WO2008122166A1 - Système de servo-commande pour ensemble moteur à cascade - Google Patents

Système de servo-commande pour ensemble moteur à cascade Download PDF

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Publication number
WO2008122166A1
WO2008122166A1 PCT/CN2007/002599 CN2007002599W WO2008122166A1 WO 2008122166 A1 WO2008122166 A1 WO 2008122166A1 CN 2007002599 W CN2007002599 W CN 2007002599W WO 2008122166 A1 WO2008122166 A1 WO 2008122166A1
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WO
WIPO (PCT)
Prior art keywords
motor
rotor
servo
control system
servo control
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/CN2007/002599
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English (en)
Chinese (zh)
Inventor
Hong Lv
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.)
GUILIN GEELY STARS OIL-ELECTRIC HYBRID ENGINE Co Ltd
Original Assignee
GUILIN GEELY STARS OIL-ELECTRIC HYBRID ENGINE Co Ltd
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
Priority claimed from CN 200710048871 external-priority patent/CN101286682A/zh
Priority claimed from CNU2007200791465U external-priority patent/CN201041973Y/zh
Application filed by GUILIN GEELY STARS OIL-ELECTRIC HYBRID ENGINE Co Ltd filed Critical GUILIN GEELY STARS OIL-ELECTRIC HYBRID ENGINE Co Ltd
Publication of WO2008122166A1 publication Critical patent/WO2008122166A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • 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
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a servo control system for a motor, and more particularly to a servo control system for a cascade motor assembly of a hybrid vehicle. Background technique
  • the current research shows that the hybrid electric vehicle is a more practical and energy-efficient vehicle, so the focus of the research shifts to the hybrid electric vehicle.
  • the car is equipped with a fuel engine and a battery, as well as a generator and an electric motor.
  • the design principle is to adjust the operating point of the engine through the engine, generator/motor, and battery to match the engine speed and torque in the economic operation zone, so that the fuel engine can be operated intermittently or continuously efficiently to achieve greater consumption of the same amount of fuel.
  • Kinetic energy The usual method is to output a part of the mechanical kinetic energy generated by the fuel engine to the drive shaft to obtain a certain torque and speed according to the driving condition of the vehicle, and the remaining kinetic energy is used to drive the generator to generate electricity and store it in the battery.
  • the battery drives the motor to drive the vehicle. It also allows the fuel engine to operate intermittently in a high-efficiency state. The kinetic energy is transferred from the generator to the electric energy directly to the electric motor or stored in the battery, and the electric motor drives the car to run. In this way, the operating efficiency of the fuel engine is improved.
  • the power structure schemes of the existing hybrid electric vehicles are series, parallel and series-parallel hybrid. Although different levels of energy conservation have been achieved, the existing power structures have certain limitations, which directly affect the manufacturing cost and energy saving effect of the entire vehicle. current The power structure of the hybrid electric vehicle is difficult to meet the requirements for further improvement in performance and practicality.
  • U.S. Patent No. 5,973,460 to the Japanese patent application No. 5, 973, 460, filed on Jan. 7, 1997, and issued on Jan. 26, 1999, describes a dual-motor structure consisting of a clutch motor and an auxiliary motor.
  • the first drive circuit and the second drive circuit employed in this patent document are actually two frequency converters. Driven by the respective inverters, there is sufficient output at startup without damaging the battery and reducing the size of the motor.
  • the two frequency converters can adjust the operating point of the engine by adjusting the torque of the respective motor for economic operation.
  • the inverter technology used in this patent to adjust torque is not sufficient for precise and quick adjustment.
  • a rotatable transformer structure when controlling the clutch motor, is used to transfer electrical energy from the primary winding to the secondary coil by electromagnetic induction in an attempt to provide reliable current control to the rotating armature windings,
  • the mode of transmission energy of the transformer determines that the structure cannot perform effective winding current control under the condition that the relative rotational speed between the two rotors of the clutch motor is relatively low, and it is impossible to perform accurate torque control on the clutch motor.
  • the transformer when the relative rotational speeds of the inner and outer rotors are low, the transformer will operate at a very low frequency, and the efficiency of the energy transfer and the energy per unit volume of the electromagnetic induction transformer in the case of low frequency power supply
  • the size is very low, especially when the relative rotational speed of the inner rotor and the outer rotor is zero, the primary and secondary sides of the transformer will be direct current (that is, the current alternating frequency is zero), and the primary side is installed.
  • the first driving circuit can not effectively control the current of the secondary side of the transformer (ie, the current of the motor winding), of course, it can not implement effective torque control on the motor, and of course, the engine can always work at the optimum efficiency. point.
  • the European patent application EP 082 0894 A2 which was filed on July 22, 1997 and published on October 26, 1989, also describes a similar structure, using two inverters (i nver t er )
  • the motor is controlled and the two inverters are actually two frequency converters.
  • the main and auxiliary two motors are connected to the respective inverters, and under the control of the control unit, the high-efficiency stepless speed regulation and torque adjustment between the input shaft and the output shaft are realized; the gear ratio control through the stepless transmission makes the motor
  • the system operates in any torque and speed range.
  • the patent application still uses the inverter drive scheme, the accuracy and response speed of the torque control are greatly reduced.
  • the solution for directly connecting the battery to the DC bus makes the charge and discharge of the battery not independently controllable.
  • the present invention provides a servo control system for a cascade motor assembly, which
  • the servo control system of the motor cascade motor assembly can realize the independent adjustment of the working point of the engine, so that the working point can be stably operated on the optimal efficiency curve without the influence of the external load.
  • the power of the hybrid control vehicle of the servo control system using the cascaded motor assembly is more flexible.
  • the solution to the above technical problem is to provide a servo control system for a cascade motor assembly, comprising a first motor and a second motor, wherein the first motor includes a first rotor and a second rotor electromagnetically coupled to each other,
  • the second electric machine includes a stator and a third rotor electromagnetically coupled to each other, the shaft of the first rotor being an input shaft of the cascade motor assembly, the shaft of the second rotor being coaxial with the third rotor and acting as the cascade motor assembly
  • An output shaft, the shaft of the first rotor is directly coupled to an output shaft of the engine
  • the servo control system of the cascade motor assembly further includes a first servo drive associated with the first motor and associated with the second motor a second servo driver, the first servo driver servo-controls a coupling torque between the first rotor and the second rotor according to an operation condition; the second servo driver couples a coupling torque between the stator and the third rot
  • the present invention employs torque servo control, which can be applied to the engine regardless of whether the first and second rotors of the first motor rotate or not, and the relative speed of rotation.
  • the load torque is precisely controlled, making it easy to control the engine on its optimum fuel efficiency curve for the most economical operation.
  • the first servo drive can precisely control the first motor due to its own "servo" control characteristic, and then perform precise torque servo control on the first motor.
  • the method of the invention is carried out by the 3-2 and 2- 3 vector analysis methods of the conventional frequency converter, and the clutch thereof The control of the motor even inserts an energy transmission link of the rotatable transformer. Such a control mode has not seen any theoretical analysis and actual product capable of accurately controlling the torque of the motor like the servo control technology of the present invention.
  • the technical problem further solved by the present invention is to reduce the energy dissipation of the system.
  • the further solved technical problem is achieved by the following further technical solution, that is, one of the first rotor and the second rotor is mounted on one of the first rotor and the second rotor.
  • a permanent magnet pole, a first winding wound on the iron core is mounted on the other of the first rotor and the second rotor; and a permanent magnet pole is mounted on one of the third rotor and the stator, A second winding wound on the core is mounted on the other of the third rotor and the stator.
  • the first winding is connected to the first servo driver through a slip ring mounted on the axis to obtain a control current to the first servo driver; the second winding is disposed on the stator and directly connected to the second servo driver. Or the winding is arranged on the third rotor and connected to the second servo drive via a slip ring mounted on the output shaft. Since the slip ring adopts direct contact of the electric conductor, the purpose of the slip ring is to directly send the current sent by the first servo driver to the first winding of the first motor, which has almost no friction heat and contact resistance heat. Energy loss.
  • the transformer structure employed even if the energy can be transmitted at the rated operating frequency point (i.e., the relative rotational speed of the inner rotor and the outer rotor is the rated speed), the energy transfer efficiency is inferior to the present invention.
  • a first speed/position sensor can be mounted on the shaft of the first rotor, the first speed/position sensor being coupled to the first servo drive; and the coaxiality of the second rotor and the third rotor
  • a second speed/position sensor is mounted thereon, the second speed/position sensor is coupled to the first and second servo drivers, wherein the first servo driver is responsive to the torque setting and the feedback signals of the first and second speed/position sensors
  • the coupling torque between the first rotor and the second rotor is servo-controlled to achieve independent adjustment of the engine operating point independently of the operating state of the vehicle, and the engine loading torque can be directly output while the engine operating point is independently adjusted.
  • An output shaft; the second servo driver servo-controls a coupling torque between the stator and the third rotor in response to the torque setting and the feedback signal of the second speed/position sensor to implement driving of the second motor to the entire vehicle . .
  • the torque servo control of the first motor and the second motor are independent of each other, and can independently operate on power transmission, power generation, and power consumption. Or brake feedback energy status. Specifically, if the second rotor rotational speed of the first motor is lower than the rotational speed of the first rotor, the first motor is in a generator state; if the second rotor rotational speed of the first motor is higher than the first rotor At the speed, the first motor is in motor state. When the first motor is in the motor state, the electric energy drawn by the first servo driver is converted into the kinetic energy of the second rotor, and sent to the output shaft together with the kinetic energy transmitted from the engine.
  • the second servo driver controls the second motor such that the torque direction obtained by the third rotor is the same as the rotation direction of the second motor rotor, the second motor draws electric energy to operate in the motor state; otherwise, the torque direction obtained by the third rotor rotates with the same
  • the second motor is in the generator state to convert the mechanical energy on the output shaft into electrical energy.
  • the electric power is output to the common bus through its corresponding servo driver, and when the motor is in the motor state, the common bus is passed through the servo driver.
  • Draw electrical energy when the first motor or the second motor operates in the generator state, the electric power is output to the common bus through its corresponding servo driver, and when the motor is in the motor state, the common bus is passed through the servo driver.
  • the torques of the first and second motors can be directly superimposed on the output shaft to be outputted to achieve a coordinated output of the vehicle drive.
  • the first motor and the second motor may also be permanent magnet brushless motors.
  • an output gear is provided between the first and second electric machines, and the power output form is a stable power output form with respect to the European patent application EP0820894A2 in the form of a terminal output mechanism. And it is beneficial to the force balance of each bearing on the shaft.
  • a further advantage of the servo control system of the cascaded motor assembly of the present invention is that: the first and second servo drives respectively load different torques to the first and second motors according to the operation requirements, and the cascaded motor components can be powered according to the power.
  • the consumption of the same amount of fuel obtains greater kinetic energy; the magnetic fields of the first and second motors of the duplex motor are independent of each other, so that independent servo control can be performed without interfering with each other; further, the cascade type of the invention
  • the servo control system of the motor assembly has a simple structure, is easy to process, and has low cost, and is suitable for popularization and application.
  • the present invention also provides a hybrid vehicle including the servo control system of the cascade motor assembly described above, and a servo control system of the above-described cascade motor assembly Used in hybrid vehicles for power transfer, power generation, power work, or brake feedback.
  • the present invention also provides a cooling structure for a servo control system of the above-described cascade type motor assembly.
  • a circulating cooling oil device which is provided with circulating cooling oil, and the cooling oil enters from the input port of the cooling oil pipe, flows out from the outlet, and stores a certain amount of cooling oil at the bottom of the casing.
  • the oil level is preferably at the lowest point of contact with the second rotor metal component but below the air gap formed by the first rotor and the second rotor.
  • the second rotor metal component conducts heat to the contacted cooling oil and is carried out by the cooling oil to an external heat exchange device.
  • an input and output pipe with cooling oil is installed, and the input and output pipes are spirally embedded in the casing, and the stator lamination is tightly pressed on the stator machine.
  • the heating of the stator is dissipated through the casing on the one hand, and is carried out to the external heat exchange device by the cooling oil on the one hand.
  • the cooling structure improves the heat dissipation condition of the motor, and has a compact structure, and is suitable for a hybrid electric vehicle of electric power and electricity, and is practically applied.
  • Figure 1 is a schematic view showing the structure of a servo control system of a cascade motor assembly of the present invention.
  • Fig. 2 is a schematic view showing the structure of a second embodiment of the servo control system of the cascade type motor assembly of the present invention.
  • a servo control system of a cascade type motor assembly includes a first motor and a second motor, the first motor including a first rotor 3 and a second rotor 4, on the first rotor 3 Mounted with a permanent magnet pole, the second rotor 4 is mounted with a first winding wound on the core, and the first winding is passed through the second rotor 4
  • the slip ring 17 on the output shaft 8 is connected to the first servo driver 6.
  • the shaft of the first rotor 3 is the input shaft of the cascade motor assembly, and is directly connected to the output shaft 2 of the engine 1, and the shaft of the second rotor 4 is the output shaft of the cascade motor assembly.
  • the second motor includes a third rotor 9 and a stator 10, the stator 10 is fixed to the casing 15, the third rotor 9 is mounted with a permanent magnet pole, and the stator 10 is mounted with a second winding wound on the iron core, the second winding Directly connected to the second servo driver 11.
  • the third rotor shares the output shaft 8 with the second rotor of the first motor.
  • An output gear 7 is mounted on the output shaft 8, and the output gear 7 is connected to an external load.
  • a first speed/position sensor 13 is mounted on the shaft of the first rotor 3, and the first servo driver 6 is connected, and a second speed/position sensor 16 is mounted on the coaxial shaft of the second rotor and the third rotor to connect the first and the first The second servo driver 6, 11.
  • the first and second servo drivers 6, 11 are all connected to a common bus, and the first and second motors respectively absorb power or output power through their servo drivers.
  • the output gear 7 on the output shaft is located between the second rotor 4 and the third rotor 9; alternatively, the third rotor 9 is located between the second rotor 4 and the output gear 7.
  • a circulating cooling oil device is designed, which is provided with circulating cooling oil 5, and the cooling oil enters from the inlet of the cooling oil pipe 12, flows out from the outlet, and stores a certain amount of cooling oil at the bottom of the casing.
  • the oil level contacts the metal part of the second rotor 4 but is lower than the lowest point of the air gap formed by the first rotor 3 and the second rotor 4.
  • the liquid level is too high to increase the resistance of the rotation, and the liquid level is too low, which may affect the first Heat exchange between the two rotors and the coolant.
  • an input and output pipe 12 is provided with a cooling oil, and the pipe is spirally embedded in the casing 15, and the stator lamination is tightly pressed against the inner wall of the stator casing 15, The heat generated by the stator is dissipated on the one hand by the casing 15, and on the other hand by the cooling oil 5 to the external heat exchange device.
  • the first and second servo drivers 6, 11 are respectively loaded with different current vectors for the windings of the first and second motors according to the feedback requirements of the two speed position sensors 13, 16 respectively, and the torque servo control is performed on the two motors.
  • the first and second motors are controlled to operate in a generator or motor state respectively. When the two motors are in the generator state, the servo drive outputs power to the common bus, and the motor operates through the servo driver to draw power from the common bus.
  • the cascading motor assembly embodiment 1 of the present invention has a structure as shown in FIG. 2, including a first motor and a second motor, the first motor including a first rotor 3 and a second rotor 4, A permanent magnet pole is mounted inside the first rotor 3, and a winding wound on the core is mounted on the second rotor 4, and the winding is connected to the first servo driver 6 via a slip ring 17 mounted on the output shaft 8 of the second rotor.
  • the shaft of the first rotor 3 is the input shaft of the duplex motor, and is directly connected to the output shaft 2 of the engine 1, and the shaft of the second rotor is the output shaft of the duplex motor.
  • the second motor includes a third rotor 9 and a stator 10, the stator 10 is fixed to the casing 15, the third rotor 9 is mounted with a permanent magnet pole, and the stator 10 is mounted with a winding wound on the iron core, and the winding is directly connected to the second servo.
  • the drive 11 is connected.
  • the third rotor is identical to the output shaft 8 of the second rotor of the first motor.
  • An output gear 7 is mounted on the output shaft 8, and the output gear 7 is connected to an external load.
  • a first speed/position sensor 13 is mounted on the shaft of the first rotor 3, and the first servo driver 6 is connected, and a second speed/position sensor 16 is mounted on the coaxial shaft of the second rotor and the third rotor to connect the first and the first The second servo driver 6, 11.
  • the first and second servo drivers 6, 11 are all connected to a common bus, and the first and second motors respectively absorb power or output power through their servo drivers.
  • the output gear 7 on the output shaft is located between the second rotor 4 and the third rotor 9; alternatively, the third rotor 9 is located between the second rotor 4 and the output gear 7.
  • a circulating cooling oil device is designed, which is provided with circulating cooling oil 5, and the cooling oil enters from the inlet of the cooling oil pipe 12, is sprayed onto the second rotor 4, and passes through the second rotor 4 Rotate, splash onto the inner wall of the motor, and collect the circulating cooling oil reservoir at the bottom, flowing out from the output port.
  • a certain amount of cooling oil is stored at the bottom of the casing, and the oil surface is in contact with the metal part of the first rotor 3 but lower than the lowest point of the air gap formed by the first rotor 3 and the second rotor 4, and the liquid level is too high to increase.
  • the resistance to rotation, the liquid level is too low, affects the heat exchange between the first rotor 3 and the coolant.
  • an input and output pipe 12 is provided with a cooling oil, and the pipe is spirally embedded in the casing 15, and the stator lamination is tightly pressed against the inner wall of the stator casing 15, The heat generated by the stator is dissipated on the one hand by the casing 15, and on the other hand by the cooling oil 5 to the external heat exchange device.
  • the first and second servo drivers 6, 11 are respectively loaded with different current vectors for the windings of the first and second motors according to the feedback requirements of the two speed position sensors 13, 16 respectively, and the torque servo control is performed on the two motors.
  • the first and second motors are controlled to operate in a generator or motor state respectively. When the two motors are in the generator state, the servo drive outputs power to the common bus, and the motor operates through the servo driver to draw power from the common bus.
  • the first rotor 3 of the duplex motor is driven by the mechanical kinetic energy of the external engine 1 to which it is directly connected, and the position obtained by the first servo driver 6 based on the two speed/position sensors 1 3, 16 And a speed signal, applying a current vector to the first winding of the first or second rotor 3, 4 of the first motor, and performing torque servo control on the first motor to generate an electromagnetic force between the first rotor 3 in the first motor , Apply load torque to the engine 1.
  • the second rotor 4 of the first motor is simultaneously subjected to the reaction force of the engine 1 shaft, and the reaction force is transmitted to the external load through the output gear 7 to directly perform external work, that is, the power of the engine 1 is directly transmitted to the load side, which is called the transmission power.
  • the first motor In the direction of rotation of the engine 1, if the second rotor 4 rotates at a lower speed than the first rotor 3, the first motor is in the generator state; if the second rotor 4 is rotated faster than the first rotor 3, Then, the first motor is in the motor state, and the electric energy absorbed by the first servo driver 6 is converted into the kinetic energy of the second rotor 4, which is sent to the output shaft together with the energy sent by the engine 1 by electromagnetic action.
  • the third rotor of the second motor coaxial with the second rotor 4 of the first motor also rotates, and the position and speed signal obtained by the second servo driver 1 1 according to the second speed/position sensor 16
  • the second motor is servo-controlled by the winding load current vector of the stator 10 or the third rotor 9 of the second motor.
  • the third rotor 9 of the second motor obtains the same torque direction as the direction of rotation, the second motor draws power from the outside.
  • the kinetic energy of the rotation of the third rotor 9 also works on the external load through the output gear 7; conversely, the current vector obtained by the winding of the stator 9 or the third rotor 10 of the second motor gives the rotor a torque direction.
  • the second motor is in generator state operation, converting mechanical energy on the output shaft into electrical energy.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Système de servo-commande pour ensemble moteur à cascade de véhicule hybride comprenant un premier moteur et un second moteur, le premier moteur étant constitué d'un premier rotor (3) et d'un second rotor (5), et le second moteur étant constitué d'un stator (10) et d'un troisième rotor (9). Un arbre du premier rotor est couplé directement à un arbre de sortie (2) du moteur thermique (1). Le système de servo-commande comprend également un entraînement asservi (6) et un second entraînement asservi (11) qui sont associés au premier et au second moteur, respectivement. Les premier et second entraînement asservis assurent la servo-commande respectivement du couple d'accouplement entre les premier et second rotors, et entre le stator et le troisième rotor au gré des conditions de marche, de sorte que le système de servo-commande de l'ensemble moteur à cascade assurent une régulation indépendante jusqu'à un point de fonctionnement du moteur.
PCT/CN2007/002599 2007-04-10 2007-08-29 Système de servo-commande pour ensemble moteur à cascade Ceased WO2008122166A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN200710048871.0 2007-04-10
CN200720079146.5 2007-04-10
CN 200710048871 CN101286682A (zh) 2007-04-10 2007-04-10 双联永磁同步电机
CNU2007200791465U CN201041973Y (zh) 2007-04-10 2007-04-10 双联永磁同步电机

Publications (1)

Publication Number Publication Date
WO2008122166A1 true WO2008122166A1 (fr) 2008-10-16

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108045213A (zh) * 2017-11-14 2018-05-18 河南科技大学 电动车辆及其双电机转速与转矩耦合动力装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5744895A (en) * 1995-01-31 1998-04-28 Nippondenso Co., Ltd. System for driving electric vehicles
JPH11187614A (ja) * 1997-12-19 1999-07-09 Denso Corp 車両用駆動装置
US5973460A (en) * 1996-03-26 1999-10-26 Toyota Jidosha Kabushiki Kaisha Power output apparatus and method of controlling the same
CN1738163A (zh) * 2005-07-07 2006-02-22 中国汽车技术研究中心 双转子混合动力复合永磁电机

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5744895A (en) * 1995-01-31 1998-04-28 Nippondenso Co., Ltd. System for driving electric vehicles
US5973460A (en) * 1996-03-26 1999-10-26 Toyota Jidosha Kabushiki Kaisha Power output apparatus and method of controlling the same
JPH11187614A (ja) * 1997-12-19 1999-07-09 Denso Corp 車両用駆動装置
CN1738163A (zh) * 2005-07-07 2006-02-22 中国汽车技术研究中心 双转子混合动力复合永磁电机

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108045213A (zh) * 2017-11-14 2018-05-18 河南科技大学 电动车辆及其双电机转速与转矩耦合动力装置

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