RU2681611C2 - Asynchronous electric drive with integration on gearbox and differential - Google Patents

Abstract

FIELD: vehicles.SUBSTANCE: invention relates to the arrangement of electrical power plants and transmissions of vehicles. Asynchronous electric drive with integration on a gearbox and differential contains low-noise asynchronous motors, powered by power supplies, and control systems therefor, differential and reducer of the axle gearbox. Stator windings of the engines, one assembled in a spider, the other in a triangle, of larger, in comparison with the standard motor with one winding number of phases and the addition of the magnetic fields of the two windings. In this case, the electric motors have stators mounted on the vehicle, and external short-circuited movable rotors rotating the gearbox and wheel drive differential. Gearbox itself and the differential of the wheel drive are integrated into the asynchronous electric drive.EFFECT: technical result is to increase the torque and power of the drive.1 cl, 2 dwg

Description

Technical field

The invention relates to the field of mechanical engineering and relates to the features of the design of electric vehicles, in particular electric vehicles driven by an induction motor through a gearbox and front and / or rear axle differential, electric motor control systems and can be used in various fields of technology, for example, as a power plant in vehicles such as electric scooters, motorcycles, ATVs, snowmobiles, public cars, freight vehicles, etc. .

State of the art

The variety of well-known schemes, designs and layout solutions for traction drives of electric vehicles fits into the framework of three main options:

1) a central electric motor plus a gearbox plus an interwheel mechanical differential (sub-variants with rear, front and spaced apart arrangement thereof);

2) two onboard electric motors, one for each drive wheel (sub-options with rear and front locations);

3) electric motor wheels (sub-options with two and four motor wheels).

The most common and are considered promising electric vehicles with a drive according to the first embodiment, including combined power plants (FR N 2200800 A, B60K 17/00, 1974; US N 3888325 A, B60K 1/00, 1975).

Such a traditional application of electric motors is installed on cars of various concerns, such as Mercedes, BMW, Tesla, etc.

A known variant of an electric vehicle drive (SU 1724486) containing individual wheel drives, each of which forms a single arrangement with a gear and a wheel, the gear is made in the form of a planetary precession gear, the satellite of which contains two roller crowns, rigidly interconnected, between which are on rolling bodies a ring is placed, on the outer surface of which a single-period sinusoidal groove is made, interacting with piezoelectric transducers, which contain generators of circumferential and axial vibrations, nnye a wheel hub, wherein the central gear wheel precession is connected with the wheel hub and the central driven wheel to its rim.

The reasons why it is impossible to achieve a technical result is that the design is complex, expensive and uses a direct current electric motor, a number of drawbacks that require large starting and transient currents when starting and accelerating the vehicle or a conventional asynchronous motor, which have problems starting at the start or moment at acceleration.

A known variant of an electric vehicle drive (RU 2146623) comprising a control system and a central traction three-phase asynchronous electric motor with two rotors coaxially mounted in a bore of a fixed single-pack stator with the possibility of rotation relative to each other on opposing shafts, the outer ends of which are connected to gearboxes, characterized in that the control system is at least partially located in a U-shaped niche between the electric motor and gearboxes, while the electric motor, gearboxes and control system ovmestno form a unit.

The reasons why it is impossible to achieve a technical result is that the design contains a conventional asynchronous motor, which have problems stragging at the start or torque during acceleration and has a high energy consumption.

The second variant of the drive is implemented, in particular, in an Impact electric car developed by General Motors concern (Automotive industry of the USA, 1990, N 5. - P. 7-9). In it, two front-mounted electric motors determine the overestimated overall mass and cost indicators. At the same time, the undoubted advantage of this drive is the use of promising asynchronous electric motors (42.5 kW each) with an adjustable inverter as part of the drive control system.

The reasons why it is impossible to achieve a technical result is that the system is expensive and bulky.

The third option is aimed at the development of various motor wheels (patents WO 93/08999 A1, 05/13/93, US 6384496 B1, 05/07/2002; US 6617746 B1, 09/09/2003; RU 2129965 C1, 05/10/1999; RU 2172261 C1, 20.08 .2001).

The reasons why it is impossible to achieve a technical result is that the described motor wheels and all its known varieties form a direct current electric motor and have a number of disadvantages, the main one of which is the need for large starting and transient currents when starting and accelerating the vehicle. This leads to rapid wear and deterioration of the batteries and the deterioration of the thermal regime. Another disadvantage is insufficient return and use.

electricity. Also called electric motors have low torque, which significantly limits the scope of their practical use.

The existing asynchronous type motor-wheel (patent RU No. 2156191, publ. September 20, 2000) is more promising, the technical solution is very complex, it has mechanical losses, wear of the engine itself and all the corresponding disadvantages, including high cost, complexity, problems of stragging at the start or moment during acceleration (depending on the winding - a star or a triangle).

Known technical solutions aimed at eliminating these shortcomings are associated with the use of high-voltage power supplies and complex control circuits, which makes them expensive and difficult to manufacture and unreliable in operation (US 6791226 B1, 09/14/2004; US 6727668 B1, 04/27/2004; US 6355996 B1, March 12, 2002).

The reasons why it is impossible to achieve a technical result is that the most difficult and difficult to solve problem of all motor wheels is their control system, which allows providing the differential functions of the wheels without its physical presence, slipping, traction with a different surface.

Known patent US 20140257613. This system is applied on an electric car Tesla.

As an electric motor, three-phase asynchronous motors with a control system are used, which allow simulating an additional sinusoid and creating a four-pole motor. An additional pole increases the torque of the electric motor. Electric motors require liquid cooling.

A similar analogue is known which is closest in technical essence and selected as a prototype - a utility model patent No. 174835 “Asynchronous electric drive with differential integration”.

Common signs are the presence of an electric drive containing a low-noise induction motor, powered by power sources and a control system for this electric motor, a differential of the bridge gear, and having a stator mounted on the vehicle and an external movable short-circuited rotor, rotating the wheel drive differential, stator windings, assembled one in a star, another in a triangle, larger than that of a standard motor with one winding, the number of phases and the addition of magnetic fields of these two windings.

The reasons why it is impossible to achieve a technical result are that the torque in such a drive is limited by the characteristics of the electric motor and does not have

the possibility of increasing by increasing the number of electric motors and gear parts.

Disclosure of the invention

The technical problem lies in the development of an asynchronous electric drive, which is aimed at reducing the weight and size indicators of highly loaded electric drives with increasing torque and power, by using energy-efficient traction motors with a decrease in the number of friction mechanisms for distributing torque through transmission mechanisms, increasing efficiency and reducing the cost of electric vehicles, creating conditions for free inertia, recovery and big soon STI on wheels of vehicles.

The technical result is to increase the torque and power of the electric drive.

The technical result is achieved by the fact that the asynchronous electric drive with integration on the gearbox and differential, comprising a low-noise induction motor, powered from power sources and a control system for this electric motor, a differential gearbox of the bridge, and a stator mounted on the vehicle and an external movable squirrel-cage rotor, rotating differential wheel drive, stator windings, assembled one in a star, the other in a triangle, larger than that of a standard motor with one winding, phase number and phase magnetic fields of these two windings, while the electric drive contains more than one low-noise asynchronous motor having a stator mounted on the vehicle and an external movable short-circuited rotor, rotates the gearbox and the wheel drive differential, and the gearbox and wheel drive differential are integrated into the asynchronous electric drive.

The essence of the technical solution is illustrated by figures 1 and 2.

Figure 1 shows 2 options: 1) An electric drive with two asynchronous electric motors, a hypoid gearbox and an axis differential; 2) An electric drive with two asynchronous electric motors, a planetary gear and an axis differential. Nevertheless, it is possible to use other types of gears to increase torque: cylindrical gears, bevel gears, worm gears.

In FIG. 1 shows a general view of the electric drive, where the gearbox with differential 1, vehicle frame bracket 2, rotor 3, stator 4, windings 5, cover 6, encoder disk 7, incremental encoder 8, and the electric drive control system

presented in FIG. 2, where the electric drive 9, the controller 10, the drive 11, the converter 12, the connecting harnesses 13.

The implementation of the invention

By pressing the acceleration pedal associated with the acceleration rheostat, the signal is processed in the control unit (controller) 10 of FIG. 2, which through the converters 12 of FIG. 2 provides signals for supplying current from the energy storage device 11 of FIG. 2 to the electric drive 9 of FIG. 2, exciting the electromagnetic field of an induction motor.

In contrast to the standard arrangement of the stator and rotor, when the rotor is located inside the stator, the reverse principle is used in the design of an asynchronous electric drive with integration on the gearbox and differential and the stator is inside the rotor. The stator having combined windings and the rotor both form an induction motor, while the stator and rotor do not have physical contact (through brushes, magnets, etc.) and interact only through a magnetic field.

When a magnetic field is established, the rotor 3 of FIG. 1 starts rotation, creating traction for the vehicle. The torque from the electric motor (s) is transmitted through the gearbox, increasing the torque of the electric drive 9 of FIG. 2, and is distributed through the differential of the axis to the wheels of the vehicle. For uniform operation of the electric drive 9 of FIG. 2, it is controlled through the control unit 10 of FIG. 2 and converters 12 of FIG. 2, the electric drive 9 of FIG. 2 and controlling the speed and the moment of their rotation through the encoder disk 7 of FIG. 1 and the incremental sensor 8 of FIG. 1 of the electric drive 9 of FIG. 2. The control unit system 10 of FIG. 2, converters 12 of FIG. 2, the encoder discs 7 of FIG. 1 and incremental sensors 8 of FIG. 1 create modulation of the magnetic field of the combined windings, providing optimal parameters of the drive. The lack of physical contact between the stator 4 of FIG. 1 and rotor 3 of FIG. 1 allows you to almost completely eliminate the resistance to movement in the free inertial course of the vehicle.

During inertial running and braking, the electric drive begins to recover energy and the control unit provides recharging of the energy storage.

Claims (1)

An asynchronous electric drive with integration into the gearbox and differential, comprising a low-noise induction motor powered from power sources, and a control system for this electric motor, a differential of the bridge gear and a stator mounted on the vehicle, and an external movable short-circuited rotor that rotates the differential of the wheel drive, the stator winding assembled one in a star, the other in a triangle, larger than that of a standard motor with one winding, the number of phases and the addition of magnetic fields of these two windings, exl characterized in that the electric drive contains more than one low-noise asynchronous motor having a stator mounted on the vehicle and an external movable squirrel-cage rotor rotates the gearbox and the wheel drive differential, and the gearbox and wheel drive differential are integrated into the asynchronous electric drive.

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