离心力效应会使胶圈内孔腔液压油压力升高，同时也增加胶圈本身的离心力使其内圆柱表面向外位移。为避开离心力效应及其作用效果的不确定性，在HETho转轴未达到加载工作位置之前，以及HETho转轴从加载工作位置离开时，均使HETho转轴处于零转速状态。为防止胶圈外抱加载盘时在接合区域残留空气，在加载盘外圆柱面加工出两个环形沟槽85，沟槽的轴向位置对应胶圈的两个环形圆孔轴向位置中分点，并在加载盘上加工出两组周向均布的排气孔86，将沟槽与外界连通。
加载端立式分离型半偶件HETho和供能端立式分离型半偶件HEThi布置在同一轴心线上， 均采用两级外串联、每级双磁通、近轴励磁线圈、半高转子导电体4的电磁结构型式。每个半偶件的主要参数：电磁额定功率2000kW，额定转速10000r/min，主电流额定值65644A，电动势额定值30.5V，转轴轴面半径85.285mm，转子最大半径145.8mm，静子本体半径232.8mm，静子轴向长度600.5mm，转子质量175kg。
半偶件HETho和半偶件HEThi与上文动力系统具体实施方式采用的分离型HET半偶件(图20)具有大多数相同的结构细节，后者在前面已有描述，下面仅对半偶件HETho和HEThi与图20表示的分离型HET半偶件的主要不同之处进行说明。
HETho和HEThi具有串联的两级结构，基本是由图20所示的单级结构串联组合而成，两个单级结构的四个励磁线圈9缩减为两级串联结构的三个励磁线圈9(对应图12、图30、图31中的励磁电流I1、I2、I3)，即把原四个励磁线圈中的中间位置的、且励磁电流方向又一致的两个线圈合并为一个线圈(对应I3)，同时把原有的两个主磁路合并为一个主磁路，取消了原有的两个静子导磁体10。励磁电流为I1和I2的两端线圈具有相同的结构和匝数，由于磁路结构也是对称的，I1和I2相等时产生的通过转子导磁导电体的磁通也具有同样大小。励磁电流为I3的中间线圈具有较多的匝数，安排的匝数保证I3额定值产生的磁通与I1和I2额定值产生的磁通大小相同，即具有两个单级结构相加的效果。实际应用中，把三个励磁线圈的导线串接，11与I2始终大小相等，方向也相同，I3与I1方向相反，I3与I1的数值之比始终等于其匝数之比，这样就简化了全部转子磁通与其影响因素变化的函数关系，可以对照采用图20所示的分离型HET半偶件的电磁规律公式及其调节方法。
在每个半偶件的两级之间，在HETho与HEThi之间，主电路的连接采用布置在外接端子16之间的混排柔性电缆。混排柔性电缆使用线径零点几毫米的紫铜导线材料，由细导线组成外轮廓直径6mm的圆形柔性导线束，连接在每个半偶件两级的外接端子之间，以及HETho与HEThi的外接端子之间。相同路径、相同电流方向的导线束沿径向排成一列，不同路径、不同电流方向的各列导线束交替混排成扇形块，沿周均布八个这样的扇形块，扇形块之间留出供其它管路和引线通过的空间。导线束与紫铜外接端子钎焊连接，或通过紫铜中间过渡端子与二者钎焊连接。HETho与HEThi外接端子之间的导线束长度应满足HETho及其转轴向上及左右移动达到工作位置的极限要求，即具有充分的伸缩柔性。
机械手系统在HETho外表面设置三个球面铰支点(P1、P2、P3三支点)，在以HETho转轴轴心线为纵轴Zb的附体直角坐标系中，三支点具有相同的Zb坐标(取该处Zb值为零)，三支点与Zb轴的距离也相同(距离为R＝340mm)，三支点沿周均布，P1点取在Xb轴上。采用六个直线步进执行装置控制三个支点的绝对坐标，取地面绝对直角坐标系(X，Y，Z)与初始位置的附体直角坐标系(Xb，Yb，Zb)重合，三个支点的Z轴坐标直接受控，P1点的Y轴坐标直接受控，P2和P3点的X轴坐标直接受控，P1点的X轴坐标、P2和P3点的Y轴坐标由三支点刚性连接关系而间接受控。每个支点的Z轴控制：采用上下构件的棱柱运动副(具体为带导向滑动键的圆柱运动副，下同)，下端构件刚性固定于不动的机架和基础，下端构件的上端加工有带键槽的圆柱孔座，上端构件的下端加工有带键的轴伸，装配成棱柱运动副，轴伸端下面连接直线步进执行装置(具体为步进电机和丝杠螺母传动机构，下同)的输出轴，直线步进执行装置机脚固定在下端构件上。P1点的Y轴控制：采用棱柱运动副，其中的一个构件是P1点Z轴控制运动副上端构件，在其上配置一对轴心线与Y轴平行的带键槽的圆柱孔座，另一个构件两端具有带键的轴伸，中间具有一个轴心线与X轴平行的不带键槽的圆柱孔座，两端轴伸与一对孔座装配成棱柱运动副，一端轴伸连接直线步进执行装置的输出轴，直线步进执行装置机脚固定在上端构件上。P2点(P3点)的X轴控制：采用棱柱运动副，其中 的一个构件是P2点(P3点)Z轴控制运动副上端构件，在其上配置一对轴心线与X轴平行的带键槽的圆柱孔座，另一个构件两端具有带键的轴伸，中间具有一个轴心线与Y轴平行的不带键槽的圆柱孔座，两端轴伸与一对孔座装配成棱柱运动副，一端轴伸连接直线步进执行装置的输出轴，直线步进执行装置机脚固定在上端构件上。在三个不带键槽的圆柱孔座中，各装配一个圆柱形活塞，在活塞的靠近Z轴一端的端面中心处，安装一个球面关节轴承座，与相配的球面杆头组合成球面铰，三个球面铰的球心就是P1点、P2点、P3点，三个带球面杆头的支杆固定连接在HETho静子上端法兰处增设的支座环板92上面。
配合应用机械手系统的、对车辆立式飞轮转轴方位的检测系统，采用非接触测距仪器，测量飞轮转轴端的、与转轴同轴心的对称固定件上三个测量标志点与检测系统的三个固定基准点之间的九个距离数据，计算确定三个测量标志点的空间三维绝对坐标，从而确定飞轮轴端空间位置和方向角(三个空间坐标和两个方向角)。加载前进行的工作程序：打开飞轮轴端防护罩，测量确定飞轮轴端空间位置和方向角，利用机械手系统将HETho调整移动到预备位置，并且轴心线与飞轮重合的姿态，然后直线平移HETho至加载工作位置。为确保加载前接合对中顺利进行，增加了导向措施：在飞轮轴端壳体上附设了导向套环90，在HETho上端轴承座上附设了导向套筒89，二者配合在接合对中时起到辅助导向作用。该导向措施也可用于人工接合对中时。
卧式同步电动机的额定功率2000kW，起动后同步转速3000r/min下运行，当需要车辆飞轮储能向电网卸载时，可逆向运行作为同步发电机使用。锥齿轮增速器具有一对经磨齿的弧齿锥齿轮，两轴线互相垂直，增速传动比为3.333。
设置对车辆车架的固定支承装置，采用三点支承结构，即车辆前两点和后一点支承，在车架标准设定支承底面与地面支座之间布置三个液压千斤顶，在车辆进位后由系统控制顶起车辆，架空轮胎，固定车架，使坐落于车架上的飞轮位置获得稳定。
(f)应用HET的风力发电系统
一个带HET的1.5MW风力发电系统(图40)的具体实施方案如下。
该系统包括：一个水平轴式变桨距叶片风轮，一个连接风轮轴的卧式增速齿轮箱，一个连接齿轮箱输出轴和发电机轴的环槽集电、内部冷却的单极直流电磁传动机(HET)，一个卧式同步发电机，一个设在风轮轴处的机械刹车装置，一个偏航驱动主动对风机构，一个机舱，一个塔架，以及控制和附属系统。
风轮采用三个翼型剖面叶片，风能利用系数Cp的最大值Cpmax为0.47，此时对应的最佳叶尖速比(Vt/Vw)opt为7(Vt为叶尖线速度，Vw为风速，Vt＝Rt·ωw，Rt为风轮半径，ωw为风轮角速度)，额定设计点应用此最佳叶尖速比值和最大风能利用系数值。选取适用风场范围广的较低风能的12m/s额定风速。风轮额定转速24.31r/min，额定叶尖线速度84m/s，额定功率1670kW。风轮直径66m。
增速齿轮箱在额定工况将转速24.31r/min增加到1500r/min，使HET的两个转子的额定转速相同，增速比K为61.7，采用三级传动，前两级为行星齿轮，后一级为平行轴圆柱齿轮。
同步发电机额定输出功率1.5MW，1500r/min恒速运行，输出50Hz交流电，经升压变压器接入电网。
HET为卧式分离型，具有一对相同规格的HET半偶件(图22)，额定功率1612kW，额定转速1500r/min，额定主电流107873A，额定效率97％。每个HET半偶件为单级、空心轴、双磁通、近轴线圈结构形式，每个HET半偶件的几何和重量参数为：转子最大外径701.8mm， 静子本体最大外径928.9mm，总长804.7mm，转子重量927kg，总重量2604kg。
HET半偶件与上文动力系统具体实施方式采用的分离型HET半偶件(图20)具有大多数相同的结构细节，后者在前面已有描述，下面仅对HET半偶件与图20表示的分离型HET半偶件的主要不同之处进行说明。
转轴为空心轴，中间段是空心的20钢导磁体2，两端是40Cr钢端轴180、182和20钢套环181，套环181用于磁流体密封件37的导磁，导磁体2与端轴之间，端轴与套环之间，均为过盈连接，并在接触端面涂密封胶。两个端轴上各装有一个滚动轴承(深沟球径向轴承，油脂润滑，双侧带接触式密封圈)，在轴伸端一侧的轴承是轴向定位端，可承受双向轴向负荷，无轴伸端一侧的轴承是可轴向位移的自由端；转子重力产生的轴承径向负荷大于其最小负荷，不需要对两个轴承增加额外的预紧措施。轴伸端带有外花键，用于安装联轴节与发电机转轴或齿轮箱输出轴连接。
两个分离型HET半偶件之间的主电路的连接，采用外接端子16和混排柔性电缆方案。混排柔性电缆使用线径零点几毫米的紫铜导线材料，由细导线组成柔性导线束91，连接在外接端子上。相同电流方向的导线束沿径向排成一列，不同电流方向的各列导线束交替混排成扇形块，沿周均布16个这样的扇形块，扇形块之间留出供其它管路和引线通过的空间。导线束与紫铜外接端子钎焊连接，或通过紫铜中间过渡端子与二者钎焊连接。
对HET采用第二类调节方法。齿轮箱侧HET半偶件转子记为转子1，发电机侧HET半偶件转子记为转子2。以间接计算获得的电磁转矩Me1参数为控制指令。调节时，实时测得ω1和ω2值，给定Me1参数值，以I1和I2为待解励磁电流参数，以Me1＝Fm1(ω1，ω2，R0，I1，I2)公式作为约束条件，求得I1和I2参数的满足主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解。实际操作时，该最优解从事先准备的数据库中调用，并用于执行环节。
风电系统起动过程：达到启动风速时，风轮叶片桨距角由“顺桨”位置减小角度至具有较大起动力矩的桨距角，由风力驱动叶轮自起动，并由HET传动带动同步发电机转子从零转速升高至同步转速1500r/min，再经同步并网操作程序接入电网；在起动过程完成时，叶片桨距角转动至额定的设计桨距角，叶轮转速调整至满足最佳叶尖速比7的转速值。
在切入风速至额定风速范围内的常规运行控制方案：风轮叶片保持设计桨距角；按照最大风能利用的目的，以保持最佳叶尖速比为运行目标，在风轮风能转矩函数Mw＝f(Vw，ωw)中，选取最佳转矩函数Mwopt＝f(Vwopt，ωw)为目标运行转矩-转速线，其中的最佳风速Vwopt＝Rt·ωw/(vt/vw)opt；由公式ωw＝ω1/K和最佳转矩函数计算最佳转矩Mwopt值，由公式Me1＝Mf1+(Mfw-Mwopt)/K+Mfgc计算电磁转矩Me1参数值，其中，Mf1是转子1的摩擦机械力矩，Mfw是风轮轴摩擦阻力矩，Mfgc是齿轮箱摩擦阻力矩折合到转子1的数值；以Me1参数值为控制指令对HET执行调节控制；当实际风速Vw大于最佳风速Vwopt时，实际风轮风能转矩Mw＝f(vw，ωw)大于最佳转矩Mwopt，当前执行的电磁转矩Me1不能平衡风轮转速，结果是风轮自动增加转速，使最佳风速Vwopt值趋近当前风速Vw，直至平衡运行在目标运行转矩-转速线Mwopt＝f(Vwopt，ωw)之上；当实际风速Vw小于最佳风速Vwopt时，路径与上述相反，结果同样平衡运行在目标运行转矩-转速线上。
在额定风速至切出风速范围内的功率限制控制方案：采用向减小失速趋势、减小气流攻角、增大叶片桨距角方向变化的变桨距角措施，原则上保持风轮风力功率恒定和风轮转速恒定(均等于额定值)，即要求风轮风能利用系数Cp与风速三次方成反比变化，同时要求叶尖速比λ与风速成反比变化，在Cp-λ图上显示为Cp值与λ三次方成正比的目标运行轨迹，这 是一条陡峭的曲线；利用在桨距角可调范围内的不同桨距角下的Cp-λ曲线族，求出该曲线族与上述目标运行轨迹曲线的交点族，从交点族确定桨距角随风速变化的对应规律；实时测量当地平均风速Vw以及ω1、ω2值，按上述规律调节桨距角，同时以额定电磁转矩Me1d值作为预定的Me1参数指令调节控制HET，当风轮转速低于额定转速时，适当调低Me1指令，以减轻风轮输出负载，使风轮增速，当风轮转速高于额定转速时，适当调高Me1指令，以增加风轮输出负载，使风轮降速，从而稳定风轮运转在额定转速上。
叶轮制动、停机过程：达到切出风速时，或者其他制动指令发出时，首先转动风轮叶片桨距角至“顺桨”位置，实施空气动力制动，然后进行设在风轮轴处的刹车盘机械制动，直至停止风轮转动。
(g)应用HET和飞轮的风力发电系统
一个带HET和飞轮的1.5MW风力发电系统(图41)的具体实施方案如下。
该系统包括：一个水平轴式变桨距叶片风轮，一个连接风轮轴的卧式增速齿轮箱，一个直接连接齿轮箱输出轴、间接连接发电机轴的环槽集电、内部冷却的单极直流电磁传动机(HETw)，一个卧式同步发电机，一个飞轮装置，一个连接飞轮转轴和发电机轴的环槽集电、内部冷却的单极直流电磁传动机(HETf)，一个设在风轮轴处的机械刹车装置，一个偏航驱动主动时风机构，一个机舱，一个塔架，以及控制和附属系统。
风轮采用三个翼型剖面叶片，风能利用系数Cp的最大值Cpmax为0.47，此时对应的最佳叶尖速比(Vt/Vw)opt为7(Vt为叶尖线速度，Vw为风速，Vt＝Rt·ωw，Rt为风轮半径，ωw为风轮角速度)，额定设计点应用此最佳叶尖速比值和最大风能利用系数值。选取适用风场范围广的较低风能的12m/s额定风速。风轮额定转速24.31r/min，额定叶尖线速度84m/s，额定功率1670kW。风轮直径66m。
增速齿轮箱在额定工况将转速24.31r/min增加到1500r/min，使HETw的两个转子的额定转速相同，增速比K为61.7，额定输入功率1670kW，采用三级传动，前两级为行星齿轮，后一级为平行轴圆柱齿轮。
同步发电机采用功率减半设计，额定输出功率750kW，1500r/min恒速运行，输出50Hz交流电，经升压变压器接入电网。
HETw为卧式分离型，具有一对相同规格的HET半偶件(图22)，与“(f)应用HET的风力发电系统”具体实施方式中的HET相同，其额定输入功率1612kW，额定转速1500r/min，额定主电流107873A，额定效率97％。
HETf为分离型，具有一个连接发电机轴的卧式半偶件HETfhe(图23)和一个连接飞轮转轴的立式半偶件HETfhf(图29)，额定输出功率750kW，即采用功率减半设计，额定主电流60959A。
HETfhe半偶件的额定转速1500r/min，转子最大外径571.1mm，静子本体最大外径806.6mm，总长945mm，转子重量821kg，总重量2481kg。HETfhe具有两个带有外花键的轴伸，除此之外，HETfhe的结构形式及特征与“(f)应用HET的风力发电系统”具体实施方式中的HET相同。
HETfhf半偶件的额定转速3796.25r/min，设计功率为3×750kW，以在1/3额定转速时也可达到额定功率750kW，转子最大外径527.7mm，静子本体最大外径756.5mm，总长820mm，转子重量871kg，总重量2356kg。
HETf在下述条件下的平均额定效率为97％：功率为额定值750kW，HETfhe半偶件转速为 额定值1500r/min，HETfhf半偶件转速为从1/3额定转速至100％额定转速的全程转速，即对应飞轮从1/3额定转速、1/9储能量至100％额定转速、100％储能量的全过程。
增速齿轮箱与发电机之间的各设备连接如下：一个联轴节连接齿轮箱输出轴与HETw的前半偶件端轴，一套外联电缆连接HETw的两个半偶件主电流电路，一个联轴节连接HETw的后半偶件端轴与卧式半偶件HETfhe的前端轴，一个联轴节连接卧式半偶件HETfhe的后端轴与发电机转轴。HETfhe转轴兼职传动轴，起到连接HETw后端轴与发电机转轴的作用。
飞轮装置(图52)主要参数：额定转速3796.25r/min，额定传输功率750kW，即功率减半设计，最大传输转矩5660Nm，该转矩可在1/3额定转速下传输额定功率750kW。飞轮最大外径3360mm，装置最大外径3727mm，装置总高度4675mm，装置总重量51581kg，转子总重量42837kg，额定储能1567kWh。
飞轮装置(图52)实施方案如下。
飞轮转子具有7套上下串列的轮体，每套轮体具有两个质量块体53和两个支承体54(图35)，每套轮体与一段圆筒形中心轴102相连接，上下相邻的中心轴采用法兰和螺纹紧固件连接，位于下方的6段中心轴具有相同的结构，最上方的一段中心轴具有与法兰盘131相连接的法兰盘(图35)。安装装配时，首先从底部支承安放最下端的一套轮体和中心轴组件，再由下至上逐套装配连接其余的轮体和中心轴组件。
在外圈的质量块体材质采用缠绕成型的高强型玻璃纤维无捻粗纱增强环氧树脂，在内圈的质量块体材质采用缠绕成型的E型玻璃纤维无捻粗纱增强环氧树脂，支承体材质采用缠绕成型的E型玻璃纤维无捻粗纱增强不饱和聚酯树脂，圆筒形中心轴采用球墨铸铁。
轴向支承永磁轴承由5个串列的吸力式轴向支承永磁轴承构成，每个轴承具有一个转动盘59和一个静止盘60(图36，图38)，转动盘位于静止盘的下方，两盘的相邻侧端面之间有一个气隙。转动盘采用5个相同尺寸结构的软磁材料45#钢锥形盘，每个转动盘通过一个紧定套147(带有外圆锥面、内圆柱面，纵向开有一缝)和一个螺母146与转轴101紧固，两个相邻转动盘之间设置中间隔套148，最上端的转动盘与主轴上的凸肩之间设置隔套152，这些隔套起到轴向定位和确保可靠传递轴向力的作用。静止盘(图37)由轴对称的非导磁材料铝合金基体151、软磁材料电磁纯铁环149、永磁材料钕铁硼环150组成，三者之间胶粘连接，钕铁硼环150沿径向充磁，相邻的钕铁硼环充磁方向相反，主磁通回路通过钕铁硼环、相邻的两个电磁纯铁环及其相对的转动盘，在电磁纯铁环与转动盘之间产生较强的气隙磁场，对转动盘形成向上的磁吸力，设计用来抵消转子的重力。静止盘60与其他件的连接结构及装配步骤如下：在转轴上端轴承组及其附近零件和钢制轴承座153装配完成后，首先安装最上端的静止盘和上端钢套154，然后安装最上端的转动盘59、隔套152、紧定套147和螺母146及其锁定配件，再按先静止件、后转动件的顺序，逐套安装中间的静止盘、橡胶弹性垫套155和中间钢套156，以及中间的转动盘、中间隔套148、紧定套147和螺母146及其锁定配件，最后安装最下端的静止盘、橡胶弹性垫套155和下端钢套157，最终由一个通长的外钢套139包容套装串列的各段钢套154、156、157。
转轴101上下端采用径向滚动轴承支承，轴向支承永磁轴承的转动盘位于转轴中部，转轴设计为刚性转子，其一阶弯曲临界转速高于额定转速。
转轴下端采用一个深沟球轴承(图38)，使用润滑脂。轴承两侧具有磁流体密封组件，即钕铁硼环及其两侧的各带有三个齿的电磁纯铁环，以及齿尖处的磁流体液。密封组件使轴承与周围真空环境隔离，轴承腔与大气连通。轴承两侧还具有防止润滑脂向两侧移动的离心隔离盘159。在相对磁流体密封组件的位置，在转轴上安装隔套160、161，隔套采用导磁性 高于转轴材料的45#钢，以保证密封磁通，同时隔套具有相关零部件的轴向定位作用。隔套160、161与转轴101之间设置橡胶密封圈和真空密封脂，隔套160与转轴之间也可采用钎焊方法固定连接及密封。上下两套磁流体密封组件分别固定在轴承座140和端盖158之上，连接面采用胶粘剂粘接及密封，端盖与轴承座之间采用螺钉紧固，并设置橡胶密封圈和真空密封脂。轴承座140、端盖158、离心隔离盘159均采用非磁性材料铝合金，以满足磁流体密封的要求。
转轴下端的深沟球轴承(图38)是非轴向定位的自由端轴承，应保证其外圈的轴向自由位移，另外还要保证维持该轴承的负荷不低于其最小负荷，以免引起严重的滑动摩擦。为满足上述两项要求，采用如下结构措施：轴承座140与轴承外圈的上端面接触，轴承座的外圆柱面允许轴向自由位移，轴承座、端盖158、两套磁流体密封组件、以及轴承外圈的全部重量形成的轴向负荷作用于轴承滚珠上，该轴向负荷产生的轴承当量负荷不低于要求的最小负荷。
转轴下端轴承采用通过外钢套139向支座传力的方案(图38)，轴承座140的外圆柱面直接与外钢套的内圆柱孔相接触。为保证上下端轴承座孔的同轴度，对包括外钢套的相关零件139、153、154进行组合加工上下端座孔。
转轴上端采用一对深沟球轴承(图36)，在两个轴承的内圈之间设置一个隔圈，在上轴承外圈的上端面之上和下轴承外圈的下端面之下，分别设置一个带有十几个沿周均布轴向通孔及其内置螺旋压缩弹簧的支承隔圈，使两个轴承形成面对面轴承组合，承受径向负荷和双向轴向负荷，并且作为轴向定位端。支承隔圈中的十几个内置螺旋压缩弹簧，用于保证每个轴承的当量负荷不低于要求的最小负荷。下端的支承隔圈由铝合金端座162限位支承，上端的支承隔圈由铝合金端盖165限位支承，铝合金端座162与钢质轴承座153采用止口定位，并钎焊固定及密封，铝合金端盖165与钢质轴承座之间设置调整垫圈。轴承润滑使用润滑脂，轴承组两侧具有防止润滑脂向两侧移动的铝合金材质的离心隔离盘。轴承组下侧设置带有六个密封齿的磁流体密封组件，使轴承与转子所处真空环境隔离，轴承腔与大气气路连通。轴承组上侧设置带有两个密封齿的磁流体密封组件。磁流体密封组件分别固定在铝合金端座162和铝合金端盖165之上，连接面采用胶粘剂粘接及密封。在相对磁流体密封组件的位置，在转轴上安装隔套163、164，隔套采用导磁性高于转轴材料的45#钢，以保证密封磁通，同时隔套具有相关零部件的轴向定位及传力作用。隔套163与转轴101之间设置橡胶密封圈和真空密封脂，隔套163与转轴之间也可采用钎焊方法固定连接及密封。隔套164的上端面由轴端螺母紧固。转轴101的上轴端还带有外花键以供与外部设备转轴连接，还带有中心孔处的内螺纹用于安装工艺。
为使飞轮转轴101的中心线处于铅垂位置，采用如图36所示的结构，调整支座板133与基座134安装的水平度，使飞轮转轴安装基准面135的水平度达到严格要求，同时严格控制轴承座153、外钢套139、扇形垫块166、扇形调整垫板167的相关加工形位精度。扇形垫块166沿周均布，安装开始时暂不使用，在转轴下端完成与圆环链条的连接，并完成圆环链条与坐落于底部的飞轮轮体及中心轴的连接之后，由安装在转轴上轴端内螺纹处的吊装工具吊起整个转子以及包括轴承座153和外钢套139之内的全部静子件，或者在飞轮轮体中心轴底部采用液压千斤顶先顶起最重的飞轮轮体，再吊起伸直全部转子，之后从侧面安装扇形垫块166。沿周均布的、从侧面安装的扇形调整垫板167用于调整轴向支承永磁轴承转动盘与静止盘之间的间隙大小，从而调整磁吸力大小。在逐个装配永磁轴承的静止盘和转动盘时，静止盘吸到转动盘上，由于在两盘相对端面的内缘和外缘处设置了更小间隙的限位凸边，两盘互 相吸住时的气隙仍保留约一半的额定气隙距离，使得此时的磁吸力不致过大，利于对磁吸力的调试操作。
固定安装于基座134的真空容器壳体为上细下粗的瓶状(图52)，具有上、中、下三部分，下部由底部椭圆形封头与下部圆筒段组成，中部为椭圆形收口，上部由圆筒段和支座板133组成。轴承座153同时也是真空容器的封头。中部与下部壳体设置法兰连接，上部与中部壳体设置法兰连接，安装的先后顺序为：下部壳体，轮体与中心轴组件，中部壳体，基座134，上部壳体，其余零组件。在中部与下部壳体之间的、上部与中部壳体之间的法兰连接处外圈(图52，放大图)，设置有钎焊环腔壁结构，两端的薄壁环形件168、170先与厚壁壳体焊接固定，在现场安装和法兰连接紧固之后，采用现场软钎焊方法焊接中间的薄壁环形件169与两端的薄壁环形件168、170，以保证可靠的真空密封，同时又是半可拆式密封和连接，其中的薄壁件和两端过渡结构主要为了防止现场钎焊时热量散失过快。在支座板133和轴承座153之间，设置有包容前二者之间全部连接面的钎焊环腔壁结构(图36)，两端的薄壁环形件171、173先与轴承座、支座板焊接固定，在容器未抽真空和转子静态条件下确定扇形调整垫板167厚度并完成轴承座153与外钢套139的紧固之后，采用现场软钎焊方法焊接中间的薄壁环形件172与两端的薄壁环形件171、173，以保证对包容件的可靠密封，并在需要进一步调整扇形调整垫板167厚度时可以拆除和重用。
立式的HETfhf半偶件(图29)具有单级、实心轴、双磁通、近轴线圈结构形式，其结构特征与图20所示的卧式半偶件大部分相同，下面仅对HETfhf半偶件的特殊部分加以说明。
HETfhf半偶件转轴2由中心细轴和外圈环轴两部分过盈配合组成，中心细轴材质采用40Cr钢，外圈环轴采用20钢。中心细轴具有一个面向下面的带有外花键的轴伸。
HETfhf的静子通过支架175与飞轮转轴上端轴承座153连接(图53)，即：支架175上端的小直径止口环体与HETfhf静子下端法兰盘止口连接紧固，支架下端的大直径止口环体与飞轮转轴上端轴承座153外缘凸台止口连接紧固，使HETfhf静子的支承与飞轮装置形成一体，通过相关连接零部件的形位公差加工控制，使HETfhf转轴与飞轮转轴的轴心线重合。支架175由上端的小直径止口环体、下端的大直径止口环体、连接两端的沿周均布的矩形截面径向辐条构成，采用球墨铸铁铸造和机加工艺制造。HETfhf转轴下端面压在飞轮转轴上端面上(图53)，HETfhf转子的重力传递到飞轮转轴上，统一由飞轮的轴向支承永磁轴承负责承担，使HETfhf免设很高负荷的轴向支承轴承，也免设轴向定位死点。两轴的轴端加工有相同规格尺寸的外花键，两轴之间的扭矩由一个装配在两轴端的内花键套筒174(图53)来传递。上述这种其中一台设备无轴向定位死点的两台设备之间的联轴节，在运行时不会对仅有的一个轴向定位轴承产生额外的、不希望的轴向负荷。而在通常的两台设备均有轴向定位死点的场合，二者之间的弹性联轴节会产生由轴向位移、不对中等情况引起的轴向力，二者之间的刚性固定联轴节会产生很大的热膨胀轴向力，二者之间的齿式联轴节在转轴等零件热伸缩导致啮合齿之间轴向位移时会产生摩擦轴向力，这些轴向力均是成对出现的作用力与反作用力，并同时传递到两台设备的轴向定位端的轴向支承轴承。
HETfhf的中心细轴两端仅各设一个径向滚动深沟球轴承，外圈均可自由轴向位移，没有可承受双向轴向负荷的轴向定位轴承。由于立式转子轴承不承受重力，为保持轴承的最小负荷，在轴承座端盖一侧加装作用于轴承外圈端面的螺旋压缩弹簧施加轴向预紧负荷。
飞轮装置176和HETfhf半偶件177布置在塔架中心位置(图54)，飞轮转轴中心线与偏航转动中心线重合，在风轮对风时不产生飞轮陀螺力矩，也不引起飞轮重心的转动。
对HETw和HETf的运行控制是分别独立执行的，各自采用第二类调节方法。HETw的齿轮 箱侧半偶件转子记为转子1，HETw的发电机侧半偶件转子记为转子2；HETfhf半偶件转子记为转子1，HETfhe半偶件转子记为转子2。以间接计算获得的电磁转矩Me1参数为控制指令。调节时，实时测得ω1和ω2值，给定Me1参数值，以I1和I2为待解励磁电流参数，以Me1＝Fm1(ω1，ω2，R0，I1，I2)公式作为约束条件，求得I1和I2参数的满足主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解。实际操作时，该最优解从事先准备的数据库中调用，并用于执行环节。
风电系统的常规操作采用稳定发电运行方法，按照计划的平均发电功率运行发电机，较大风况或阵风使风轮输出功率高于平均值时，高出的差值由飞轮吸收，较小风况使风轮输出功率低于平均值时，不足的差额由飞轮补偿输出。
风电系统在必要时兼顾电网调峰功能，当电网需要储能、且风速较小时，发电机作为电动机使用，由飞轮吸收来自电网的电能，当电网负荷增加、且风速较小时，由飞轮全力输出储存的能量。
采用风力起动风轮和发电机的过程：达到启动风速时，风轮叶片桨距角由“顺桨”位置减小角度至具有较大起动力矩的桨距角，由风力驱动风轮自起动，并由HETw传动带动同步发电机转子从零转速升高至同步转速1500r/min，再经同步并网操作程序接入电网；在起动过程完成时，叶片桨距角转动至额定的设计桨距角，风轮转速调整至满足最佳叶尖速比7的转速值。
在无风情况下发挥电网调峰功能、采用飞轮起动发电机(电动机)的过程：利用飞轮动能，由HETf传动带动同步电机转子从零转速升高至同步转速1500r/min，再经同步并网操作程序接入电网，之后的同步电机再按计划作发电工况运行，或者作电动工况运行。当飞轮处于零转速、无动能时，同步电机采用自带的起动绕组空载起动，运行电动工况。
在切入风速至额定风速范围内的常规运行控制方案：风轮叶片保持设计桨距角；按照最大风能利用的目的，以保持最佳叶尖速比为运行目标，在风轮风力转矩函数Mw＝f(Vw，ωw)中，选取最佳转矩函数Mwopt＝f(Vwopt，ωw)为目标运行转矩-转速线，其中的最佳风速Vwopt＝Rt·ωw/(vt/vw)opt；由公式ωw＝ωw1/K和最佳转矩函数计算最佳转矩Mwopt值，由公式Mew1＝Mfw1+(Mfw-Mwopt)/K+Mfgc计算HETw的齿轮箱侧半偶件电磁转矩Mew1参数值，其中，ωw1是HETw的齿轮箱侧半偶件转子角速度，Mfw1是HETw的齿轮箱侧半偶件转子的摩擦机械力矩，Mfw是风轮轴摩擦阻力矩，Mfgc是齿轮箱摩擦阻力矩折合到HETw的齿轮箱侧半偶件转子的数值；由发电机按照计划平均发电功率稳定运行的能量调配原则，通过控制系统的平衡计算，给出HETfhf半偶件电磁转矩Mefhf参数指令；以Mew1参数值为控制指令对HETw执行调节控制，以Mefhf参数值为控制指令对HETf执行调节控制；当实际风速Vw大于最佳风速Vwopt时，实际风轮风力转矩Mw＝f(Vw，ωw)大于最佳转矩Mwopt，当前执行的电磁转矩Mew1不能平衡风轮转速，结果是风轮自动增加转速，使最佳风速Vwopt值趋近当前风速Vw，直至平衡运行在目标运行转矩-转速线Mwopt＝f(Vwopt，ωw)之上；当实际风速Vw小于最佳风速Vwopt时，路径与上述相反，结果同样平衡运行在目标运行转矩-转速线上。
在额定风速至切出风速范围内的风轮功率限制控制方案：采用向减小失速趋势、减小气流攻角、增大叶片桨距角方向变化的变桨距角措施，原则上保持风轮风力功率恒定和风轮转速恒定(均等于额定值)，即要求风轮风能利用系数Cp与风速三次方成反比变化，同时要求叶尖速比λ与风速成反比变化，在Cp-λ图上显示为Cp值与λ三次方成正比的目标运行轨迹，这是一条陡峭的曲线；利用在桨距角可调范围内的不同桨距角下的Cp-λ曲线族，求出该曲线族与上述目标运行轨迹曲线的交点族，从交点族确定桨距角随风速变化的对应规律；实时 测量当地平均风速Vw以及ωw1、ωw2、ωfhf值，按上述规律调节桨距角，同时以额定电磁转矩Mew1d值作为预定的Mew1参数指令调节控制HETw，以控制系统按照平衡策略计算给出的电磁转矩Mefhf参数指令调节控制HETf；当风轮转速低于额定转速时，适当调低Mew1指令，以减轻风轮输出负载，使风轮增速，当风轮转速高于额定转速时，适当调高Mew1指令，以增加风轮输出负载，使风轮降速，从而稳定风轮运转在额定转速上。
叶轮制动、停机控制过程：达到切出风速时，或者其他制动指令发出时，首先转动风轮叶片桨距角至“顺桨”位置，实施空气动力制动，然后进行设在风轮轴处的刹车盘机械制动，直至停止风轮转动。
(h)应用HET的飞轮储能和转换系统
一个用于电网调峰的飞轮储能和转换系统具体实施方案(图58)如下。
该系统包括：一个飞轮装置176(图56)，一个飞轮侧立式分离型HET半偶件177(图39)，一个电机侧卧式分离型HET半偶件178(图24)，一个卧式同步电动/发电机179，以及控制和附属系统。
卧式同步电动/发电机：发电额定功率12MW，转速3000r/min，额定容量15MVA，额定电压6.3kV，总重31.7吨，采用间接空气冷却。在飞轮具有能量时，电机的起动优先采用由飞轮和HET带到额定转速的方法。
飞轮装置主要参数：额定转速1321.9r/min，额定传输功率12.8MW，最大传输转矩277398Nm，该转矩可在1/3额定转速下传输额定功率12.8MW；飞轮最大外径9648mm，装置最大外径10697mm，装置总高度15894mm，装置总重量1414587kg，转子总重量1181437kg，额定储能38465kWh。
飞轮装置实施方案如下。在此仅说明与“(g)应用HET和飞轮的风力发电系统”具体实施方式中的飞轮装置不同的部分。
飞轮转子具有15套上下串列的轮体，每套轮体具有两个质量块体53和两个支承体54(图55)，每套轮体与一段圆筒形中心轴102相连接，上下相邻的中心轴采用法兰和螺纹紧固件连接，位于下方的14段中心轴具有相同的结构，最上方的一段中心轴具有与圆环链条下端法兰盘131相连接的法兰盘。安装装配时，首先从底部支承安放最下端的一套轮体和中心轴组件，再由下至上逐套装配连接其余的轮体和中心轴组件。连接14段相同结构中心轴的紧固件采用双头螺柱和螺母，螺柱在装配就位时穿过暂时未用的通孔空间。
轴向支承永磁轴承由12个串列的吸力式轴向支承永磁轴承构成，转动盘采用12个相同尺寸结构的软磁材料45#钢锥形盘。
固定安装于基座134的真空容器壳体为上细下粗的瓶状，真空容器壳体位于地面之下的深坑中。
电机侧卧式分离型HET半偶件主要参数：额定转速3000r/min，额定功率12.3MW，额定转矩39097Nm，额定主电流429558A；转子外径730mm，静子本体外径1117mm，总长度1217.6mm，转子重量1561kg，总重量5498kg(不含铝电缆)。采用双磁通、近轴线圈、实心轴、轴面型、单级型式，其结构型式和特征与图20所示的HET半偶件相同。
飞轮侧立式分离型HET半偶件主要参数：额定转速1321.9r/min，额定功率12.8MW，设计功率3×12.8MW，可在1/3额定转速下达到额定功率12.8MW；最大转矩277398Nm，额定主电流429558A；转子外径1373.7mm，静子本体外径2193.2mm，总长度(高度)3212mm，转子重量18245kg，总重量68199kg(不含铝电缆)。采用双磁通、近轴线圈、实心轴、轴面型、 两级外串联型式，其结构型式和特征与图31所示的HET半偶件大部分相同，下面仅对主要不同之处进行说明。
飞轮侧立式分离型HET半偶件采用“全高转子导电体”设计。
飞轮侧立式分离型HET半偶件的静子通过支架175与飞轮转轴上端轴承座153连接(图39，图57)，即：支架175上端的小直径止口环体与HET半偶件静子下端法兰盘止口连接紧固，支架下端的大直径止口环体与飞轮转轴上端轴承座153外缘凸台止口连接紧固，使飞轮侧HET半偶件静子的支承与飞轮装置形成一体，通过相关连接零部件的形位公差加工控制，使HET半偶件转轴与飞轮转轴的轴心线重合。支架175由上端的小直径止口环体、下端的大直径止口环体、连接两端的沿周均布的矩形截面径向辐条构成，采用球墨铸铁铸造和机加工艺制造。HET半偶件转轴下端面压在飞轮转轴上端面上，HET半偶件转子的重力传递到飞轮转轴上，统一由飞轮的轴向支承永磁轴承负责承担，使HET半偶件免设很高负荷的轴向支承轴承，也免设轴向定位死点。两轴的轴端加工有相同规格尺寸的外花键，两轴之间的扭矩由一个装配在两轴端的内花键套筒174来传递。
飞轮侧立式分离型HET半偶件的中心细轴两端仅各设一个径向滚动深沟球轴承，外圈均可自由轴向位移，没有可承受双向轴向负荷的轴向定位轴承。由于立式转子轴承不承受重力，为保持轴承的最小负荷，在轴承座端盖一侧加装作用于轴承外圈端面的螺旋压缩弹簧施加轴向预紧负荷。
电机侧HET半偶件的匝数分别为Z11、Z12的两个励磁线圈串接在一起，通以一种励磁绕线电流Ic1，两线圈的励磁电流分别为Z11·Ic1、Z12·Ic1。飞轮侧HET半偶件的匝数分别为Z21、Z22、Z23的三个励磁线圈串接在一起，通以一种励磁绕线电流Ic2，三线圈的励磁电流分别为Z21·Ic2、Z22·Ic2、Z23·Ic2。电机侧HET半偶件转子记作转子1，飞轮侧HET半偶件转子记作转子2。由此，公式(a12)至(a16)中的I1、I2可以替换为Ic1、Ic2，并采用第二类调节方法，以电磁转矩Me1参数为控制指令对HET进行调节。
调节HET时，实时测得ω1和ω2值，控制系统按照上级指令和能量流控制策略计算给定Me1参数值，以Ic1和Ic2为待解参数，以公式Me1＝Fm1(ω1，ω2，R0，Ic1，Ic2)作为约束条件，求得Ic1和Ic2参数的满足主电流欧姆热(I0·I0·R0)和励磁电流欧姆热(∑Poi)之和最小的最优解。实际操作时，该最优解从事先准备的数据库中调用，并用于执行环节。
引用标记清单
I0：标记主电流。
I1、I2、…：标记各个直流励磁线圈的电流。
Φ：标记主磁路的磁通，Φ1、Φ2、Φ3等标记各个主磁路的磁通。
ω、ω1、ω2及箭头：标记HET转子、HET转子1、HET转子2的角速度矢量。
1：标记HET转轴轴心线。
2：标记HET转轴。
3：标记转子导磁导电体。
4：标记转子导电体。
5：标记动/静电路连接介质(“连接区空隙”)。
6：标记静子导电体。
7：标记静子导磁导电体。
8：标记静子中间导电体。
9：标记直流励磁线圈。
10：标记静子导磁体。
11：标记静子导电体(共用的)。
12：标记静子导磁体。
13：标记永磁体。
14：标记转子导磁体。
15：标记液态金属转换开关(液态金属充填的端面缝隙)。
16：标记静子外引导电体(外接端子)。
17：标记静子导磁导电体。
18：标记静子导磁导电体。
19：标记转子导电体。
20：标记静子导磁体。
21：标记静子导磁体。
22：标记主磁路。
23：标记主电流回路。
36：标记支撑端盖。
37：标记磁流体密封件。
51：标记飞轮转轴。
52：标记飞轮真空容器壳体。
53：标记飞轮轮体的质量块体。
54：标记飞轮轮体的支承体。
59：标记飞轮轴向永磁吸力轴承的转动盘。
60：标记飞轮轴向永磁吸力轴承的静止盘。
62：标记飞轮轮体的支承盘。
63：标记弹性材料环(连接支承盘与支承体)。
69：标记飞轮转轴下端加载盘(用于机械直联加载)。
71：标记车辆底盘上的立轴式柔性飞轮装置。
72：标记车辆底盘上的HET半偶件。
73：标记车辆车架。
74：标记飞轮真空容器壳体的耳法兰。
75：标记车辆底盘上的飞轮支承组件。
76：标记车辆底盘上的燃料发动机。
77：标记车辆底盘上的三级速比齿轮减速器。
80：标记车辆飞轮机械加载接头的液压连接盘。
81：标记车辆飞轮机械加载接头的花键盘。
82：标记液压连接盘上的异形胶圈。
83：标记液压连接盘上的液压油路。
84：标记加载转轴上的轴心通孔。
85：标记加载盘外圆柱面上的环形沟槽。
86：标记加载盘上的排气孔。
87：标记圆柱销。
88：标记螺钉。
89：标记导向套筒。
90：标记导向套环。
91：标记柔性导线束。
92：标记支座环板。
101：标记飞轮转轴。
102：标记飞轮轮体中心轴。
131：标记承拉传扭柔性传动件下端外法兰盘。
133：标记悬挂式柔性飞轮装置的支座板。
134：标记悬挂式柔性飞轮装置的基座(与场地基础相连)。
135：标记悬挂式柔性飞轮转轴的安装基准平面(接触面)。
139：标记包容永磁轴承静止盘各段钢套的外钢套。
140：标记飞轮转轴下端的轴承座。
146：标记固定永磁轴承转动盘的螺母。
147：标记固定永磁轴承转动盘的紧定套。
148：标记永磁轴承转动盘之间的中间隔套。
149：标记永磁轴承静止盘的软磁材料电磁纯铁环。
150：标记永磁轴承静止盘的永磁材料钕铁硼环。
151：标记永磁轴承静止盘的非导磁材料铝合金基体。
152：标记永磁轴承转动盘最上端的隔套。
153：标记飞轮转轴上端的钢制轴承座。
154：标记包容永磁轴承静止盘的上端钢套。
155：标记橡胶弹性垫套。
156：标记包容永磁轴承静止盘的中间钢套。
157：标记包容永磁轴承静止盘的下端钢套。
158：标记飞轮转轴下端轴承座的端盖。
159：标记飞轮转轴下端轴承腔的离心隔离盘。
160：标记飞轮转轴下端轴承隔套。
161：标记飞轮转轴下端轴承隔套。
162：标记飞轮转轴上端轴承铝合金端座。
163：标记飞轮转轴上端轴承隔套。
164：标记飞轮转轴上端轴承隔套。
165：标记飞轮转轴上端轴承铝合金端盖。
166：标记悬挂式柔性飞轮装置支座的扇形垫块。
167：标记扇形调整垫板(调整永磁轴承转动盘与静止盘之间的间隙)。
168：标记真空容器壳体的钎焊环腔壁结构的端部薄壁环形件。
169：标记真空容器壳体的钎焊环腔壁结构的中间薄壁环形件。
170：标记真空容器壳体的钎焊环腔壁结构的端部薄壁环形件。
171：标记支座板与上轴承座之间的钎焊环腔壁结构的端部薄壁环形件。
172：标记支座板与上轴承座之间的钎焊环腔壁结构的中间薄壁环形件。
173：标记支座板与上轴承座之间的钎焊环腔壁结构的端部薄壁环形件。
174：标记连接HET转轴与飞轮转轴的内花键套筒。
175：标记连接HET静子与飞轮轴承座的支架。
176：标记悬挂式柔性飞轮装置。
177：标记飞轮侧立式分离型HET半偶件。
178：标记电机侧卧式分离型HET半偶件。
179：标记卧式同步电动/发电机。
180：标记HET空心转轴的端轴。
181：标记HET空心转轴的套环。
182：标记HET空心转轴的端轴。
201：冷却通道。
203：环流缝隙。
204：折流墙体。
205：冷却通道进口或出口。
206：蛇形流道。
208：柔性混排外联电线。
209：柔性混排外联电线的接头。
210：定位环。
211：板形零件。
212：“铆钉”组合件。
213：组合平面安装环和蛋形环的整体零件。
214：分立的装配式结构。
215：端盖部分。

Claims (16)

  1. 一种单极直流电磁传动机(HET)，由两个转子、一套静子、一套外部附属系统、一套调节控制系统组成，其特征是：每个转子上有一个或多个轴对称形状的转子导磁导电体(3)，静子上有一个或多个环绕转轴轴心线(1)缠绕的直流励磁线圈(9)，采用调节部分或全部励磁线圈(9)的直流电流的方法对HET进行控制，主磁路(22)由转子和静子上的轴对称导磁结构件导引为闭环，至少有两个主磁路，主磁路经过转子导磁导电体，最多有一个主磁路同时经过两个转子的转子导磁导电体，有一个传导主电流(I0)的主电路(23)，该电路串联连接转子导磁导电体、转子导电体(4)、电路连接区(5)、静子导电体(6，11)和静子导磁导电体(7，17，18)，转子导磁导电体上的主电流(I0)方向与磁通(Φ)方向在子午面互相垂直，每个转子导磁导电体的轴向两侧分别连接一个转子导电体，该转子导磁导电体和其两侧的转子导电体以相同的套接直径与转轴(2)套接，主磁路的磁通按照顺序或逆序依次通过转轴(2)、转子导磁导电体、静子导磁导电体(7)，每个转子导电体通过一个电路连接区(5)缝隙内的液态金属与一个静子导电体形成主电路连接，电路连接区(5)所处位置的半径小于转子上的导电体(3，4)的最大半径，电路连接区缝隙轴对称于转轴轴心线(1)，该缝隙中段的半径大于两侧半径，在静子导电体(6，11)上开有轴对称于转轴轴心线的、与上述缝隙两处连通的环流缝隙(203)，环流缝隙与电路连接区缝隙连通段形成闭合回路，以供液态金属在该闭合回路中循环流动，在静子上设置充装冷却剂流体的冷却通道。
  2. 如权利要求1所述的单极直流电磁传动机，其特征是：在静子导电体(6，11)与其他静子件之间形成冷却通道(201)，冷却通道(201)采用折流墙体(204)构成蛇形流道(206)，并通过多个冷却通道进口和出口(205)，与外部附属系统中的冷却剂流体输送泵和散热器连通，冷却剂流体在冷却通道中循环流动，带走HET产生的热量。
  3. 一种车辆用燃料发动机动力系统，包括：一个燃烧燃料输出轴功的发动机，一套传输发动机动力至驱动桥主减速器的传动系，以及它们的控制系统，其特征是：传动系含有一个如权利要求1所述的单极直流电磁传动机(HET)。
  4. 如权利要求3所述的车辆用燃料发动机动力系统，其特征是：在HET的静子导电体(6，11)与其他静子件之间形成冷却通道(201)，冷却通道(201)采用折流墙体(204)构成蛇形流道(206)，并通过多个冷却通道进口和出口(205)，与HET外部附属系统中的冷却剂流体输送泵和散热器连通，冷却剂流体在冷却通道中循环流动，带走HET产生的热量。
  5. 一种车辆用飞轮动力系统，包括：储能飞轮装置，从飞轮装置至驱动桥主减速器的传动系，以及它们的控制系统，其特征是：传动系含有如权利要求1所述的单极直流电磁传动机(HET)，储能飞轮装置采用两个立轴式飞轮，旋向相反地布置于车辆底盘位置。
  6. 如权利要求5所述的车辆用飞轮动力系统，其特征是：在HET的静子导电体(6，11)与其他静子件之间形成冷却通道(201)，冷却通道(201)采用折流墙体(204)构成蛇形流道(206)，并通过多个冷却通道进口和出口(205)，与HET外部附属系统中的冷却剂流体输送泵和散热器连通，冷却剂流体在冷却通道中循环流动，带走HET产生的热量。
  7. 一种车辆用燃料发动机和飞轮混合动力系统，包括：一台燃烧燃料输出轴功的发动机，一个或两个储能飞轮装置，连接发动机、飞轮装置和驱动桥主减速器的传动系，以及它们的控制系统，其特征是：传动系含有如权利要求1所述的单极直流电磁传动机(HET)。
  8. 如权利要求7所述的车辆用燃料发动机和飞轮混合动力系统，其特征是：在HET的静子导电体(6，11)与其他静子件之间形成冷却通道(201)，冷却通道(201)采用折流墙体(204)构成蛇形流道(206)，并通过多个冷却通道进口和出口(205)，与HET外部附属系统中的冷却剂流体输送泵和散热器连通，冷却剂流体在冷却通道中循环流动，带走HET产生的热量。
  9. 一种对车辆储能飞轮的机械连接加载充能系统，其中含有操作时与车辆储能飞轮转轴下端加载盘(69)机械连接的加载接头，含有与交流电网连接的一台电动机或直流电源，含有(或不含有)一个作缓冲用途的立轴式飞轮装置，含有一套传动系，加载接头装配在传动系的最上端转轴的上端，其特征是：传动系含有如权利要求1所述的单极直流电磁传动机(HET)。
  10. 如权利要求9所述的对车辆储能飞轮的机械连接加载充能系统，其特征是：在HET的静子导电体(6，11)与其他静子件之间形成冷却通道(201)，冷却通道(201)采用折流墙体(204)构成蛇形流道(206)，并通过多个冷却通道进口和出口(205)，与HET外部附属系统中的冷却剂流体输送泵和散热器连通，冷却剂流体在冷却通道中循环流动，带走HET产生的热量。
  11. 一种风力发电系统，包括：一个风轮，一个发电机，一个连接风轮和发电机的传动系，以及它们的控制系统，其特征是：传动系含有一套如权利要求1所述的单极直流电磁传动机(HET)。
  12. 如权利要求11所述的风力发电系统，其特征是：在HET的静子导电体(6，11)与其他静子件之间形成冷却通道(201)，冷却通道(201)采用折流墙体(204)构成蛇形流道(206)，并通过多个冷却通道进口和出口(205)，与HET外部附属系统中的冷却剂流体输送泵和散热器连通，冷却剂流体在冷却通道中循环流动，带走HET产生的热量。
  13. 一种带储能飞轮的风力发电系统，包括：一个风轮，一个发电机，一个储能飞轮，一个连接风轮、发电机和储能飞轮的传动系，以及它们的控制系统，其特征是：传动系含有如权利要求1所述的单极直流电磁传动机(HET)。
  14. 如权利要求13所述的带储能飞轮的风力发电系统，其特征是：在HET的静子导电体(6，11)与其他静子件之间形成冷却通道(201)，冷却通道(201)采用折流墙体(204)构成蛇形流道(206)，并通过多个冷却通道进口和出口(205)，与HET外部附属系统中的冷却剂流体输送泵和散热器连通，冷却剂流体在冷却通道中循环流动，带走HET产生的热量。
  15. 一种储能和转换系统，包括：一个储能飞轮装置，一个电动/发电机，在飞轮与电机之间的传动设备，以及它们的控制系统，其特征是：传动设备采用一套如权利要求1所述的单极直流电磁传动机(HET)。
  16. 如权利要求15所述的储能和转换系统，其特征是：在HET的静子导电体(6，11)与其他静子件之间形成冷却通道(201)，冷却通道(201)采用折流墙体(204)构成蛇形流道(206)，并通过多个冷却通道进口和出口(205)，与HET外部附属系统中的冷却剂流体输送泵和散热器连通，冷却剂流体在冷却通道中循环流动，带走HET产生的热量。
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CN106026586A (zh) * 2016-07-29 2016-10-12 冯西川 闭合叠加磁路开关磁阻直流电动机
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CN105150835A (zh) * 2014-06-09 2015-12-16 徐立民 带单极直流电磁传动机的燃料动力车辆动力系统
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