WO2023195502A1 - 電動アクチュエーター、電動モビリティ - Google Patents

電動アクチュエーター、電動モビリティ Download PDF

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Publication number
WO2023195502A1
WO2023195502A1 PCT/JP2023/014154 JP2023014154W WO2023195502A1 WO 2023195502 A1 WO2023195502 A1 WO 2023195502A1 JP 2023014154 W JP2023014154 W JP 2023014154W WO 2023195502 A1 WO2023195502 A1 WO 2023195502A1
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WO
WIPO (PCT)
Prior art keywords
electric
power
electric actuator
motor
motion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2023/014154
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English (en)
French (fr)
Japanese (ja)
Inventor
繁 松本
進一 松本
一宏 村内
博至 宮下
正巳 鈴木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kokusai Keisokuki KK
Original Assignee
Kokusai Keisokuki KK
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kokusai Keisokuki KK filed Critical Kokusai Keisokuki KK
Priority to KR1020247037131A priority Critical patent/KR20250002382A/ko
Priority to CN202380030868.3A priority patent/CN118947058A/zh
Priority to EP23784786.8A priority patent/EP4507190A4/en
Priority to JP2024514303A priority patent/JPWO2023195502A1/ja
Publication of WO2023195502A1 publication Critical patent/WO2023195502A1/ja
Priority to US18/894,977 priority patent/US20250015670A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/06—Means for converting reciprocating motion into rotary motion or vice versa
    • H02K7/075—Means for converting reciprocating motion into rotary motion or vice versa using crankshafts or eccentrics
    • 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
    • H02K7/06—Means for converting reciprocating motion into rotary motion or vice versa
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/52—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by DC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by DC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/16—Dynamic electric regenerative braking for vehicles comprising converters between the power source and the motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M7/00—Vibration-testing of structures; Shock-testing of structures
    • G01M7/02—Vibration-testing by means of a shake table
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/003—Couplings; Details of shafts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/118—Structural association with clutches, brakes, gears, pulleys or mechanical starters with starting devices
    • H02K7/1185—Structural association with clutches, brakes, gears, pulleys or mechanical starters with starting devices with a mechanical one-way direction control, i.e. with means for reversing the direction of rotation of the rotor
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
    • H02P5/74—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more AC dynamo-electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/20—DC electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/30—Universal machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/526—Operating parameters

Definitions

  • the present invention relates to an electric actuator and electric mobility equipped with an electric actuator.
  • Patent Document 1 Japanese Patent Document 1
  • the present invention has been made in view of the above circumstances, and an object of the present invention is to provide an electric actuator with improved power saving performance.
  • an electric actuator includes an electric motor that repeatedly rotates forward and reverse at a desired frequency, and a motion converter that converts forward and reverse rotational motion output from the electric motor into unidirectional rotational motion.
  • FIG. 1 is a perspective view of an electric actuator according to a first embodiment of the present invention.
  • 1 is a plan view showing a schematic structure of an electric actuator according to a first embodiment of the present invention. It is a side view of the connecting rod of a 1st embodiment of the present invention. It is a side view of the crankshaft of a 1st embodiment of the present invention.
  • 1 is a block diagram showing a schematic configuration of a power supply system (electric drive system) for an electric actuator according to a first embodiment of the present invention.
  • FIG. 1 is a diagram showing a circuit configuration of an electric drive system according to a first embodiment.
  • FIG. 3 is a diagram comparing the operation of the first embodiment of the present invention and a conventional motor.
  • FIG. 7 is a diagram illustrating a control device for an electric actuator according to a second embodiment of the present invention.
  • FIG. 7 is a side view of an electric actuator according to a fourth embodiment.
  • FIG. 7 is a plan view of an electric actuator according to a fourth embodiment.
  • FIG. 7 is a front view of an electric actuator according to a fourth embodiment.
  • It is a block diagram of the crankshaft of the electric actuator based on 4th Embodiment.
  • It is a block diagram showing a schematic structure of a power supply system (electric drive system) of an electric actuator concerning a 4th embodiment.
  • FIG. 7 is a perspective view of an electric actuator according to an eighth embodiment of the present invention. It is a block diagram showing a schematic structure of a power supply system (electric drive system) of an electric actuator concerning an 8th embodiment.
  • FIG. 7 is a diagram showing a schematic configuration of a power system of an electric vehicle according to a ninth embodiment of the present invention.
  • FIG. 3 is a block diagram showing a schematic configuration of a power supply system (electric drive system) for a railway vehicle according to a tenth embodiment. It is an external view of the tire testing device concerning an 11th embodiment of the present invention. It is an external view of the tire testing device concerning an 11th embodiment. It is a figure showing the internal structure of the torque generation device of an 11th embodiment. It is a block diagram showing a schematic structure of a power supply system of an 11th embodiment. It is a side view which shows the basic structure of the uniformity and dynamic balance combined test apparatus based on 12th Embodiment of this invention.
  • FIG. 7 is a perspective view showing the structure of a test section and a belt mechanism of a collision simulation test device according to a fourteenth embodiment.
  • FIG. 3 is a block diagram showing a modification of the schematic configuration of the electric actuator power supply system.
  • FIG. 3 is a block diagram showing another modification of the schematic configuration of the electric actuator power supply system.
  • the present inventor discovered that the efficiency of using regenerated power can be increased by driving the electric motor in reverse at a high repetition frequency.
  • the high repetition frequency is, for example, 10 Hz or higher, or is just an example, and is not limited to 10 Hz or higher.
  • First embodiment> 1 and 2 are a perspective view and a plan view, respectively, of an electric actuator 100 according to a first embodiment of the present invention.
  • a part of piston 50 mentioned later is shown in sectional drawing.
  • the electric actuator 100 includes a drive unit 100d and a crankshaft 70. Note that the electric actuator 100 may further include a servo amplifier 95 (drive device) and a control device 96, which will be described later in FIGS. 5 and 6.
  • the term "electric actuator” may mean only a motor and a mechanism driven by the motor, or a combination of a motor and mechanism (referred to as a mechanism section) plus a drive device that drives the motor. It may also mean a control device that controls a drive device. Furthermore, if the electric actuator includes a drive device or a control device, the drive device or control device may be provided in the same housing as the mechanism section, or may be configured as a separate device from the mechanism section and connected with a cable, etc. It may also be connected to the mechanical part.
  • the drive unit 100d includes a motor 10 (electric motor), a bearing 30, a ball screw 40 (feed screw mechanism), a linear motion part 50 (hereinafter referred to as "piston 50"), and a connecting rod 60.
  • the motor 10 is, for example, an ultra-low inertia, high-output AC servo motor. By using such a motor 10 with ultra-low inertia and high output, reciprocating and reversing driving at a high frequency of, for example, 100 Hz or more is possible.
  • a screw shaft 41 of the ball screw 40 is rotatably supported by a bearing 30 fixed to a frame (not shown).
  • the screw shaft 41 is connected to the shaft 11 of the motor 10 by the shaft coupling 20.
  • the piston 50 is a cylindrical member in which a hollow portion 50a extending in the direction of the axis Ax1 is formed.
  • the axis Ax1 is the center line of the drive unit 100d, and is a straight line that is common to the rotation axes of the motor 10 and the ball screw 40.
  • the nut 42 of the ball screw 40 is housed in, for example, one end (the left end in FIG. 2) of the hollow portion 50a of the piston 50, and is fixed to the piston 50.
  • a pin 52 is attached to the other end of the piston 50 (the right end in FIG. 2) perpendicular to the axis of the piston 50 (in other words, parallel to the crankshaft 70).
  • FIG. 3 is a side view of the connecting rod 60.
  • the connecting rod 60 has a small end 62 in which a small diameter pin hole 62a is formed, a large end 64 in which a large diameter pin hole 64a is formed, and a rod part 66 that connects the small end 62 and the large end 64. has.
  • the pin holes 62a and 64a are formed parallel to each other.
  • the pin 52 is inserted into the pin hole 62a of the small end 62, for example, via a bush (not shown). Further, both ends of the pin 52 are inserted into a pair of pin holes 50b (FIG. 2) formed at the other end of the piston 50, and are fixed to the piston 50. Thereby, the connecting rod 60 is connected at the small end 62 to the other end of the piston 50 via the pin 52 so as to be able to pivot within a certain angular range about the pin 52 as a pivot axis. Note that the connecting rod 60 is rotatably connected not only to the pin 52 (first pin) but also to a crank pin 72 (second pin), which will be described later.
  • FIG. 4 is a side view of the crankshaft 70.
  • the crankshaft 70 includes a pair of crank journals 71 arranged coaxially (that is, so that their rotation axes or center lines coincide), and an axis of the crank journal 71 (that is, an axis Ax2 that is the rotation axis of the crankshaft 70).
  • a pair of crank arms 73 that connect the crank journal 71 and the crank pin 72, and a pair of balances provided on opposite sides of each crank arm 73 with respect to the axis Ax2.
  • It has a weight 74 and an output shaft 75 coaxially connected to one of the crank journals 71.
  • the balance weight 74 is formed to cancel the imbalance caused by the crank pin 72 and the crank arm 73 that are eccentric with respect to the axis Ax2.
  • the crankshaft 70 is a rotating body that is rotatably supported in a pair of crank journals 71 by a pair of bearings (for example, rolling bearings), not shown, that are fixed to a frame (not shown).
  • bearings for example, rolling bearings
  • the crank pin 72 is an eccentric pin that is eccentric with respect to the rotation axis of the crankshaft 70, and is inserted into the pin hole 64a of the large end 64 of the connecting rod 60 via, for example, a bush (not shown). Thereby, the crankshaft 70 is rotatably connected to the connecting rod 60.
  • an oil-free bushing is used as the bushing that fits into the pin holes 62a and 64a of the connecting rod 60.
  • another type of bearing such as a rolling bearing, may be used.
  • the motor 10 is driven so that the shaft 11 repeatedly rotates back and forth within a predetermined angular range. That is, the motor 10 repeats normal rotation and reverse rotation at a predetermined frequency. Rotation of the motor 10 (more specifically, reciprocating rotational motion, that is, forward and reverse rotational motion) is converted into linear motion by the ball screw 40 and transmitted to the piston 50. As a result, the piston 50, together with the nut 42 of the ball screw 40, reciprocates linearly on the axis Ax1 with a predetermined stroke. That is, the ball screw 40 functions as a first motion converter that converts the reciprocating rotational motion (forward and reverse rotational motion) of the motor 10 into reciprocating linear motion.
  • reciprocating rotational motion that is, forward and reverse rotational motion
  • crank mechanism (more specifically, a slider crank mechanism) is configured as a second motion converter that converts the rotational motion into a rotational motion (hereinafter referred to as "unidirectional rotational motion").
  • FIG. 5 is a block diagram showing a schematic configuration of a power supply system 90S (electric drive system 90) that supplies drive power to the motor 10.
  • FIG. 6 is a diagram showing the circuit configuration of the electric drive system 90. Note that the power supply system 90S constitutes an electric drive system 90 together with the motor 10.
  • the primary power source 91 is a commercial power source or a power supply device, and supplies, for example, three-phase AC power. Electric power supplied from the primary power source 91 (hereinafter referred to as "system power") is supplied to a servo amplifier 95 (drive device) via a circuit breaker 92, an electromagnetic switch 93, and a reactor 94.
  • the servo amplifier 95 is an inverter device that converts alternating current supplied from the primary power source 91 into driving power for the motor 10 , and supplies the electric power supplied from the primary power source 91 to the motor 10 .
  • the motor 10 is connected to the output terminal of the servo amplifier 95, and driving power is supplied from the servo amplifier 95 to the motor 10.
  • the servo amplifier 95 is communicably connected to the control device 96 and operates under the control of the control device 96.
  • the servo amplifier 95 includes a power regeneration converter 95a, an inverter 95b, and a capacitor 95c.
  • the power regeneration converter 95a is a converter suitable for power regeneration, and is, for example, a PWM converter that converts the power supply side current into a sine wave through PWM (Pulse Width Modulation) control. Note that the power regeneration converter 95a may perform power conversion using a 120° energization method.
  • the inverter 95b is a PWM inverter that controls the output power by, for example, PWM control.
  • the power regeneration converter 95a of the present embodiment has a function of rectifying alternating current supplied from the primary power supply 91 during power operation (that is, an operation mode in which the motor 10 is driven by the power supplied from the servo amplifier 95), and a function of rectifying the alternating current supplied from the primary power supply 91, and although it has the function of generating alternating current of the same quality as the grid power fed back to the primary power source 91 during operation, a converter dedicated to power operation and a converter dedicated to power regeneration may be provided separately.
  • the power regeneration converter 95a includes switching elements SW1 to S14, a capacitor (or capacitor) C, and a transformer Tr.
  • Inverter 95b includes switching elements SW15 to SW20.
  • the switching elements SW1 to SW20 are, for example, IGBTs (Metal Oxide Semiconductor Field Effect Transistors).
  • the control device 96 When power is supplied from the primary power source 91 (for example, a single-phase three-wire commercial power source or a three-phase three-wire commercial power source) to the motor 10, the control device 96 causes the switching elements SW1 to SW6 to be supplied from the primary power source 91.
  • the alternating current power supplied from the primary power source 91 is rectified by being repeatedly turned on and off according to the frequency of the alternating current power.
  • the control device 96 When power is supplied from the primary power source 91 to the motor 10, the control device 96 alternately and repeatedly turns on and off the switching elements SW7, SW10 and the switching elements SW8, SW9, so that the power is smoothed by the capacitor C.
  • the generated power is transmitted from the primary coil L1 of the transformer Tr to the secondary coil L2.
  • the control device 96 When power is supplied from the primary power source 91 to the motor 10, the control device 96 alternately and repeatedly turns on and off the switching elements SW11, SW14 and the switching elements SW12, SW13, so that the power from the primary coil L1 is supplied to the motor 10. The power transmitted to the secondary coil L2 is rectified.
  • the switching elements SW15 to SW20 are repeatedly turned on and off by the control device 96, so that the power smoothed by the capacitor 95c is The AC power is converted into AC power with different phases and supplied to the motor 10.
  • the control device 96 alternately turns on and off the switching elements SW11, SW14 and the switching elements SW12, SW13, so that the electric power is smoothed by the capacitor 95c.
  • the generated power is transmitted from the secondary coil L2 of the transformer Tr to the primary coil L1.
  • the control device 96 when power regenerated from the motor 10 is supplied to the servo amplifier 95, the control device 96 repeatedly turns on and off the switching elements SW1 to SW6, so that the power smoothed by the capacitor C becomes AC power. It is converted and supplied to the primary power source 91.
  • the AC power output from the reactor 94 is converted to DC by the power regeneration converter 95a, smoothed by the capacitor 95c, and then converted to AC (for example, pulse train) by the inverter 95b. is converted into driving power.
  • the driving power output from the inverter 95b is input to the motor 10, and drives the motor 10 to rotate.
  • the regenerative power output from the motor 10 is converted to DC by the inverter 95b, and input to the power regeneration converter 95a via the DC bus 95d.
  • DC bus 95d is constructed from a pair of positive and negative conducting wires.
  • the power regeneration converter 95a converts the DC power supplied from the DC bus 95d into sinusoidal AC power, and outputs it to the primary power source via the reactor 94, the electromagnetic switch 93, and the circuit breaker 92.
  • FIG. 7(a) is a graph showing the drive waveform of one cycle of the motor 10.
  • FIG. 7(b) is a graph showing a simplified change in the rotation speed [rpm] of the motor 10 in the first half of one cycle of the motor 10, and FIG. It is a graph showing a simplified change in the rotational speed of the motor 10 in the latter half of the period.
  • FIG. 7(d) is a graph showing a simplified change in the torque [Nm] of the motor 10 in the first half of one cycle of the motor 10, and
  • FIG. 3 is a graph showing a simplified change in the torque of the motor 10 in the latter half of the period.
  • the horizontal axis represents time t
  • the vertical axis represents the angular position ⁇ of the shaft 11.
  • FIGS. 7(b) and 7(c) the horizontal axis represents time t, and the vertical axis represents the rotation speed of the motor 10.
  • FIGS. 7(d) and 7(e) the horizontal axis represents time t, and the vertical axis represents the torque of the motor 10.
  • the time widths of FIGS. 7(a) to 7(e) match each other.
  • the motor 10 is driven so that the angular position ⁇ of the shaft 11 repeatedly changes in the range of ⁇ a to ⁇ a according to a sine wave drive waveform while the time t from time t0 to time t6 repeatedly elapses.
  • the drive waveform of the motor 10 is not limited to a sine wave.
  • the waveform of the rotation speed (number of rotations) of the motor actually becomes a cosine waveform.
  • the waveform of the motor rotational speed is shown as a constant speed change in the range where the change is large, and no speed change (constant speed change) in the range where the change is small. (rotational speed).
  • section A shown in FIG. 7A more specifically, for example, in the first period from time t0 to time t1, the shaft 11 is accelerated in the positive rotation direction. That is, in the first period, the rotational speed of the motor 10 during normal rotation increases, and the torque generated at this time is defined as positive torque (acceleration torque). Also, at this time, power is supplied from the servo amplifier 95 to the motor 10 (powering operation). For example, in the first period, the electric power accumulated in the capacitor 95c and the capacitor C is supplied to the motor 10, and the insufficient electric power is supplied to the motor 10 from the primary power source 91.
  • section B shown in FIG. 7A more specifically, for example, in the second period from time t2 to time t3, the shaft 11 is decelerated in the positive rotation direction. That is, in the second period, the number of rotations of the motor 10 during normal rotation decreases, and negative torque (deceleration torque) is generated. At this time, regenerative power is supplied from the motor 10 to the servo amplifier 95 (regeneration). For example, in the second period, power regenerated from the motor 10 is accumulated in the capacitor 95c and the capacitor C.
  • section C shown in FIG. 7A more specifically, for example, in the third period from time t3 to time t4, the shaft 11 is accelerated in the negative rotation direction. That is, at the third time, the rotational speed of the motor 10 during reverse rotation increases, and the torque generated at this time is defined as positive torque (acceleration torque). Also, at this time, power is supplied from the servo amplifier 95 to the motor 10 (powering operation). For example, in the third period, the electric power accumulated in the capacitor 95c and the capacitor C is supplied to the motor 10, and the insufficient electric power is supplied from the primary power supply 91 to the motor 10.
  • section D shown in FIG. 7A more specifically, for example, in the fourth period from time t5 to time t6, the shaft 11 is decelerated in the negative rotation direction. That is, in the fourth period, the rotational speed of the motor 10 during reverse rotation decreases, and negative torque (deceleration torque) is generated. At this time, regenerative power is supplied from the motor 10 to the servo amplifier 95 (regenerative operation). For example, in the fourth period, power regenerated from the motor 10 is accumulated in the capacitor 95c and the capacitor C.
  • the electric power stored in the capacitor 95c and capacitor C during regeneration can be used to drive the motor 10 during the next power operation.
  • the power supplied from the power supply 91 to the motor 10 can be reduced.
  • power saving of the electric drive system 90 can be achieved.
  • the shaft 11 of the motor 10 reciprocates. Such reciprocating rotation is repeated at a repetition frequency of, for example, 500 Hz at maximum.
  • the supply of power to the motor 10 and the generation of regenerated power by the motor 10 are alternately repeated.
  • Short-term voltage fluctuations (for example, about one cycle of the motor 10) on the DC bus 95d due to the transfer of power to and from the motor 10 are mainly adjusted (in other words, leveled) by the capacitor 95c. Therefore, most of the electric power supplied to the motor 10 in sections A and C is recovered and reused as regenerative electric power in sections B and D, so that the electric power supplied from the primary power source 91 is hardly consumed and the motor 10 can be driven.
  • Table 1 shows the driving conditions and power consumption measurement results of the electric actuator 100 of this embodiment.
  • Frequency F is the number of times one cycle of driving shown in FIG. 7 is repeated per second.
  • the power consumption was measured by changing the frequency F at 25 Hz intervals up to a maximum of 200 Hz.
  • the minimum frequency is not 0 Hz but 10 Hz, which allows stable operation.
  • Torque T 0 is the maximum value (amplitude) of the relative torque (expressed as a percentage of the rated torque) of the shaft 11 of the motor 10.
  • the “power consumption value WA ” is the average value of the power consumption of the electric drive system 90 as a whole, which is measured by the power measuring device PM upstream of the circuit breaker 92 (FIG. 5).
  • Output power value W B is the average value of the power output from the servo amplifier 95 to the motor 10.
  • an energy saving rate of more than 70% is achieved at a frequency F of 200 Hz or less.
  • an energy saving rate of over 90% is achieved.
  • the effect of reducing power consumption by the electric actuator 100 of this embodiment can be obtained even when the repetition frequency of the reciprocating rotation of the motor 10 is set to 1 Hz, but when the repetition frequency is set to 3 Hz or more (more preferably 5 Hz or more), Since the regenerated power is efficiently reused by the electric actuator 100 itself, a good energy saving rate can be obtained.
  • FIG. 8(a) is a graph schematically showing the drive waveform of a typical conventional motor
  • FIG. 8(b) is a graph schematically showing the drive waveform of the motor 10 in this embodiment.
  • the motor in driving a typical conventional motor, the motor is accelerated to a predetermined rotation speed in section T1 , and then continuously driven at a constant rotation speed (section T2 ) . ), it is decelerated and stopped at the end (section T 3 ).
  • regenerative power is generated only in section T3 . Therefore, the effect of reducing power consumption by using regenerated power is small.
  • the acceleration (power operation) and deceleration (regeneration operation) of the motor 10 are performed at a high frequency over the entire period from the start to the end of the drive. Repeated.
  • the regenerated power generated during deceleration is immediately consumed in the next power operation. That is, the generation and consumption of regenerative power are constantly repeated from the start to the end of driving.
  • the effect of reducing power consumption by using regenerated power is extremely large.
  • the electric actuator 100 includes a motion converter that converts the forward and reverse rotational motion output from the motor 10 into a unidirectional rotational motion, so that the motor 10 can be rotated in the forward and reverse directions.
  • One-way rotational motion can be output while actively generating regenerative energy. Therefore, the unidirectional rotational motion used in mobility such as automobiles and trains can be obtained with lower power consumption than when obtained directly from the shaft of the motor 10.
  • FIG. 9 is a diagram illustrating a control device for the electric actuator according to the present embodiment.
  • FIG. 9(a) shows an example of control in the electric actuator 100 according to the first embodiment
  • FIG. 9(b) shows an example of control in the electric actuator according to the present embodiment.
  • Position 100 and position -100 indicate the positions of the piston 50 when the slider crank mechanism of the electric actuator is at the bottom dead center and top dead center, respectively.
  • phase 90 and phase 270 indicate the phases of crankshaft 70 when the slider crank mechanism of the electric actuator is at bottom dead center and top dead center, respectively.
  • the configuration of the electric actuator according to the present embodiment is the same as the configuration of the electric actuator 100 according to the first embodiment, except that the control device 96 is configured to be able to control the motor 10 (phase shift control), which will be described later. are the same. Therefore, in the electric actuator according to the present embodiment, the reciprocating rotational motion of the motor 10 is converted into reciprocating linear motion by the ball screw 40, and the reciprocating linear motion is further converted into a unidirectional rotational motion by the slider crank mechanism, which is output. Ru.
  • the sinusoidal waveforms in FIGS. 9(a) and 9(b) show the relationship between the position of the piston 50 and the phase of the crankshaft 70 in these electric actuators.
  • the control device 96 changes the rotation direction of the motor 10 from normal rotation to reverse rotation at timing t1 when the piston 50 reaches the bottom dead center.
  • the servo amplifier 95 is controlled to switch the rotation direction of the motor 10 from reverse rotation to forward rotation at timing t2 when the piston 50 reaches the top dead center.
  • This converts reciprocating linear motion into rotary motion while maintaining the rotating direction of the crankshaft 70 due to inertia at dead centers (top dead center, bottom dead center) where rotational force is not generated on the crankshaft 70 due to movement of the piston 50. can do. That is, reciprocating linear motion can be converted into unidirectional rotational motion.
  • the control device 96 controls the rotation of the motor 10 to avoid the timing t1 when the piston 50 reaches the bottom dead center and the timing t3 when the piston 50 reaches the top dead center.
  • the servo amplifier 95 is controlled to switch between normal rotation and reverse rotation. For example, as shown in FIG. 9(b), the control device 96 switches the rotation direction from normal rotation to reverse rotation at timing t3, which is slightly later than timing t1 when piston 50 reaches bottom dead center, so that piston 50 reaches top dead center.
  • the servo amplifier 95 may be controlled so as to switch the rotation direction from reverse rotation to forward rotation at timing t4, which is slightly later than timing t2 when the point is reached.
  • this time difference (t3-t1, t4-t2) corresponds to, for example, about 0.5 degree of the phase of the crankshaft 70, and the displacement that occurs during this time is generally within the range of play (play) of the crank mechanism. be.
  • the time difference (t3-t1, t4-2) can be set to 1.5 degrees or less of the phase of the crankshaft 70, and preferably 1 degree or less. Furthermore, it is more desirable that the angle is 0.5 degrees or less.
  • the electric actuator according to the present embodiment can output smoother unidirectional rotation while suppressing vibrations than the electric actuator 100 according to the first embodiment.
  • Specific control methods include a method of providing a constant phase difference between the control phase of the motor 10 and the phase of the crankshaft 70 during the entire control period, and a method of providing a constant phase difference between the control phases of the motor 10 and the phase of the crankshaft 70, and There is a method of gradually increasing and decreasing (eliminating) the phase difference in the vicinity of (for example, a range of ⁇ 10° centered on the dead center).
  • FIG. 9(b) shows an example in which the rotation direction is switched after passing the top dead center and the bottom dead center
  • the control device 96 is configured to switch the rotation direction before passing the top dead center and the bottom dead center. Additionally, the servo amplifier 95 may be controlled.
  • FIG. 10 is a diagram illustrating a control device for the electric actuator according to the present embodiment.
  • FIG. 10(a) is a diagram showing the relationship between the position of the piston 50 and the phase of the crankshaft 70 in the electric actuator according to the present embodiment
  • FIG. 10(b) is a diagram showing the torque in the electric actuator according to the present embodiment
  • 7 is a diagram showing the relationship between restrictions and the phase of a crankshaft 70.
  • the configuration of the electric actuator according to the present embodiment is the same as the configuration of the electric actuator 100 according to the first embodiment, except that the control device 96 is configured to be able to control the motor 10 (load suppression control), which will be described later. are the same.
  • the control device 96 controls the servo amplifier 95 so that the torque of the motor 10 is limited at least at the timing when the motor 10 reaches the dead center (top dead center, bottom dead center). For example, as shown in FIG. 10, the control device 96 limits the torque of the motor 10 near the top dead center and bottom dead center ( ⁇ 1 to ⁇ 2 , ⁇ 3 to ⁇ 4 ) where the rotation direction switches. , the motor 10 may be controlled within a limited torque range.
  • the electric actuator according to the present embodiment can output smoother unidirectional rotation while suppressing vibrations than the electric actuator 100 according to the first embodiment.
  • the electric actuator 100 of the first embodiment described above includes a single drive unit 100d, the electric actuator may be provided with a plurality of drive units.
  • FIG. 11 is a perspective view of an electric actuator 200 according to a fourth embodiment of the present invention.
  • 12 to 14 are a side view, a top view, and a front view of the electric actuator 200, respectively.
  • FIG. 15 is a configuration diagram of the crankshaft 270 of the electric actuator 200.
  • the electric actuator 200 is a four-cylinder actuator that imitates the structure of a four-cylinder engine, and includes a crankshaft 270 and four drive units 200d connected to the crankshaft 270.
  • the electric actuator 200 includes four electric motors, four first motion converters, and four second motion converters, and as described later, the four second motion converters This configuration shares the output shaft for directional rotational motion.
  • the electric actuator 200 further includes a servo amplifier 295 (drive device) and a control device 296, which will be described later in FIG.
  • Each drive unit 200d has a similar structure to the drive unit 100d of the first embodiment, and as shown in FIG. include.
  • the motor 10 is fixed to a frame 220 that accommodates the shaft coupling 20, and the frame 220 is fixed on the base 210.
  • the output shaft of the motor 10 is connected to the shaft of a ball screw 40 supported by a bearing 30 provided on a frame 220 through a shaft coupling 20.
  • a piston 250 is fixed to the nut of the ball screw 40. As shown in FIG. 12, the piston 250 is placed on a carriage 242 that is movable along a rail 241 disposed on the upper surface of the frame 230 in parallel with the axis of the ball screw 40. By arranging the piston 250 on the carriage 242 in this manner, the linear movement of the piston 250 is guided by the rail 241 and the carriage 242. This prevents excessive bending stress from being applied in the vertical direction to the ball screw 40 when the piston 250 performs reciprocating linear motion.
  • an end 251 of the piston 250 is rotatably connected to one end (clevis) of a connecting rod 260 by a pin 252 (first pin).
  • the connecting rod 260 can pivot within a certain angular range about the pin 252 as a pivot axis along with the reciprocating linear motion of the piston 250.
  • the other end of the connecting rod 260 is rotatably connected to a crankshaft 270 by a crank pin 273, as shown in FIGS. 13 and 14.
  • the crankshaft 270 is a rotating body and has a structure imitating a crankshaft for a four-cylinder engine. As shown in FIG. 15, the crankshaft 270 is composed of a plurality of parts, which are fixed to each other with bolts. With such a configuration, it is possible to easily configure a crankshaft compatible with any number of drive units d, not just the four-cylinder type.
  • the crankshaft 270 includes a crank journal (crank journal) supported by bearings provided in bearings (bearings 281, 282) upright from the base 210.
  • the crank pin 273 is an eccentric pin that is eccentric with respect to the rotation axis of the crankshaft 270.
  • crank journals 271 and 272 and the crank pin 273 are fixed to a crank arm 274 with a bolt, and furthermore, the crank journals 271 and 272 and the crank pin 273 are connected via the crank arm 274.
  • crankshaft 270 includes two types of crank journals: a crank journal 271 having an output shaft and a crank journal 272 sandwiched between crank arms 274.
  • the crank journal 272 sandwiched between the crank arms 274 is composed of two parts (crank journal 272a and crank journal 272b) so that it can be inserted into the bearing, and one part (crank journal 272a) is inserted into the bearing. After insertion, it is fixed together with the other part (crank journal 272b) with a bolt.
  • the reciprocating rotational motion of the motor 10 is converted into reciprocating linear motion of the piston 250 by the ball screw 40. Furthermore, since the connecting rod 260 and the crankshaft 270 constitute a slider crank mechanism, the reciprocating linear motion of the piston 250 is converted into a unidirectional rotational motion of the crankshaft 270. That is, like the electric actuator 200 of the first embodiment, the electric actuator 200 is configured to convert the reciprocating rotational movement of the motor 10 into a unidirectional rotational movement and output the same.
  • the electric actuator 200 differs from the electric actuator 100 in that the connecting rods 260 of the four drive units 200d are rotatably fitted into the four crank pins 273 of the crankshaft 270, respectively.
  • the crankshaft 270 is rotationally driven by four drive units 200d connected to the crankshaft 270.
  • the four drive units 200d share the crankshaft 270, which is the output shaft of the unidirectional rotational motion output by each crank mechanism, so that the power generated by the four drive units 200d is transmitted to the crankshaft 270.
  • Electric actuator 200 is different from electric actuator 100 in this respect as well.
  • the eccentric directions of the four crank pins 273 included in the crankshaft 270 are not particularly limited, but may be different from each other.
  • the eccentric directions of the four crank pins 273 may be alternately different by 180 degrees.
  • the eccentric directions of the four crank pins 273 may be made to differ by 90 degrees, for example, so that the timings at which the four crank pins 273 reach the dead center do not coincide. This may eliminate the time during which no rotational force is applied to the crankshaft 270, thereby achieving smooth rotation.
  • FIG. 16 is a block diagram showing a schematic configuration of a power supply system 290S (electric drive system 290) for an electric actuator 200 according to a fourth embodiment of the present invention.
  • the power supply system 290S constitutes the electric drive system 290 together with the four drive units 200d (specifically, the motor 10).
  • the electric drive system 290 and power supply system 290S of the fourth embodiment differ from the first embodiment in that they include a plug 291 that is inserted into a primary power outlet (not shown) and in the configuration of the servo amplifier.
  • the servo amplifier 295 of the fourth embodiment includes a battery 295e and four inverters 95b corresponding to each of the four drive units 200d.
  • the electric actuator 200 of the fourth embodiment includes the battery 295e, so that it can be operated by the electric power stored in the battery 295e even when it is disconnected from the primary power source.
  • the battery 295e is connected in parallel to a power regeneration converter 95a and four inverters 95b to a DC bus 95d consisting of a pair of conducting wires. Each inverter 95b is connected to the motor 10 of the corresponding drive unit 200d.
  • the four inverters 95b are connected in parallel to one common DC bus 95d. That is, DC power generated by power regeneration converter 95a, battery 295e, and capacitor 95c is distributed to four inverters 95b. Furthermore, regenerated power output from the four inverters 95b is combined at a DC bus 95d. A part of the regenerated power returned to the DC bus 95d is distributed again to the four inverters 95b. In addition, surplus regenerated power is stored in the capacitor 95c and battery 295e, or is returned to the primary power source via the power regeneration converter 95a.
  • crankshaft 270 The motors 10 of two drive units 200d are connected to crank pins 273 eccentric in the 12 o'clock and 6 o'clock directions, and the remaining two drive units 200d are connected to crank pins 273 eccentric in 3 o'clock and 9 o'clock directions.
  • the motors 10 consume/regenerate power at opposite times, so most of the regenerated power output from the motor 10 of one of the two drive units 200d is efficiently transferred to the motor 10 of the other two drive units 200d. consumed. Therefore, it becomes possible to drive the electric actuator 200 with lower power consumption.
  • FIG. 17 is a perspective view of an electric actuator 201 according to a fifth embodiment of the present invention.
  • FIG. 18 is a plan view of the electric actuator 201.
  • the electric actuator 201 includes a crankshaft 270a and two drive units 200d connected to the crankshaft 270a.
  • the drive unit 200d is as described above in the fourth embodiment, and detailed description thereof will be omitted.
  • the electric actuator 201 includes two electric motors, two first motion converters, and two second motion converters, and the two second motion converters output unidirectional rotational motion. This configuration shares a common axis.
  • the electric actuator 201 may include a servo amplifier 295 (drive device) and a control device 296.
  • the crankshaft 270a has a structure imitating a crankshaft for a two-cylinder engine.
  • the crankshaft 270a is composed of a plurality of parts, similar to the crankshaft 270 of the fifth embodiment, and the plurality of parts are fixed to each other with bolts.
  • the crankshaft 270a includes a crank journal (crank journal 271, A crank journal 272), a crank pin 273 rotatably connected to the connecting rod 260, and a crank arm 274 jointing the crank pin 273 at an eccentric position with respect to the axis of the crank journal.
  • crankshaft 270a has fewer parts than the crankshaft 270 due to the reduction in the number of cylinders (the number of drive units). For example, only one crank journal 272 is provided between the cylinders, and only two crank pins 273 are provided for each cylinder.
  • crank mechanism sliding crank mechanism
  • crankshaft An embodiment that does not use a crankshaft will be described below.
  • FIG. 19 is an external view of an electric actuator 300 according to a sixth embodiment of the present invention.
  • the electric actuator 300 of this embodiment includes a base 304, a drive unit 300d installed on the base 304, and a spindle section 370.
  • the electric actuator 300 may include a servo amplifier and a control device (not shown), similarly to the electric actuator according to the embodiment described above.
  • the drive unit 300d includes a motor 10, a ball screw 40 that converts the rotational motion of the motor 10 into linear motion, a bearing 30 that rotatably supports a screw shaft 41 of the ball screw 40, and A box-shaped linear motion part 350 (hereinafter referred to as "piston 350") movable in the extension direction), and a guideway type circulating linear bearing 354 (hereinafter referred to as "linear guide 354") that supports the piston 350 movably in the axial direction. ), a connecting rod 360 that connects a piston 350 and a spindle 372 (described later) of a spindle portion 370, and frames 305 and 306 that are attached to a base 304. Motor 10 and bearings 30 are attached to frame 305. Note that the axis Ax1 of the drive unit 300d of this embodiment is a straight line that is common to the center line of the shaft 11 of the motor 10 and the screw shaft 41 of the ball screw 40.
  • the linear guide 354 includes a rail 354a and a carriage 354b that can run on the rail 354a.
  • Rail 354a is attached to the top surface of frame 306, and carriage 354b is attached to the bottom surface of piston 350. Thereby, the piston 350 is supported so as to be movable only in the axial direction relative to the base 304.
  • a shaft 11 (not shown) of the motor 10 is connected to a screw shaft 41 of a ball screw 40 by a shaft coupling 20.
  • a nut 42 (not shown) of the ball screw 40 is accommodated in a hollow portion of the piston 350 and fixed to the piston 350.
  • the piston 350 reciprocates in the axial direction.
  • a clevis 351 is provided at one end of the piston 350 in the axial direction.
  • the spindle portion 370 includes a spindle 372 that is a rotating body, and a bearing portion 374 that rotatably supports the spindle 372.
  • a pin 372p is eccentrically attached to one end surface of the spindle 372. That is, the pin 372p is an eccentric pin that is eccentric with respect to the rotation axis of the spindle 372.
  • a ball joint 362 is provided at both ends of the connecting rod 360 of this embodiment.
  • One ball joint 362 is connected to the clevis 351 via a pin 52 so as to be rotatable about the pin 52. Further, the other ball joint 362 is rotatably connected to the spindle 372 via a pin 372p.
  • a rolling bearing such as a self-aligning roller bearing or a self-aligning ball bearing may be used.
  • the motor 10 is driven so that the shaft 11 repeatedly rotates back and forth within a predetermined angular range.
  • the rotation of the motor 10 is converted into linear motion by the ball screw 40 and transmitted to the piston 350.
  • the piston 350 reciprocates linearly on the axis Ax1 with a predetermined stroke.
  • the ball screw 40 functions as a first motion converter that converts reciprocating rotational motion output from the motor 10 into reciprocating linear motion.
  • the reciprocating linear motion of the piston 350 in the direction of the axis Ax1 is transmitted to the pin 372p by the connecting rod 360 and converted into a unidirectional rotational motion of the spindle 372.
  • the connecting rod 360 and the spindle 372 constitute a link mechanism as a second motion converter that converts reciprocating motion (reciprocating linear motion) into unidirectional rotational motion.
  • FIG. 20 is an external view of an electric actuator 400 according to a seventh embodiment of the present invention.
  • the electric actuator 400 of this embodiment includes two drive units 400d arranged side by side and a gear device 470 connected to the two drive units 400d.
  • the electric actuator 400 may include a servo amplifier and a control device (not shown), similarly to the electric actuator according to the embodiment described above.
  • the drive unit 400d of this embodiment differs in configuration from the drive unit 300d of the sixth embodiment in that the frames 405 of the two drive units 400d are integrated, but the other configurations are the same as the drive unit 300d. do.
  • FIG. 21 is a diagram showing the mechanism of the gear device 470. Note that FIG. 21 also shows the connecting rod 360 of the drive unit 300d.
  • the gear device 470 includes a case 471 (FIG. 20), two pairs of bearings 473 and 476 attached to the case 471, a first shaft 472 (input shaft) rotatably supported by the pair of bearings 473, and a first shaft 472 (input shaft) rotatably supported by the pair of bearings 473. It includes a driving gear 474 attached to one shaft 472, a second shaft 475 (output shaft) rotatably supported by a pair of bearings 476, and a driven gear 477 attached to the second shaft 475.
  • the driving gear 474 meshes with a driven gear 477, and the rotational movement of the first shaft 472 is transmitted to the second shaft 475 via the driving gear 474 and the driven gear 477.
  • Disk portions 472a are provided at both ends of the first shaft 472, respectively.
  • a pin 472p is eccentrically attached to each disk portion 472a.
  • the eccentric directions of the pins 472p of the two disc parts 472a are shifted by 90 degrees.
  • the connecting rod 360 of one drive unit 400d is connected to the pin 472p of one disc part 472a of the first shaft 472, and the connecting rod 360 of the other drive unit 400d is connected to the pin 472p of the other disc part 472a of the first shaft 472. connected to. Therefore, the power output from the pair of drive units 400d is combined in the gear device 470 (more specifically, the first shaft 472) and output from the second shaft 475.
  • the eccentric directions of the pins 472p of the two disc parts 472a that are respectively coupled to the connecting rods 360 of the two drive units 400d are shifted by 90 degrees. Therefore, since the motors 10 of the two drive units 400d have conflicting timings of power consumption/regeneration, most of the regenerated power output from the motor 10 of one drive unit 400d is generated by the motor of the other drive unit 400d. 10 is efficiently consumed. Therefore, it is possible to drive the electric actuator 400 with lower power consumption.
  • FIG. 22 is an external view of an electric actuator 500 according to the eighth embodiment of the present invention.
  • the electric actuator 500 of this embodiment includes a base 504, a drive unit 500d installed on the base 504, and a spindle section 570.
  • the electric actuator 500 may include a servo amplifier 95 and a control device 96 shown in FIG. 23.
  • the drive unit 500d includes a motor 10, a drive disk 550 (first disk portion) coupled to the shaft 11 of the motor 10, and a connecting rod 560.
  • a pin 552 (first pin) is eccentrically attached to the drive disk 550.
  • the spindle section 570 includes a spindle 572 and a bearing section 574 that rotatably supports the spindle 572.
  • the spindle 572 includes a cylindrical shaft portion 572b, a driven disk 572a (second disk portion) coupled to one end of the shaft portion 572b, and a pin 572p (second pin) eccentrically attached to the driven disk 572a. Equipped with
  • a ball joint 562 is provided at both ends of the connecting rod 560.
  • One ball joint 562 is rotatably connected to the drive disk 550 via a pin 552 about the pin 552 .
  • the other ball joint 562 is rotatably connected to a driven disk 572a (spindle 572) via a pin 572p. That is, the connecting rod 560 is coupled to the driving disk 550 (pin 552) and the driven disk 572a (pin 572p) through joints.
  • a rolling bearing such as a self-aligning roller bearing or a self-aligning ball bearing may be used instead of the ball joint 562.
  • the motor 10 is driven so that the shaft 11 (and the drive disk 550) repeatedly rotates back and forth within a predetermined angular range.
  • the connecting rod 560 is repeatedly pushed and pulled in the length direction with a predetermined stroke, and as a result, the driven disk 572a (spindle 572) rotates continuously in one direction. That is, the reciprocating rotational movement of the motor 10 is converted into the unidirectional rotational movement of the spindle 572 by the link mechanism composed of the driving disk 550, the connecting rod 560, and the driven disk 572a.
  • this link mechanism includes two crank mechanisms (specifically, a first crank mechanism as a first motion converter composed of a driving disk 550 and a connecting rod 560, and a connecting rod 560 and a driven disk 572a). It can also be interpreted as a combination of a second crank mechanism (as a second motion converter consisting of a second crank mechanism).
  • the spindle portion 570 (more specifically, the bearing portion 574) of this embodiment has a built-in generator 80 (FIG. 23).
  • FIG. 23 is a block diagram showing a schematic configuration of a power supply system 590S (electric drive system 590) for an electric actuator 500 according to the eighth embodiment of the present invention. Note that the power supply system 590S constitutes an electric drive system 590 together with the motor 10.
  • the electric drive system 590 and power supply system 590S of the eighth embodiment include a generator 80 and an inverter device 97 that converts the power generated by the generator 80 into grid power (for example, three-phase AC) and supplies it to the primary power source side. This differs from the electric drive system 90 and power supply system 90S of the first embodiment in this point.
  • the inverter device 97 is communicably connected to the control device 96 and operates under the control of the control device 96.
  • the inverter device 97 includes a converter 97a, an inverter 97b, and a capacitor 97c.
  • the converter 97a includes, for example, a full-wave rectifier including a diode bridge circuit.
  • a PWM converter may be provided on the input side of converter 97a to convert the input current of converter 97a into a sine wave.
  • the inverter 97b is, for example, a PWM inverter that controls output power by PWM control.
  • the electric power generated by the generator 80 is converted to DC by the converter 97a, smoothed by the capacitor 97c, and then input to the inverter 97b.
  • DC bus 97d is constructed from a pair of positive and negative conducting wires.
  • the inverter 97b converts the DC power supplied from the DC bus 97d into sine wave AC having the same quality as grid power, and outputs it to the primary power source 91 side.
  • power is generated by the generator 80 and power is supplied to the primary power source 91 not only during regeneration operation but also during power operation, so that electric energy can be used more efficiently. I can do it.
  • the generator 80 is built into the bearing portion 574 of the spindle portion 570, but it may be provided in the drive unit 500d.
  • a generator 80 may be provided between the motor 10 and the drive disk 550.
  • the shaft 11 of the motor 10 or the shaft portion 572b of the spindle 572 may be extended and connected to the input shaft of the generator 80 to supply part of the power to the generator 80.
  • a part of the power may be branched from the rotating shaft of the drive unit 500d or the spindle portion 570 and transmitted to the generator 80 using a winding transmission such as a belt or chain or a gear mechanism.
  • the generator 80 in this embodiment is an AC generator, a DC generator may also be used.
  • the converter 97a of the inverter device 97 becomes unnecessary.
  • the output terminal of the DC generator is connected to the DC bus 97d without going through the converter 97a. .
  • the inverter device 97 may be provided with a battery, and the battery may be connected to the DC bus 97d in parallel with the capacitor 97c.
  • a clutch may be provided between the generator 80 and the motor 10, and the timing at which power is absorbed by the generator 80 may be controlled by switching on and off the clutch.
  • the DC bus 97d, capacitor 97c, and inverter 97b of the inverter device 97 may be shared with the DC bus 95d, capacitor 95c, and power regeneration converter 95a of the servo amplifier 95, respectively.
  • FIG. 24 is a diagram showing a schematic configuration of a power system of an electric vehicle 1 equipped with an electric actuator 200 according to a fourth embodiment of the present invention as a prime mover.
  • the electric vehicle 1 includes a power transmission device 2 and left and right drive shafts 3a and 3b.
  • the power transmission device 2 includes a transmission, a final reduction gear, and a differential (not shown).
  • a crankshaft 270 of the electric actuator 200 is connected to an input shaft of the power transmission device 2.
  • Drive shafts 3a and 3b are connected to left and right output shafts of power transmission device 2, respectively.
  • a wheel W is attached to the tip of each drive shaft 3a, 3b, respectively.
  • the power output from the electric actuator 200 is transmitted to the drive shafts 3a, 3b via the transmission, final reduction gear, and differential of the power transmission device 2, and is transmitted to the wheels W attached to the tips of the drive shafts 3a, 3b. drive the rotation.
  • the electric actuator according to the embodiment of the present invention can be used in place of various types of prime movers that output rotational motion (for example, engines, electric motors, hydraulic motors, air motors, steam turbines, etc.).
  • prime movers for example, engines, electric motors, hydraulic motors, air motors, steam turbines, etc.
  • the application example shown in FIG. 24 is an example in which the electric actuator according to the embodiment of the present invention is applied to a four-wheeled electric vehicle.
  • the electric actuator according to the embodiment of the present invention can be used in various types of vehicles such as tractors. Further, the electric actuator according to the embodiment of the present invention can be used not only for electric vehicles but also for hybrid vehicles.
  • the electric actuator according to the embodiment of the present invention can be used not only for automobiles but also as a prime mover for railway vehicles.
  • FIG. 25 is a diagram showing a schematic configuration of a drive mechanism of a railway vehicle 600 according to a tenth embodiment of the present invention.
  • the railway vehicle 600 includes a plurality of (three in the example shown in FIG. 25) bogies 601.
  • the truck 601 is a moving truck equipped with the electric actuator 200 according to the fourth embodiment of the present invention as a drive device.
  • the truck 601 includes two electric actuators 200, two pairs of axles 603 (axles 603a, 603b), bearings 602, an axle box (not shown), an axle box support device (not shown), and wheels 604.
  • axles 603a and 603b are connected to both ends of the crankshaft 270 of the electric actuator 200.
  • a wheel 604 is attached to the other ends of the axles 603a and 603b.
  • Each bearing 602 is attached to each axle box, and each axle box is attached to the bogie frame 605 via each axle box support device.
  • the bearing 602 and the axle box are buffer-supported with respect to the bogie frame 605 (frame) by an axle box support device.
  • Each axle 603a and 603b is rotatably supported by a respective bearing 602.
  • FIG. 26 is a block diagram showing a schematic configuration of a power feeding system 690S (electric drive system 690) for a railway vehicle 600 according to a tenth embodiment of the present invention.
  • the power supply system 690S constitutes an electric drive system 690 together with the plurality of electric actuators 200 (specifically, the plurality of motors 10) mounted on the railway vehicle 600.
  • the railway vehicle 600 is a motor vehicle that collects current using an overhead line current collection method, which is equipped with a pantograph 692c as a current collector that contacts an overhead wire 691b that is a trolley wire (contact electric wire).
  • System power for example, three-phase AC is supplied to the overhead wire 691b from the substation 691a.
  • the mobile body drive system 690M (mobile body power supply system 690MS) mounted on the railway vehicle 600 includes one or more mobile body drives unitized for each corresponding bogie 601. It consists of a unit 690MU (mobile power supply system 690MSU). Note that the mobile body drive unit 690MU (mobile body power supply system 690MSU) may be configured not in units of bogies 601 but in units of 600 railway vehicles, or in units of trains in which a plurality of railway vehicles 600 are connected.
  • the same effects as the electric drive system 290 according to the second embodiment of the present invention can be obtained. That is, since the regenerated power is efficiently used to drive the motor 10, it is possible to drive the railway vehicle 600 (electric actuator 200) with low power consumption.
  • an overhead wire current collection method is adopted in which the pantograph 692c is used as a current collector, but other types of current collectors (for example, bugels, trolley poles, etc.) or other types of current collection methods (for example, a third rail system in which current is collected by bringing a current collector shoe into contact with the power feeding rail (third rail) may be used.
  • the railway vehicle 600 of this embodiment is a bogie-type vehicle that uses a bogie 601 as a traveling device, and a mobile body drive unit 690MU is mounted on the bogie 601, but the present invention is not limited to this configuration.
  • a configuration may be adopted in which the traveling device and the moving body drive unit 690MU are directly provided on the vehicle body.
  • the movable body drive unit 690MU (specifically, the servo amplifier 695) of each bogie 601 is provided with the battery 295e, but the configuration is such that the movable body drive unit 690MU of a plurality of bogies 601 shares the battery 295e.
  • the battery 295e may be provided in only one (or some) of the servo amplifiers 695 of the plurality of carts 601, and the DC bus 95d of the plurality of carts 601 may be connected.
  • the battery 295e may be arranged outside the servo amplifier 695 (for example, on the vehicle body) and connected to the DC bus 95d of the plurality of bogies 601.
  • the split axles 603a and 603b are directly connected to both ends of the crankshaft 270 of the electric actuator 200, but the present invention is not limited to this configuration.
  • the electric actuator 200 and the undivided axle 603 may be connected via a power transmission device such as a gear device.
  • an axle box support method using an axle box and an axle box support device is adopted, but the present invention is not limited to this configuration.
  • a tire testing device is a testing device that can perform tire wear tests, durability tests, running stability tests, and the like.
  • FIGS. 27 and 28 are perspective views of a tire testing apparatus 2000 according to an eleventh embodiment of the present invention, viewed from different directions.
  • the tire testing device 2000 of this embodiment includes a rotating drum 2010 on which a simulated road surface is formed on the outer peripheral surface, an alignment adjustment mechanism 2160 that rotatably holds the tire T in contact with the simulated road surface in a predetermined posture. It includes a torque generating device 130 (slip ratio control device) that generates torque to be applied to the tire T, and an inverter motor 2080 that rotationally drives the rotating drum 2010 and the casing of the torque generating device 130.
  • a torque generating device 130 slip ratio control device
  • the rotating drum 2010 is rotatably supported by a pair of bearings 2011a.
  • a pulley 2012a is attached to the output shaft of the inverter motor 2080, and a pulley 2012b is attached to one shaft of the rotating drum 2010.
  • Pulley 2012a and pulley 2012b are connected by a drive belt 2015 (for example, a toothed belt).
  • a pulley 2012c is attached to the other shaft of the rotating drum 2010 via a relay shaft 2013. Note that the relay shaft 2013 is rotatably supported by a bearing 2011b near one end to which a pulley is attached. Pulley 2012c is coupled to pulley 2012d by a drive belt 2016.
  • Pulley 2012d is coaxially fixed to pulley 2012e, and rotatably supported together with pulley 2012e by bearing 2011c (FIG. 28). Further, the pulley 2012e is connected to a shaft portion 131a of a casing 131 of the torque generating device 130, which will be described later, by a drive belt 2017.
  • FIG. 29 is a diagram showing the internal structure of the torque generating device 130.
  • the torque generating device 130 includes a casing 131, a servo motor 10 fixed within the casing 131, and a speed reducer 133. Note that in this embodiment, a servo motor 10 having the same configuration as in the first embodiment is used. Cylindrical shaft portions 131a and 131b are formed at both ends of the casing 131 in the axial direction.
  • the casing 131 is rotatably supported by bearings 2020 and 2030 at the shaft portions 131a and 131b. Further, a pulley 2012f is attached to the outer periphery of the shaft portion 131a at one end (the right end in FIG. 29).
  • the speed reducer 133 has an input shaft 133a and an output shaft 133b, and decelerates the rotational motion input to the input shaft 133a and outputs it to the output shaft 133b.
  • An input shaft 133a of the reducer 133 is connected to a drive shaft 150a of the servo motor 10 by a coupling 134.
  • a connecting shaft 135 is connected to the output shaft 133b of the reducer 133.
  • the speed reducer 133 is optionally provided in the torque generating device 130.
  • the connecting shaft 135 may be directly connected to the drive shaft 150a of the servo motor 10 without providing the reducer 133 in the torque generating device 130.
  • the connecting shaft 135 is passed through a hollow portion of the cylindrical shaft portion 131a of the casing 131, and is rotatably supported by a pair of bearings 136 provided on the inner circumference of the shaft portion 131a.
  • the distal end of the connecting shaft 135 protrudes from the distal end of the shaft portion 131a.
  • the connecting shaft 135 protruding from the shaft portion 131a is connected to a spindle of an alignment adjustment mechanism 2160 via a constant velocity joint 2014 (FIG. 27).
  • a wheel on which a tire T is mounted is attached to the spindle of the alignment adjustment mechanism 2160.
  • the rotating drum 2010 rotates, and the casing 131 of the torque generating device 130 connected to the inverter motor 2080 via the rotating drum 2010 also rotates. Further, when the torque generating device 130 is not operating, the rotating drum 2010 and the tire T rotate in opposite directions so that the circumferential speeds at the contact portion are the same. Further, by operating the torque generator 130, dynamic or static driving force and braking force can be applied to the tire T.
  • the power output from the inverter motor 2080 is transferred to the rotating drum 2010, the relay shaft 2013, the torque generator 130, the constant velocity joint 2014, the spindle of the alignment adjustment mechanism 2160, and the tire T. 2010. That is, the power transmission path including the rotating drum 2010, the relay shaft 2013, the torque generator 130, the constant velocity joint 2014, the spindle of the alignment adjustment mechanism 2160, and the tires T constitute a power circulation system. Therefore, the power of the inverter motor 2080 is used efficiently, allowing operation with less power consumption.
  • the alignment adjustment mechanism 2160 of the present embodiment rotatably supports a tire T as a specimen mounted on a wheel, presses the tread portion of the tire T against the simulated road surface of the rotating drum 2010, and presses the tread portion of the tire T against the simulated road surface.
  • This is a mechanism that adjusts the direction of the tire T and the tire load (ground pressure) to a set state.
  • the alignment adjustment mechanism 2160 includes a tire load adjustment section 2161 that adjusts the tire load by moving the position of the rotation axis of the tire T in the radial direction of the rotary drum 2010, and a tire load adjustment section 2161 that adjusts the tire load by moving the position of the rotation axis of the tire T in the radial direction of the rotary drum 2010.
  • a slip angle adjustment section 2162 that adjusts the slip angle of the tire T with respect to a simulated road surface
  • a camber angle adjustment section 2163 that adjusts the camber angle by tilting the rotation axis of the tire T with respect to the rotation axis of the rotating drum 2010
  • a traverse device 2164 is provided to move the T in the direction of the rotation axis.
  • the tire load adjustment section 2161, the slip angle adjustment section 2162, the camber angle adjustment section 2163, and the traverse device 2164 each include servo motors M1, M2, M3, and M4.
  • Servo motors M1, M2, M3 and M4 are, for example, AC servo motors.
  • FIG. 30 is a block diagram showing a schematic configuration of a power supply system 2800S (electric drive system 2800) according to the second embodiment of the present invention that supplies power to the servo motor 10 and the inverter motor 2080.
  • a power supply system 2800S electric drive system 2800
  • the power supply system 2800S of this embodiment includes a power supply system 2860 (reactor 2870, driver 2880) that supplies power to the inverter motor 2080 branched from the rear stage of the electromagnetic switch 2830, servo motors M1, M2, M3 of the alignment adjustment mechanism 2160, It has power supply systems 2891 (reactor R1, servo amplifier A1), 2892 (reactor R2, servo amplifier A2), 2893 (reactor R3, servo amplifier A3), and 2894 (reactor R4, servo amplifier A4) that supply power to M4, respectively. This differs from the power supply system 90S of the first embodiment in this point.
  • the driver 2880 is a device that generates driving power for the inverter motor 2080, and includes an inverter circuit (not shown). Further, the driver 2880 and the servo amplifiers A1 to A4 are each communicably connected to the control unit C2, and operate under the control of the control unit C2. Note that servo amplifiers A1, A2, A3, and A4 have the same configuration as servo amplifier 2850.
  • the rotational motion of the tire T given to.
  • the inverter motor 2080 is controlled to output a constant rotational speed
  • the servo motor 10 is controlled to output a variable torque (eg, random vibration torque).
  • the servo motor 10 is driven to rotate reciprocatingly while changing the amplitude and period based on predetermined vibration waveform data. That is, the motor 10 is controlled by the control unit C2 to repeat normal rotation and reverse rotation.
  • acceleration and deceleration of the servo motor 10 are repeated, so that the supply of drive power from the servo amplifier 2850 to the servo motor 10 and the supply of regenerative power from the servo motor 10 to the servo amplifier 2850 are repeated.
  • Most of the regenerated power generated by the servo motor 10 is temporarily stored in the capacitor 2853 and then used to drive the servo motor 10.
  • Surplus regenerated power is supplied to power supply systems 2860, 2891, 2892, 2893, and 2894 via power regeneration converter 2851 and reactor 2840, and is used to drive inverter motor 2080 and servo motors M1, M2, M3, and M4. be done. Therefore, most of the regenerated power generated by the servo motor 10 is reused to drive the servo motor 10, M1 to M4, and the inverter motor 2080, and the power consumption of the primary power supply 2810 used to drive the servo motor 10 is reduced. It can be suppressed slightly.
  • the regenerated power generated by the inverter motor 2080 and servo motors M1, M2, M3, and M4 is also reused to drive other motors (i.e., the servo motors 10, M1, M2, M3, M4, and the inverter motor 2080). , the power consumption of the primary power source 2810 can be further reduced.
  • the tire T and the rotating drum 2010 rotate at the same circumferential speed.
  • the servo motor 10 of the torque generator 130 is driven to apply driving force and braking force to the tire T, thereby simulating the actual driving condition in a tire wear test, durability test, and driving stability test. It becomes possible to do the following.
  • the inverter motor 2080 is used to rotate the tire T and the rotating drum 2010 at the same circumferential speed, but instead of the driver 2880 and inverter motor 2080 in FIG. 30, the servo motor 10 and the drive unit 100d are used.
  • the electric actuator 100 according to the first embodiment including the following may be used. That is, instead of directly attaching the pulley 2012a to the output shaft of the servo motor 10, a drive unit 100d that converts the reciprocating rotation of the servo motor 10 into unidirectional rotation may be provided between the servo motor 10 and the pulley 2012a. Thereby, it becomes possible to utilize regenerated energy also for the operation of rotating the tire T and the rotary drum 2010 at the same circumferential speed.
  • the composite testing device is a testing device that can perform a tire uniformity test and a dynamic balance test.
  • FIG. 31 is a side view showing the basic configuration of a uniformity and dynamic balance composite test apparatus 3000 (hereinafter referred to as composite test apparatus 3000) according to an embodiment of the present invention.
  • FIG. 32 schematically shows a method of rotationally driving the spindle 3120 of the composite testing apparatus 3000.
  • the composite testing device 3000 is configured to hold the tire T by vertically sandwiching it between a lower rim 3010 and an upper rim 3020. More specifically, the composite testing device 3000 inserts and fixes the lock shaft 3300, to which the upper rim 3020 is fixed at the upper end, into the spindle 3120, thereby forming the tire T between the lower rim 3010 and the upper rim 3020. Pinch and hold.
  • a rotating drum 3030 provided on the side of the spindle 3120 is used.
  • the rotating drum 3030 is mounted on a movable housing 3032 that can slide on a rail 3031 that extends toward/away from the tire T, and includes a rack and pinion mechanism 3035 (pinion 3036 and rack 3038) driven by a motor (not shown). It moves in the direction toward/away from the tire T.
  • the rotating drum 3030 can be rotated at an arbitrary rotation speed by an electric actuator (hereinafter referred to as electric actuator 100a) not shown.
  • electric actuator 100a an electric actuator
  • the rotating drum 3030 When performing a uniformity test, the rotating drum 3030 is brought into contact with the tire T by the rack and pinion mechanism 3035, and the rotating drum 3030 is further pressed against the tire T with a force of several hundred kgf or more. Next, in this state, the rotating drum 3030 is rotated (therefore, the tire T in contact with the rotating drum 3030 also rotates with the rotating drum 3030), and the force generated in the rotating tire due to the load fluctuation at that time is The variation is measured by a three-axis piezoelectric element installed on the side surface of the spindle housing 3110.
  • this rotating drum 3030 is rotated using the electric actuator 100a. Thereby, the uniformity test can be performed by rotating the rotating drum 3030 while utilizing regenerated energy.
  • the dynamic balance test is a test in which the spindle 3120 rotates the tire T with the rotating drum 3030 separated from the tire T, and the eccentricity of the tire is measured from the excitation force generated from the unbalance of the tire T. It is.
  • a pulley 3140 is attached to the lower end of the spindle 3120 for rotationally driving the spindle 3120 during a dynamic balance test.
  • an electric actuator 100b that can move horizontally forward and backward toward the spindle 3120 by means of a rack and pinion mechanism (not shown) is installed on the base 3050 to which the spindle 3120 is fixed, and the spindle 3120 is rotated by this electric actuator 100b.
  • the configuration of the electric actuator 100b is the same as the electric actuator 100 described above in the first embodiment. Thereby, the spindle 3120 can be rotated using regenerated energy to perform a dynamic balance test.
  • a drive pulley 3144 is attached to the output rotation shaft of the electric actuator 100b at the same height as the pulley 3140 of the spindle 3120. Further, as shown in FIG. 32, a pair of driven pulleys 3143 are rotatably installed at the same height as the driving pulley 3144 and the pulley 3140 of the spindle 3120. Note that the driven pulley 3143 moves forward and backward together with the electric actuator 100b (drive pulley 3144) by the above-mentioned rack and pinion mechanism (not shown). Here, the endless belt 3142 is stretched around a driving pulley 3144 and a driven pulley 3143, and the electric actuator 100b can move the endless belt 3142 at a predetermined speed.
  • the pulley 3140 rotates and the gap between the lower rim 3010 and the upper rim 3020 is rotated.
  • the spindle 3120 rotates while holding the tire T.
  • the excitation force is measured by a three-axis piezoelectric element installed on the side surface of the spindle housing 3110.
  • the spindle 3120 can be rotated while utilizing regenerated energy, and a dynamic balance test can be performed.
  • the composite testing apparatus 3000 is provided with two electric actuators 100a and 100b, which are the same as the electric actuator 100 of the first embodiment. Used to rotate 3120. This makes it possible to perform both uniformity tests and dynamic balance tests while using regenerated energy.
  • a balance measuring device 4000 according to a thirteenth embodiment of the present invention is a testing device capable of measuring the balance of a rotating body.
  • 33 and 34 are a front view and a side view, respectively, of a balance measuring device 4000 according to an embodiment of the present invention.
  • the vertical direction in FIG. 33 is defined as the Y-axis direction
  • the direction perpendicular to both the vertical direction and the rotational axis direction of the rotating body is defined as the X-axis direction.
  • the rotating body 4100 of this embodiment is, for example, a crankshaft
  • the balance measuring device 4000 is, for example, a device that measures the balance of the crankshaft.
  • the device frame of the balance measuring device 4000 consists of a base 4013, a plurality of springs 4014 extending vertically upward from the base 4013, and a table 4015 supported by the springs 4014.
  • Drive shaft bearings 4012a and 4012b are attached to the lower surface of the table 4015.
  • Drive shaft 4005 is rotatably supported by drive shaft bearings 4012a and 4012b.
  • a first side wall 4013a and a second side wall 4013b which can be regarded as substantially rigid bodies, extend vertically upward.
  • the electric actuator 100 is attached to the base 4013.
  • a pulley 4003 is attached to the drive shaft of the electric actuator 100.
  • a first pulley 4006 is attached to one end of the drive shaft 4005, and a first endless belt 4004 is passed between the first pulley 4006 and the pulley 4003 attached to the drive shaft of the electric actuator 100.
  • the drive shaft 4005 can be rotationally driven via the first endless belt 4004.
  • first table side wall 4017a and a second table side wall 4017b that are parallel to each other are fixed vertically upward from the top surface of the table 4015.
  • the first table side wall 4017a and the second table side wall 4017b are rigid bodies having extremely high rigidity compared to the spring constant of the spring 4014.
  • Driven shaft bearings 4016a and 4016c are fixed to the first table side wall 4017a
  • driven shaft bearings 4016b and 4016d are fixed to the second table side wall 4017b, respectively.
  • Note that only the driven shaft bearings 4016a and 4016b are shown in FIG. 33, and the driven shaft bearings 4016c and 4016d are arranged on the back side of the driven shaft bearings 4016a and 4016b in FIG. 33, respectively.
  • Driven shaft bearings 4016a, 4016b, 4016c, and 4016d rotatably support driven shafts 4010a, 4010b, 4010c, and 4010d (only 4010a and 4010b are shown in FIG.
  • Pulleys 4009a, 4009b, 4009c, and 4009d are attached to one ends of the driven shafts 4010a, 4010b, 4010c, and 4010d, respectively. Further, second pulleys 4007a and 4007b are attached to one end of the drive shaft 4005 adjacent to the pulley 4006 and to the other end of the drive shaft 4005. A pulley 4009a attached to the second pulley 4007a and the driven shaft 4010a, a pulley 4009c attached to the driven shaft 4010c, a pulley 4009b attached to the second pulley 4007b and the driven shaft 4010b, and a pulley attached to the driven shaft 4010d.
  • Second endless belts 4008a and 4008b are passed through 4009d, respectively. Therefore, when drive shaft 4005 rotates, its power is transmitted to driven shafts 4010a and 4010c via second endless belt 4008a, resulting in rotation of driven shafts 4010a and 4010c. The power from the drive shaft 4005 is also transmitted to the driven shafts 4010b and 4010d via the second endless belt 4008b, and as a result, the driven shafts 4010b and 4010d also rotate.
  • Rollers 4011a, 4011b, 4011c, and 4011d are attached to the other ends of the driven shafts 4010a, 4010b, 4010c, and 4010d, respectively.
  • One end 4110a of the rotating shaft of the rotating body 4100 is placed on the rollers 4011a and 4011c, and the other end 4110b of the rotating shaft of the rotating body 4100 is placed on the rollers 4011b and 4011d, respectively.
  • the rotating body 4100 rotates following the rotation of the rollers 4011a, 4011b, 4011c, and 4011d. That is, by driving the electric actuator 100, the rotating body 4100 can be rotated while utilizing regenerated energy.
  • a keyway 4102 is formed at the other end 4110b of the rotating body 4100. Further, the balance measuring device 4000 is further provided with a sensor S for detecting the keyway 4102.
  • vibration pickups VDL and VDR are installed between the first side wall 4013a of the base 4013 and the table 4015.
  • the rotating body 4100 which is a crankshaft with dynamic unbalance, vibrates as it rotates.
  • vibrations of the rotating body 4100 (crankshaft) are transmitted to the table 4015 via rollers 4011a, 4011b, 4011c, 4011d, first and second table side walls 4017a, 4017b, and the like.
  • Vibration pickups VDL and VDR detect vibrations transmitted from rotating body 4100 (crankshaft) to table 4015. In other words, the vibration pickups VDL and VDR detect variations in the load that the rotating body 4100 (crankshaft) applies to the rollers 4011a, 4011b, 4011c, and 4011d.
  • the vibration pickups VDL and VDR are acceleration sensors that can each measure acceleration in two components (X-axis direction and Y-axis direction) perpendicular to the rotation axis of the rotating body 4100.
  • the vibration pickup VDL is mounted on the same XY plane as the first table side wall 4017a, and the vibration pickup VDR is mounted on the same XY plane as the second table side wall 4017b.
  • piezoelectric actuators VL and VR are installed between the second side wall 4013b of the base 4013 and the table 4015.
  • the piezoelectric actuator VL is mounted on the same XY plane as the first table side wall 4017a
  • the piezoelectric actuator VR is mounted on the same XY plane as the second table side wall 4017b.
  • the piezoelectric actuator is a member that can expand and contract depending on the magnitude of the applied voltage to give displacement to the object it comes in contact with. Therefore, by controlling the signals input to the piezoelectric actuators VL and VR, the table 4015 can be freely excited.
  • FIG. 35 is a perspective view of a collision simulation test apparatus 5000 according to the fourteenth embodiment of the present invention.
  • the collision simulation test device 5000 is a device that reproduces the impact that is applied to the vehicle, its occupants, and the equipment of the vehicle when a vehicle or the like (including railway vehicles, aircraft, and ships) collides.
  • the crash simulation test device 5000 of this embodiment can also be used as a shock test device that applies strong shock waves to products and parts to evaluate their durability and reliability against shock.
  • the collision simulation test device 5000 includes a table 5240 that resembles the frame of an automobile.
  • a test object such as a seat carrying a dummy passenger, a high voltage battery for an electric vehicle, etc., is attached to the table 5240, for example.
  • a set acceleration for example, an acceleration corresponding to the impact applied to the frame of the vehicle during a collision
  • an impact similar to that during an actual collision is applied to the specimen attached to the table 5240.
  • the safety of the occupant is evaluated based on the damage sustained by the specimen at this time (or the damage predicted from the measurement results of an acceleration sensor or the like attached to the specimen).
  • the collision simulation test device 5000 of this embodiment is configured to be able to drive the table 5240 only in one horizontal direction.
  • the movable direction of the table 5240 is defined as the X-axis direction, the horizontal direction perpendicular to the X-axis direction as the Y-axis direction, and the vertical direction as the Z-axis direction.
  • the positive direction of the X-axis is referred to as the front
  • the negative direction of the X-axis is referred to as the rear
  • the negative direction of the Y-axis is referred to as the right
  • the positive direction of the Y-axis is referred to as the left.
  • the X-axis direction in which the table 5240 is driven is referred to as a "driving direction.” Note that in the collision simulation test, a large acceleration is applied to the table 5240 in a direction opposite to the traveling direction of the vehicle (ie, backward).
  • the collision simulation test device 5000 includes a test section 5200 equipped with a table 5240, a front drive section 5300 and a rear drive section 5400 that drive the table 5240, and rotational motion generated by each of the drive sections 5300 and 5400 in translation in the X-axis direction. It includes four belt mechanisms 5100 (belt mechanisms 5100a, 5100b, 5100c, 5100d) that convert motion into motion and transmit it to table 5240, and a control system (not shown).
  • the test section 5200 is arranged at the center of the collision simulation test device 5000 in the X-axis direction, and the front drive section 5300 and the rear drive section 5400 are arranged adjacent to the front and rear of the test section 5200, respectively.
  • FIG. 36 is a perspective view showing the structure of the test section 5200 and the belt mechanism 5100. Note that for convenience of explanation, illustration of a table 5240 and a base block 5210 (described later), which are components of the test section 5200, is omitted in FIG.
  • the test section 5200 includes a base block 5210 (FIG. 35), a frame 5220 mounted on the base block 5210, and a pair of linear guideways 5230 (hereinafter referred to as “linear guideways") mounted on the frame 5220. (abbreviated as "guide 5230").
  • a table 5240 is supported movably only in the X-axis direction (drive direction) by a pair of linear guides 5230.
  • the frame 5220 includes a pair of left and right half frames (a right frame 5220R, a left frame 5220L) connected by a plurality of connection bars 5220C extending in the Y-axis direction. Since the right frame 5220R and the left frame 5220L have the same structure (strictly speaking, mirror image relationship), only the left frame 5220L will be described in detail.
  • the left frame 5220L includes a mounting portion 5221 and a rail support portion 5222 that extend in the X-axis direction, and three connecting portions 5223 (5223a, 5223b, 5223c) that connect the mounting portion 5221 and the rail support portion 5222 that extend in the Z-axis direction. have.
  • the length of the mounting portion 5221 is approximately equal to the length of the base block 5210 in the X-axis direction, and the entire length of the mounting portion 5221 is supported by the base block 5210. Further, the rear end portions of the mounting portion 5221 and the rail support portion 5222 are connected to each other by the connecting portion 5223a.
  • the rail support portion 5222 is longer than the attachment portion 5221 (that is, than the base block 5210), and its tip protrudes further forward than the base block 5210 and is disposed above the front drive portion 5300.
  • the linear guide 5230 includes a rail 5231 extending in the X-axis direction and two carriages 5232 that run on the rail 5231 via rolling elements.
  • the rails 5231 of the pair of linear guides 5230 are fixed to the upper surfaces of the rail support portions 5222 of the right frame 5220R and the left frame 5220L, respectively.
  • the length of the rail 5231 is approximately equal to the length of the rail support section 5222, and the entire length of the rail 5231 is supported by the rail support section 5222.
  • a plurality of attachment holes (screw holes) are provided on the upper surface of the carriage 5232, and a plurality of through holes corresponding to the attachment holes of the carriage 5232 are provided in the table 5240.
  • the carriage 5232 is fastened to the table 5240 by fitting bolts (not shown) passed through each through hole of the table 5240 into each mounting hole of the carriage 5232. Note that the table 5240 and four carriages 5232 constitute a cart (sled).
  • the table 5240 is formed with a mounting structure such as a screw hole for attaching a specimen (not shown) such as a sheet, so that the specimen can be directly attached to the table 5240.
  • a mounting structure such as a screw hole for attaching a specimen (not shown) such as a sheet, so that the specimen can be directly attached to the table 5240.
  • each belt mechanism 5100 includes a toothed belt 5120, a pair of toothed pulleys (first pulley 5140, second pulley 5160) around which the toothed belt 5120 is wound, and a toothed belt 5120.
  • a pair of belt clamps 5180 are provided for fixing the table 5240 to the table 5240.
  • toothed belts 5120 are arranged in parallel between the right frame 5220R and the left frame 5220L.
  • the toothed belt 5120 is fixed to the table 5240 by belt clamps 5180 at two locations in the length direction.
  • the front drive section 5300 includes a base block 5310 and four electric actuators 5320 (5320a, 5320b, 5320c, 5320d) installed on the base block 5310.
  • the rear drive unit 5400 includes a base block 5410 and four electric actuators 5420 (5420a, 5420b, 5420c, 5420d) installed on the base block 5410.
  • Each of the eight electric actuators has the same configuration as the electric actuator 100 according to the first embodiment, and although there are slight differences in the installation position and orientation, the length and arrangement spacing of the components, the basic The configuration is common. Further, the basic configuration of the front drive section 5300 and the rear drive section 5400 is also common.
  • a control unit (not shown) can apply acceleration to the table 5240 according to the acceleration waveform by synchronously controlling the driving of the servo motors of the electric actuators 5320a-d and 5420a-d based on the input acceleration waveform.
  • the control unit causes all eight servo motors to rotate reciprocatingly in the same phase. Thereby, it is possible to output a unidirectional rotational motion from each electric actuator and apply acceleration to the table 5240 while utilizing regenerated energy.
  • the electric actuator according to the embodiment of the present invention can be used in place of various types of prime movers (for example, engines, electric motors, hydraulic motors, air motors, steam turbines, etc.) that output rotary motion.
  • prime movers for example, engines, electric motors, hydraulic motors, air motors, steam turbines, etc.
  • the electric actuator according to the embodiment of the present invention is not limited to electric two-wheeled vehicles, three-wheeled vehicles, four-wheeled vehicles, or various electric vehicles such as trucks, buses, and tractors having six or more wheels. It can also be used as a prime mover for railway vehicles. That is, it can be used as a prime mover for any vehicle. It can also be used as a prime mover for aircraft such as airplanes (eg, propeller planes) and helicopters, or ships. That is, the electric actuator according to the embodiment of the present invention can be used as a prime mover for any mobility.
  • the electric actuator according to the embodiment of the present invention can be used in various industries such as construction machinery, agricultural machinery, woodworking machinery, machine tools, forging machines, injection molding machines, robots, and transportation machines (for example, cranes, elevators, conveyors, etc.). It can also be used as a prime mover for machinery.
  • the electric actuator according to the embodiment of the present invention can also be used as a prime mover for various home appliances (washing machines, refrigerators, air conditioners, compressors, etc.).
  • the electric actuator according to the embodiment of the present invention can also be used as a prime mover for driving a hydraulic pump or a compressor.
  • the screw shaft 41 of the ball screw 40 is directly connected to the shaft 11 of the motor 10, but a reduction gear is provided in the drive unit, and the motor 10 and the ball screw 40 are connected via the reduction gear. It may also be a configuration.
  • the electric drive system 90 (power supply system 90S) (FIG. 5) of the first embodiment may be provided with a plug 291 and a battery 295e, as in the fourth embodiment.
  • the plug 291 and battery 295e may be removed from the electric drive system 290 (power supply system 290S) (FIG. 16) of the fourth embodiment, and the circuit breaker 92 may be directly connected to the primary power source 91.
  • circuit breaker 92, the electromagnetic switch 93, and/or the reactor 94 are removed from the electric drive system 290 (power supply system 290S) (FIG. 16) of the fourth embodiment, and these are installed in the stage before the plug 291 (on the primary power supply side ) may be provided.
  • an alternating current generator may be used as the primary power source 91.
  • the battery 295e is removed and a capacitor with a large capacitance is used.
  • the capacitor 95c may also have a power storage function of the battery 295e.
  • one servo amplifier 295 is provided with a plurality of inverters 95b, and each inverter 95b is connected to a motor 10 (i.e., power regeneration
  • the servo amplifier 95 (FIG. 5) of the first embodiment may be provided for each motor 10.
  • the wiring is branched after the reactor 94, and the servo amplifier 95 is connected to each branch wiring.
  • a reactor 94 may be provided for each servo amplifier 95, wiring may be branched after the electromagnetic switch 93, and the reactor 94 and servo amplifier 95 may be connected to each branch wiring.
  • the electric actuator 100 according to the first embodiment of the present invention described above includes a single drive unit 100d
  • the electric actuator 200 according to the fourth embodiment of the present invention includes four drive units 200d
  • the electric actuator 200 according to the fourth embodiment of the present invention includes four drive units 200d.
  • the electric actuator 201 according to the embodiment includes two drive units 200d
  • the present invention is not limited to these configurations, and the electric actuator can be provided with any number of drive units.
  • the electric actuators 100, 200, and 201 described above include a single crankshaft (crankshaft 70, crankshaft 270, and crankshaft 270a), but may be divided into multiple crankshafts.
  • the crankshaft may be divided into two parts, and two drive units 100d may be connected to each crankshaft.
  • the plurality of divided crankshafts 70 are interconnected by a winding transmission mechanism such as a gear mechanism or a belt mechanism so that the power of each crankshaft 70 is combined.
  • the electric actuator 100 is Although examples are shown, the electric actuator used in these devices is not limited to the electric actuator 100 according to the first embodiment. For example, two or more cylinder type electric actuators such as electric actuator 200 and electric actuator 201 may be used.
  • the motor 10 is an AC servo motor, but another type of electric motor whose drive amount (rotation angle) can be controlled may be used as the motor 10, such as a DC servo motor or a stepping motor. .
  • the power supply system includes a generator
  • the generator is not limited to the fourth embodiment and the tenth embodiment, but can be used in the power supply system of other embodiments. may be provided.
  • a power regeneration converter 95a that can return surplus regenerative power from the servo amplifier 95 to the primary power source 91 side is used. You may also use a converter that does not have When using a converter that does not have a power regeneration function, the servo amplifier 95 should not be provided with a regenerative resistor to absorb regenerated power, but instead a device for storing surplus power (such as a large capacity capacitor or a large capacity battery) should be installed in the servo amplifier 95. It is desirable to provide a
  • FIGS. 37 and 38 are diagrams showing modified examples of the power supply system that supplies power to the electric actuator according to each embodiment.
  • a system is illustrated in which the power supplied from the primary power source is converted to drive the electric motor, but the power supplied from the power source to the system is not limited to alternating current power.
  • the motor 10 may be driven by supplying DC power from a battery 791 to an inverter via a converter. In this case, the regenerated power is stored in the battery 791 instead of being output to the primary power source.
  • the power supply system 790S (electric drive system 790) shown in FIG. 37 includes a bidirectional DC/DC converter 795a as a converter.
  • a charger 792 is connected to the battery 791, and the battery 791 is charged with power supplied via the charger 792 from a plug 291 inserted into a primary power outlet (not shown).
  • a battery 791 is connected to the servo amplifier 795, and the electric power from the battery 791 is supplied to the inverter 95b via the bidirectional DC/DC converter 795a to drive the motor 10, and the regenerated electric power from the inverter 95b is converted to the bidirectional DC/DC converter 795a. It is output to the battery 791 via the converter 795a.
  • the power supply system 890S (electric drive system 890) shown in FIG. 38 includes a bidirectional DCAC converter 895a upstream of the power regeneration converter 95a.
  • a charger 792 is connected to the battery 791, and the battery 791 is charged with power supplied via the charger 792 from a plug 291a inserted into a primary power outlet (not shown).
  • a battery 791 is connected to the servo amplifier 895, and power from the battery 791 is supplied to the inverter 95b via the bidirectional DCAC converter 895a and the power regeneration converter 95a to drive the motor 10, and the power is regenerated from the inverter 95b. Electric power is output to battery 791 via power regeneration converter 95a and bidirectional DCAC converter 895a.
  • the power regeneration converter 95a and the bidirectional DCAC converter 895a are connected to the plug 291b. Electric power from the plug 291b inserted into a primary power outlet (not shown) is supplied to the inverter 95b via the power regeneration converter 95a, and the motor 10 can also be driven by this electric power. Further, the power supplied from the plug 291b is supplied to the battery 791 via the bidirectional DCAC converter 895a, and the battery 791 can be charged with this power.
  • power is regenerated from the motor 10 to the primary power source via the inverter 95b and the power regeneration converter 95a, but power is regenerated from the motor 10 to the primary power source without passing through the inverter 95b and the power regeneration converter 95a. It may be regenerated.
  • electric motor and a drive device that supplies drive power to the electric motor; a control device capable of controlling the drive device so that the electric motor repeatedly outputs reciprocating rotational motion; a motion converter that converts the reciprocating rotational motion into unidirectional rotational motion; Equipped with The drive device is A converter that converts AC power supplied from a power supply to DC power, an inverter that generates drive power from the DC power, electric actuator.
  • the motion converter is a first disk portion connected to the shaft of the electric motor; a first pin eccentrically attached to the first disk portion; a second disk portion connected to the output shaft of the motion converter; a second pin eccentrically attached to the second disk portion; a connecting rod connecting the first disc part and the second disc part; Equipped with one end of the connecting rod is rotatably coupled to the first pin; the other end of the connecting rod is rotatably coupled to the second pin;
  • the motion converter is a first motion converter that converts the reciprocating rotational motion into reciprocating linear motion; a second motion converter that converts the reciprocating linear motion into the unidirectional rotational motion; including, The electric actuator described in Appendix 1.
  • the first motion converter is a ball screw; a linear motion part including a first pin fixed to the nut of the feed screw and moving linearly together with the nut; a crankshaft with an eccentric crankpin; a connecting rod rotatably connected to the first pin and the crank pin; Equipped with The electric actuator described in Appendix 4.
  • the drive device is a DC bus bar consisting of a pair of conducting wires connecting the converter and the inverter; a capacitor connecting the pair of conductive wires; The electric actuator according to any one of Supplementary notes 1 to 5.
  • [Additional note 7] comprising a plurality of the electric motors
  • the drive device is one system of DC bus consisting of a pair of conductors connected to the converter; a plurality of the inverters connected to the one system of DC bus; a capacitor connecting the pair of conductive wires; Equipped with The electric actuator according to any one of Supplementary notes 1 to 5.
  • the converter is a PWM converter.
  • the control device controls the electric motor to repeatedly drive back and forth at a frequency of 3 Hz or more, The electric actuator according to any one of Supplementary notes 1 to 8.
  • [Additional note 10] comprising a generator that generates electric power using the power generated by the electric motor;
  • the electric actuator according to any one of Supplementary notes 1 to 9.
  • [Additional note 11] an inverter device that converts the electric power generated by the generator into alternating current of the same quality as grid power and supplies it to the power source side;
  • a trolley is provided, the trolley is the wheel;
  • the electric actuator The railway vehicle described in Appendix 13.
  • An electric motor that repeats forward and reverse rotation at a desired frequency
  • An electric actuator comprising: a motion converter that converts forward and reverse rotational motion output from the electric motor into unidirectional rotational motion.
  • a drive device that supplies power supplied from a power source to the electric motor, Supplementary Note 21:
  • the drive device includes a power regeneration converter that regenerates, to the power source, power that is not consumed due to acceleration of the motor, out of the power regenerated from the motor, when the motor repeats normal rotation and reverse rotation.
  • the electric actuator according to attachment 22 wherein the power regeneration converter outputs the electric power regenerated from the electric motor to the power source during each deceleration process during forward rotation and reverse rotation of the electric motor.
  • the power source is composed of an AC power source, The electric actuator according to attachment 22, wherein the power regeneration converter includes a bidirectional ACDC converter.
  • the power source is composed of a DC power source, The electric actuator according to attachment 22, wherein the power regeneration converter is a bidirectional DC/DC converter.
  • the drive device further includes a capacitor that stores electric power that is not consumed due to acceleration of the electric motor out of the electric power that is regenerated from the electric motor when the electric motor repeats normal rotation and reverse rotation.
  • the motion converter is a first motion converter that converts the forward and reverse rotational motion into reciprocating linear motion;
  • the electric actuator according to any one of attachments 22 to 28, including a second motion converter that converts the reciprocating linear motion into the unidirectional rotational motion.
  • a plurality of electric motors including the electric motor; a plurality of first motion converters that convert forward and reverse rotational motion output from each of the plurality of electric motors into reciprocating linear motion, including the first motion converter; Further comprising a plurality of second motion converters that convert reciprocating linear motion converted by each of the plurality of first motion converters, including the second motion converter, into the unidirectional rotational motion.
  • the motion converter is ball screw and a linear motion part that is fixed to the nut of the ball screw and moves linearly together with the nut;
  • a rotating body that can freely rotate around the rotation axis, a connecting rod rotatably connected to each of a portion of the rotating body that is eccentric with respect to the rotation axis and the linear motion portion; including, The electric actuator according to appendix 29.
  • the rotating body is a crankshaft, The electric actuator according to attachment 31, wherein the connecting rod is rotatably coupled to a crank pin of the crankshaft.
  • the rotating body is a spindle, The electric actuator according to attachment 31, wherein the connecting rod is rotatably connected to a protrusion formed at a position eccentric to the rotation axis of the spindle.
  • a control device that controls the drive device, The control device switches the rotation of the electric motor between forward rotation and reverse rotation, avoiding a timing when the linear motion section reaches a dead center where no rotational force is generated in the rotating body due to movement of the linear motion section.
  • the electric actuator according to any one of attachments 31 to 33, which controls the drive device.
  • control device controls the drive device so that the torque of the electric motor is limited at least at a timing when the linear motion section reaches a dead center where no rotational force is generated in the rotating body due to movement of the linear motion section.
  • the electric actuator according to any one of attachments 31 to 33.
  • the motion converter is a first disc part connected to the shaft of the electric motor and rotatable around a first rotation axis; a second disc part connected to the output shaft of the motion converter and rotatable around a second rotation axis; Rotatably connected to each of a portion of the first disk portion that is eccentric with respect to the first rotation axis and a portion of the second disk portion that is eccentric with respect to the second rotation axis.
  • the electric actuator according to any one of Supplementary Notes 31 to 38, comprising: [Additional note 37] An electric mobility device comprising the electric actuator according to any one of attachments 31 to 36.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Transmission Devices (AREA)
  • Control Of Electric Motors In General (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
PCT/JP2023/014154 2022-04-08 2023-04-05 電動アクチュエーター、電動モビリティ Ceased WO2023195502A1 (ja)

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KR1020247037131A KR20250002382A (ko) 2022-04-08 2023-04-05 전동 액추에이터, 전동 모빌리티
CN202380030868.3A CN118947058A (zh) 2022-04-08 2023-04-05 电动致动器及电动车
EP23784786.8A EP4507190A4 (en) 2022-04-08 2023-04-05 ELECTRIC ACTUATOR AND ELECTRIC MOBILITY VEHICLE
JP2024514303A JPWO2023195502A1 (https=) 2022-04-08 2023-04-05
US18/894,977 US20250015670A1 (en) 2022-04-08 2024-09-24 Electric actuator and electric mobility

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USD1124070S1 (en) 2023-06-07 2026-04-28 Kokusai Keisokuki Kabushiki Kaisha Actuator

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JP5514661B2 (ja) * 2010-07-23 2014-06-04 株式会社日立製作所 電動車両の駆動制御装置
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JP2002104730A (ja) * 2000-10-02 2002-04-10 Murata Mach Ltd トラバース装置及びトラバース方法
JP2017139839A (ja) 2016-02-01 2017-08-10 いすゞ自動車株式会社 電気自動車

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USD1124070S1 (en) 2023-06-07 2026-04-28 Kokusai Keisokuki Kabushiki Kaisha Actuator

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US20250015670A1 (en) 2025-01-09
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TW202408830A (zh) 2024-03-01
EP4507190A1 (en) 2025-02-12

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