WO2018000573A1 - 一种磁悬浮动力系统 - Google Patents

一种磁悬浮动力系统 Download PDF

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Publication number
WO2018000573A1
WO2018000573A1 PCT/CN2016/097768 CN2016097768W WO2018000573A1 WO 2018000573 A1 WO2018000573 A1 WO 2018000573A1 CN 2016097768 W CN2016097768 W CN 2016097768W WO 2018000573 A1 WO2018000573 A1 WO 2018000573A1
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WO
WIPO (PCT)
Prior art keywords
hub
magnetic levitation
magnetic
power system
power
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/CN2016/097768
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English (en)
French (fr)
Inventor
曲旸
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Teware Inc
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Teware Inc
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Filing date
Publication date
Application filed by Teware Inc filed Critical Teware Inc
Priority to US16/313,128 priority Critical patent/US11358475B2/en
Priority to EP16906970.5A priority patent/EP3480936B1/en
Priority to JP2018569070A priority patent/JP6812468B2/ja
Publication of WO2018000573A1 publication Critical patent/WO2018000573A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C32/00—Bearings not otherwise provided for
    • F16C32/04—Bearings not otherwise provided for using magnetic or electric supporting means
    • F16C32/0406—Magnetic bearings
    • F16C32/044—Active magnetic bearings
    • F16C32/0474—Active magnetic bearings for rotary movement
    • F16C32/0489—Active magnetic bearings for rotary movement with active support of five degrees of freedom, e.g. two radial magnetic bearings combined with an axial bearing
    • 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
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • B60L13/06—Means to sense or control vehicle position or attitude with respect to railway
    • B60L13/08—Means to sense or control vehicle position or attitude with respect to railway for the lateral position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B19/00—Wheels not otherwise provided for or having characteristics specified in one of the subgroups of this group
    • B60B19/006—Magnetic wheels
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • 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
    • B60K8/00—Arrangement or mounting of propulsion units not provided for in one of main groups B60K1/00 - B60K7/00
    • 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
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/10—Combination of electric propulsion and magnetic suspension or levitation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/006—Structural association of a motor or generator with the drive train of a motor vehicle
    • 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
    • H02K7/08—Structural association with bearings
    • H02K7/09—Structural association with bearings with magnetic bearings
    • 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
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • H02K7/1807—Rotary generators
    • H02K7/1846—Rotary generators structurally associated with wheels or associated parts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02N—ELECTRIC MACHINES NOT OTHERWISE PROVIDED FOR
    • H02N15/00—Holding or levitation devices using magnetic attraction or repulsion, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B21/00—Rims
    • B60B21/02—Rims characterised by transverse section
    • B60B21/021—Rims characterised by transverse section with inwardly directed flanges, i.e. the tyre-seat being reversed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/90—Providing or changing
    • B60B2900/931—Magnetic effects
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2380/00—Electrical apparatus
    • F16C2380/26—Dynamo-electric machines or combinations therewith, e.g. electro-motors and generators

Definitions

  • the invention relates to a magnetic levitation power system.
  • the power systems in the prior art all have some technical problems of high hardware cost.
  • the following is an example of the existing power system of the automobile; according to the development of the power technology, the development of the automobile can be divided into: steam locomotive, diesel locomotive and Electric cars; the mainstream cars on the market today are still internal combustion engines, and the engine's power is to provide energy through fuel combustion. With the development of new energy vehicles, pure electric vehicles have gradually become the mainstream trend of future development.
  • the generation of the motive power of the automotive power system has always relied on the engine; the current automotive power system refers to the process of transferring the power generated by the engine through a series of power transmissions and finally to the entire mechanical arrangement of the wheels.
  • the operation of the engine is actually that the crankshaft is rotating, and a flywheel is fixedly connected to one end of the crankshaft.
  • the flywheel cooperates with the clutch to control the connection between the flywheel and the transmission.
  • the power is transmitted through the universal joint and the transmission shaft.
  • the differential Passed to the differential, the differential is divided by the differential to the reducer of the wheels on both sides, and transmitted to the wheel through the hyperbolic gear of the reducer.
  • 1 The structural part needs to include an engine, a transmission, a differential, and a damper device, and the hardware cost is high 2 needs to consume non-renewable energy 3 easily causes environmental pollution 4 axle wear Serious, energy loss is large.
  • the present invention addresses the above problems and develops a magnetic levitation power system.
  • a magnetic levitation power system is disposed on a hub and a half shaft; the magnetic levitation power system includes:
  • the magnetodynamic system disposed on the hub and the axle shaft; the magnetodynamic system generates a force capable of propelling movement of the hub by interaction of a magnetic field between the hub and the axle shaft;
  • a first magnetic levitation system disposed on the hub and the axle shaft; the first magnetic levitation system capable of causing the hub and the axle shaft by interaction of a magnetic field between the hub and the axle shaft Floating in a range of 360 degrees in the circumferential direction of the two;
  • a second magnetic levitation system disposed on the hub and the axle shaft; the second magnetic levitation system is open Through the interaction of the magnetic field between the hub and the half shaft, the hub and the axle shaft can be suspended in the direction of the central axis of the hub;
  • the half shaft does not rotate
  • the magnetic levitation power system further includes an electric energy supply device for supplying power to the magnetic power system, the first magnetic levitation system, and the second magnetic levitation system; and changing the magnetic current by adjusting an output current of the electric energy supply device a power direction provided by the power system, a magnitude of power provided by the magnetodynamic system, and/or a suspension distance between the hub and the axle shaft;
  • the magnetic levitation power system further includes a distance sensor disposed on the half shaft and/or the hub for measuring a suspension distance between the hub and the half shaft;
  • the magnetic levitation power system further includes a control system coupled to the power supply device and the distance sensor, the control system for outputting current to the power supply device according to measurement data of the distance sensor Adjusting to maintain a suspension distance between the hub and the axle shaft at a safe suspension distance; the control system is also used when the object to which the magnetic levitation power system is applied has speed and/or direction change requirements, Adjusting an output current of the power supply device to change a magnitude and/or a direction of power provided by the magnetic power system;
  • the magnetic power system includes:
  • the first magnetic levitation system comprises:
  • a first electromagnetic component disposed on the half shaft and disposed opposite to the first permanent magnet component
  • the second magnetic levitation system comprises:
  • the magnetic power system, the first magnetic levitation system, and/or the second magnetic levitation system each have one or more.
  • the magnetic levitation power system provided by the present invention can be used to solve the problems of high hardware cost, low energy utilization rate, non-environmental protection, etc. of the existing automobile power system, and can abandon the engine of the existing automobile, Structural components such as transmissions, differentials, and shock absorbers reduce hardware costs, reduce losses in the energy conversion process, and avoid air pollution from exhaust emissions.
  • FIG. 1 is a block diagram showing the structure of a magnetic levitation power system according to the present invention.
  • FIG. 2 is a schematic structural view of a magnetic levitation power system according to Embodiment 1 of the present invention, specifically, a cutaway view of a single hub and a half shaft;
  • FIG. 3 is a schematic structural view of a magnetic levitation power system according to Embodiment 2 of the present invention, specifically, a cutaway view of a single hub and a half shaft.
  • FIG. 1 is a structural block diagram of a magnetic levitation power system according to the present invention
  • FIG. 2 is a schematic structural view of a magnetic levitation power system according to Embodiment 1 of the present invention, specifically a sectional view of a single hub 2 and a half shaft 1, as shown in FIG.
  • a magnetic levitation power system of Embodiment 1 disposed on the hub 2 and the axle shaft 1;
  • the magnetic levitation power system includes: a magnetic power system disposed on the hub 2 and the axle shaft 1 a magnetic power system a generates power capable of pushing the movement of the hub 2 through the interaction of the magnetic field between the hub 2 and the half shaft 1; disposed on the hub 2 and the half shaft 1 a first magnetic levitation system b; the first magnetic levitation system b can cause the hub 2 and the half shaft 1 to be opposite each other by the interaction of the magnetic field between the hub 2 and the half shaft 1 Suspended to a 360 degree range, further, the half shaft 1 is suspended at a distance from the circumferential direction of the hub 2; a second magnetic levitation system c disposed on the hub 2 and the half shaft 1; a second magnetic levitation system c passing between the hub 2 and the half shaft 1 Field interaction, enables the hub 2 and the half The shaft 1 is in a suspended state in the direction of the central
  • the hub 2 includes: an inner ring 22 in the hub, an outer annular ring 22, an annular ring 21 disposed in the hub, and an outer annular ring 22 of the hub. a hub connection portion 23; the hub inner annular ring 21 and the hub outer annular ring 22 are connected by the hub connection portion 23; the hub inner annular ring 21, the hub outer annular ring 22 and the hub A space portion 10 is formed between the connecting portions 23; the half shaft 1 includes: a straight shaft 11, a half shaft annular ring 12 disposed around the straight shaft 11, a semicircular annular ring 12 disposed at the straight shaft, and the straight portion a half shaft connecting portion 13 between the shafts 11; the half shaft annular ring 12 is connected to the straight shaft 11 through the half shaft connecting portion 13; the half shaft annular ring 12 is placed in the space portion 10 Further, the magnetodynamic system a is disposed on the inner side of the hub outer annular ring 22 and the half shaft annular ring 12 On the outer side; the magnetodynamic system a
  • the second magnetic suspension system c includes: a second permanent magnet member 6 disposed on a sidewall of the annular ring 21 in the hub; disposed on the half shaft connecting portion 13, And the second electromagnetic component 5 disposed opposite to the second permanent magnet component 6
  • a plurality of the second permanent magnet component 6 and the second electromagnetic component 5 are disposed, and the plurality of second electromagnetic components 5 may be disposed opposite to each of the second permanent magnet components 6; further, the half shaft 1 not rotating;
  • the magnetic levitation power system further includes an electric energy supply device for supplying power to the magnetic power system a, the first magnetic levitation system b, and the second magnetic levitation system c; by adjusting an output current of the electric energy supply device To change the direction of power provided by the magneto-dynamic system a, the amount of power provided by the magneto-dynamic system a, and/or the suspension distance between the hub 2 and the axle shaft 1; in addition, the magnetic levitation power
  • the system further includes a distance sensor 9 disposed on the axle shaft 1 and/or
  • the control system is further adapted to adjust the output current of the power supply device when the object to which the magnetic levitation power system is applied has a speed and/or direction change demand To change the magnitude and/or direction of the power provided by the magneto-dynamic system a; further, the positions of the magneto-dynamic system a and the first magnetic levitation system b shown in FIG.
  • the space portion 10 is specifically an annular groove disposed between the inner ring ring 21 and the outer ring 22 of the hub, and the semi-annular ring 12 is placed at the annular groove;
  • Controlling whether the stator 3 is energized determines whether the magnetic power system a generates power, and the direction of the current after the stator 3 is energized determines the direction of the power generated by the magnetodynamic system a, where the power direction is specific It means that the movement of the hub 2 is advanced or reversed;
  • the half shaft 1 is a non-rotating half shaft 1, which means that the half shaft 1 here is different from the transmission shaft in the prior art, and is also different from the state of the art in the state of motion.
  • the half shaft that rotates itself to drive the hub to rotate does not rotate itself; the positions of the magnetic power system a and the first magnetic levitation system b in this embodiment can be interchanged; further, the magnetic power system a, One or more of the first magnetic levitation system b and/or the second magnetic levitation system c; the magnetic power system a, the first magnetic levitation system b and the second magnetic levitation system c mentioned here may be added by adding a half shaft annular ring The number of 12, the number of annular rings 21 in the hub, the number of outer annular rings 22 of the hub, the number of the half shaft connecting portions 13, the number of the hub connecting portions 23, and the rotor 4 and the stator 3 included in the magnetodynamic system a, The number of the first permanent magnet member 8 and the first electromagnetic member 7 included in the magnetic levitation system b, the second permanent magnet member 6 and the second electromagnetic member 5 included in the second magnetic levitation system c, the magnetic power system a, a magnetic levitation system b and
  • FIG. 1 is a structural block diagram of a magnetic levitation power system according to the present invention
  • FIG. 3 is a structural schematic view of a magnetic levitation power system according to a second embodiment of the present invention, specifically a sectional view of a single hub 2 and a half shaft 1, as shown in FIG.
  • a magnetic levitation power system of Embodiment 2 disposed on the hub 2 and the axle shaft 1;
  • the magnetic levitation power system includes: a magnetic power system a disposed on the hub 2 and the axle shaft 1;
  • the magnetic power system a generates power capable of pushing the movement of the hub 2 by the interaction of the magnetic field between the hub 2 and the half shaft 1; the first one disposed on the hub 2 and the half shaft 1 a magnetic levitation system b; the first magnetic levitation system b can cause the hub 2 and the half shaft 1 to be in a circumferential direction 360 opposite to each other by the interaction of the magnetic field between the hub 2 and the half shaft 1
  • the half shaft 1 is suspended at a distance from the circumferential direction of the hub 2;
  • a second magnetic levitation system c disposed on the hub 2 and the half shaft 1; the second magnetic levitation system c Through the hub 2 and the The interaction of the magnetic field between the half shafts 1 enables the hub 2 and the axle shaft 1 to be suspended in
  • the space portion 10 is specifically a accommodating space disposed between the inner ring ring 21 of the hub, the outer annular ring 22 of the hub, and the hub connecting portion 23, where
  • the hub connection portion 23 may be an annular baffle disposed between the inner ring ring 21 and the outer ring 22 of the hub;
  • the semi-axle ring 12 may have one, which may be placed in the accommodating space Controlling whether the magnetodynamic system a generates power by controlling whether the stator 3 is energized, and the direction of current after the stator 3 is energized determines the direction of power generated by the magnetodynamic system a, where the power direction,
  • the body refers to pushing the hub 2 to move forward or backward;
  • the half shaft 1 is a non-rotating half shaft, which means that the half shaft here is different from the transmission shaft in the prior art, and is also different from the prior art in the state of motion.
  • the half shaft that rotates to drive the hub to rotate does not rotate itself; the positions of the magnetic power system a and the first magnetic levitation system b in this embodiment are interchangeable; further, the magnetic power system a, the first One or more of the magnetic levitation system b and/or the second magnetic levitation system c; the magnetic power system a, the first magnetic levitation system b and the second magnetic levitation system c mentioned here may increase the number of the half shaft annular rings 12
  • the first magnetic levitation system b includes the first permanent magnet member 8 and the first electromagnetic member 7, the second permanent magnet member 6 and the second electromagnetic member 5 included in the second magnetic levitation system c
  • the magnetic levitation power system of the present invention is applicable not only to automobiles, but also to other power systems that can use the related structures, such as vehicles, tanks, airplanes, etc.
  • the prior art automobile power system is adopted.
  • the transmission shaft is connected with a half shaft having a straight shaft structure, and the half shaft is connected to the hub having the fork by screwing, and the hub movement is driven by the half shaft rotation;
  • the present invention adopts the half shaft 1 having the half shaft annular ring 12, and is magnetically suspended.
  • the magnetic levitation power system does not provide the motive force through the engine, nor does it drive the rotation of the hub 2 by the rotation of the half shaft 1, which is a non-rotating half shaft, and passes through the half shaft 1 and the hub.
  • the second magnetic levitation system c can generate a safety anti-collision prevention force in the direction of the central axis of the hub 2;
  • the power supply device of the present invention can Using a battery;
  • the second magnetic levitation system c is capable of generating a safety against collision and detachment control force in a direction of a central axis of the hub 2;
  • An electric power supply device for supplying power to the magnetodynamic system a, the first magnetic levitation system b, and the second magnetic levitation system c specifically, the electric power supply device for the stator 3, the first electromagnetic component 7, and the second electromagnetic component 5 power supply, by adjusting the output current of the power supply device, the current intensity and direction flowing through the stator 3, the first electromagnetic component 7 and/or the second electromagnetic component 5 can be changed, thereby realizing vehicle body motion control, and the hub 2 control of the suspension distance between the half shaft 1; the current intensity and direction flowing through the stator 3, the first electromagnetic component 7 and/or the
  • the magnetic levitation power system of the present invention It is not limited to the case shown in Embodiment 1 and Embodiment 2, that is, FIG. 2 and FIG. 3, in practice, by increasing the number of half-axis annular rings 12, the number of annular rings 21 in the hub, and the outer annular ring 22 of the hub.
  • the second magnetic suspension system c includes The number of the permanent magnet member 6 and the second electromagnetic member 5 increases the magnetic power system a, the first magnetic levitation system b, and/or the second magnetic levitation system c into a plurality of turns or a plurality of layers, etc.; and according to the specific needs of the actual application, the magnetic The positions of the power system a, the first magnetic levitation system b, and/or the second magnetic levitation system c may be interchanged.
  • the specific operation of the magnetic levitation power system of the present invention will be described below by setting the magnetic pole directions of the first permanent magnet member 8 and the second permanent magnet member 6: setting the magnetic pole direction of the first permanent magnet member 8 to The magnetic pole direction of the N pole and the second permanent magnet member 6 is N pole; when the vehicle body moves, the stator 3 is energized, and the magnetic field between the stator 3 and the rotor 4 interacts to generate power that can push the movement of the hub 2 through control.
  • the system can change the magnitude and direction of the current flowing through the stator 3 to adjust the vehicle speed and the direction of the power, ie, the forward or reverse of the vehicle; at the same time, energizing the second electromagnetic component 5 to maintain the magnetic pole direction of the second electromagnetic component 5 at N a pole, and thus the second electromagnetic component 5 and the second permanent magnet component 6 form a pair of repulsive forces
  • the magnetic pole due to the presence of the above-mentioned repulsive magnetic pole, causes the hub 2 and the half shaft 1 to remain suspended in the direction of the central axis of the hub 2, thereby generating a safety control force against collision and detachment; and at the same time, an annular ring to be disposed in the hub
  • the plurality of first electromagnetic members 7 on the outer circumference of the 21 are energized such that the magnetic pole direction of the first electromagnetic member 7 in the upper half in the vertical direction is the N pole, and the first electromagnetic portion in the lower half of the vertical direction
  • the magnetic pole direction of the member 7 is the
  • the front half and the rear half in the horizontal direction are based on the direction of the vehicle body, that is, the front half is in the direction of the front end, the rear half is in the direction close to the rear, and then passes through the first electromagnetic member 7 in the vertical direction.
  • the two forces between the first permanent magnet members 8 together overcome the gravity of the half shaft 1 itself, and the vehicle body motion power is transmitted in the horizontal direction by the two forces between the first electromagnetic member 7 and the first permanent magnet member 8.
  • the hub 2 and the half shaft 1 are in a suspension balance state; when the vehicle body is horizontally stationary in the energized state, the current flowing through the stator 3 is adjusted to zero, and at this time, the vehicle body motion power is zero, the vehicle body remains stationary, and the first electromagnetic component 7 and the second electromagnetic component 5 is kept energized, the second electromagnetic component 5 and the second permanent magnet component 6 are held as a pair of repulsive magnetic poles, and for the first electromagnetic component 7, the first electromagnetic component 7 is disposed in the vertical direction,
  • the current is kept constant with the state of the vehicle body during movement, and the current is adjusted for the first electromagnetic component 7 disposed in the horizontal direction so that the magnetic poles of the first electromagnetic component 7 located in the front half and the rear half of the horizontal direction are The direction is the same as the N pole, and thus the half shaft 1 and the hub 2 can be in a floating equilibrium state.
  • the magnetic levitation power system provided by the invention solves the problems of high hardware cost, low energy utilization rate, non-environmental protection, etc. of the existing automobile power system, and can abandon the engine, the transmission, the differential and the damper device of the existing automobile
  • the structural part reduces the hardware cost, reduces the loss of the energy conversion process, and avoids the air pollution caused by the exhaust emission. Specifically, it has advantages compared with the existing automobile power system:

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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Abstract

一种磁悬浮动力系统，包括：设置在轮毂（2）和半轴（1）上的磁动力系统，磁动力系统通过轮毂和半轴之间的磁场的相互作用，产生能够推动轮毂运动的动力；设置在轮毂和半轴上的第一磁悬浮系统（b），该第一磁悬浮系统通过轮毂和半轴之间的磁场的相互作用，能够使轮毂和半轴在二者相对的周向360度范围内呈悬浮状态；设置在轮毂和半轴上的第二磁悬浮系统（c），该第二磁悬浮系统通过轮毂和半轴之间的磁场的相互作用，能够使轮毂和半轴在轮毂中心轴方向上呈悬浮状态。该磁悬浮动力系统解决了现有汽车动力系统硬件成本高、能量利用率低、不环保等方面的问题。

Description

一种磁悬浮动力系统 技术领域
本发明涉及一种磁悬浮动力系统。
背景技术
现有技术中的动力系统均存在硬件成本高的一些技术问题，下面以汽车的现有动力系统为例进行说明；按照动力技术的发展，可以将汽车的发展分为：蒸汽机车、内燃机车和电动机车；现在市场上的主流汽车依然是内燃机汽车，其发动机工作的动力是通过燃料燃烧提供能量。伴随着新能源汽车的发展，纯电动汽车已经逐步成为未来发展的主流趋势。纵观几次重大变革，汽车动力系统原动力的产生始终依靠发动机；目前的汽车动力系统便是指将发动机产生的动力，经过一系列的动力传递，最后传到车轮的整个机械布置的过程。发动机的运转实际上是曲轴在旋转，曲轴一端固定连接有一飞轮，此飞轮与离合器配合，来控制飞轮与变速器的连接通断，动力经过变速器的变速后，通过万向节和传动轴，将动力传到差速器，由差速器将动力平均的分到两侧车轮的减速器，通过减速器的双曲线齿轮传到车轮。基于现有技术中的汽车动力系统，主要存在如下技术问题：①结构部分需要包括发动机、变速器、差速器和减震装置，硬件成本高②需要消耗不可再生能源③容易造成环境污染④车轴磨损严重，能耗损失大。
发明内容
本发明针对以上问题的提出，而研制一种磁悬浮动力系统。
本发明的技术手段如下：
一种磁悬浮动力系统，设置在轮毂和半轴上；所述磁悬浮动力系统包括：
设置在所述轮毂和所述半轴上的磁动力系统；所述磁动力系统通过所述轮毂和所述半轴之间的磁场的相互作用，产生能够推动轮毂运动的动力；
设置在所述轮毂和所述半轴上的第一磁悬浮系统；所述第一磁悬浮系统通过所述轮毂和所述半轴之间的磁场的相互作用，能够使所述轮毂和所述半轴在二者相对的周向360度范围内呈悬浮状态；
设置在所述轮毂和所述半轴上的第二磁悬浮系统；所述第二磁悬浮系统通 过所述轮毂和所述半轴之间的磁场的相互作用，能够使所述轮毂和所述半轴在轮毂中心轴方向上呈悬浮状态；
进一步地，所述半轴不自转；
进一步地，所述磁悬浮动力系统还包括用于给所述磁动力系统、第一磁悬浮系统和第二磁悬浮系统供电的电能提供装置；通过调整所述电能提供装置的输出电流，来改变所述磁动力系统提供的动力方向、所述磁动力系统提供的动力大小、和/或所述轮毂与所述半轴之间的悬浮距离；
进一步地，所述磁悬浮动力系统还包括设置在所述半轴和/或所述轮毂上，用于对所述轮毂与所述半轴之间的悬浮距离进行测量的距离感应器；
另外，所述磁悬浮动力系统还包括与所述电能提供装置和所述距离感应器相连接的控制系统，该控制系统用于根据所述距离感应器的测量数据对所述电能提供装置的输出电流进行调整，以使所述轮毂与所述半轴之间的悬浮距离保持在安全悬浮距离；所述控制系统还用于根据所述磁悬浮动力系统应用的物体具有速度和/或方向改变需求时，对所述电能提供装置的输出电流进行调整以改变所述磁动力系统提供的动力大小和/或方向；
进一步地，所述磁动力系统包括：
设置在所述轮毂上的转子；
设置在所述半轴上的定子；
进一步地，所述第一磁悬浮系统包括：
设置在所述轮毂上的第一永磁部件；
设置在所述半轴上，并与第一永磁部件相对设置的第一电磁部件；
进一步地，所述第二磁悬浮系统包括：
设置在所述轮毂上的第二永磁部件；
设置在所述半轴上，并与第二永磁部件相对设置的第二电磁部件；
进一步地，所述磁动力系统、所述第一磁悬浮系统和/或所述第二磁悬浮系统各有一个或多个。
由于采用了上述技术方案，本发明提供的一种磁悬浮动力系统，可以用于解决现有汽车动力系统硬件成本高、能量利用率低、不环保等方面的问题，能够摒弃现有汽车的发动机、变速器、差速器和减震装置等结构部分，降低硬件成本，减少了能量转化过程的损耗，避免了尾气排放所带来的空气污染。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1是本发明所述磁悬浮动力系统的结构框图；
图2是本发明实施例1的磁悬浮动力系统的结构示意图，具体为单个轮毂及半轴的切面图；
图3是本发明实施例2的磁悬浮动力系统的结构示意图，具体为单个轮毂及半轴的切面图。
图中：1、半轴，2、轮毂，3、定子，4、转子，5、第二电磁部件，6、第二永磁部件，7、第一电磁部件，8、第一永磁部件，9、距离感应器，10、空间部，11、直轴，12、半轴环形圈，13、半轴连接部，21、轮毂内环形圈，22、轮毂外环形圈，23、轮毂连接部，a、磁动力系统，b、第一磁悬浮系统，c、第二磁悬浮系统。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其它实施例，都属于本发明保护的范围。
图1示出了本发明所述磁悬浮动力系统的结构框图，图2示出了本发明实施例1的磁悬浮动力系统的结构示意图，具体为单个轮毂2及半轴1的切面图，如图1和图2所示，实施例1的一种磁悬浮动力系统，设置在轮毂2和半轴1上；所述磁悬浮动力系统包括：设置在所述轮毂2和所述半轴1上的磁动力系统a；所述磁动力系统a通过所述轮毂2和所述半轴1之间的磁场的相互作用，产生能够推动轮毂2运动的动力；设置在所述轮毂2和所述半轴1上的第一磁悬浮系统b；所述第一磁悬浮系统b通过所述轮毂2和所述半轴1之间的磁场的相互作用，能够使所述轮毂2和所述半轴1在二者相对的周向360度范围内呈悬浮状态，进一步地，所述半轴1悬浮在距轮毂2圆周方向一定距离处；设置在所述轮毂2和所述半轴1上的第二磁悬浮系统c；所述第二磁悬浮系统c通过所述轮毂2和所述半轴1之间的磁场的相互作用，能够使所述轮毂2和所述半 轴1在轮毂2中心轴方向上呈悬浮状态；优选地，所述磁动力系统a、所述第一磁悬浮系统b和所述第二磁悬浮系统c在所述轮毂2和所述半轴1上的所处位置不同；进一步地，如图2所示，所述轮毂2包括：轮毂内环形圈21、轮毂外环形圈22、设置在所述轮毂内环形圈21和所述轮毂外环形圈22之间的轮毂连接部23；所述轮毂内环形圈21和所述轮毂外环形圈22通过所述轮毂连接部23相连接；所述轮毂内环形圈21、轮毂外环形圈22与所述轮毂连接部23之间形成空间部10；所述半轴1包括：直轴11、以所述直轴11为中心配置的半轴环形圈12、设置在所述半轴环形圈12与所述直轴11之间的半轴连接部13；所述半轴环形圈12通过所述半轴连接部13与所述直轴11相连接；所述半轴环形圈12置于所述空间部10中；进一步地，所述磁动力系统a设置在所述轮毂外环形圈22内侧上和所述半轴环形圈12外侧上；所述磁动力系统a包括：设置在所述轮毂外环形圈22内侧圆周上的转子4；设置在所述半轴环形圈12外侧圆周上的定子3；进一步地，所述第一磁悬浮系统b设置在所述轮毂内环形圈21外侧上和所述半轴环形圈12内侧上；所述第一磁悬浮系统b包括：设置在所述轮毂内环形圈21外侧圆周上的第一永磁部件8；设置在所述半轴环形圈12内侧圆周上，并与第一永磁部件8相对设置的第一电磁部件7，优选地，所述第一永磁部件8和所述第一电磁部件7均有多个，多个第一电磁部件7可以与各第一永磁部件8分别相对设置；进一步地，所述第二磁悬浮系统c设置在所述轮毂内环形圈21侧壁上和所述半轴连接部13上；所述第二磁悬浮系统c包括：设置在所述轮毂内环形圈21侧壁上的第二永磁部件6；设置在所述半轴连接部13上，并与第二永磁部件6相对设置的第二电磁部件5，优选地，所述第二永磁部件6和所述第二电磁部件5均有多个，多个第二电磁部件5可以与各第二永磁部件6相对设置；进一步地，所述半轴1不自转；另外，所述磁悬浮动力系统还包括用于给所述磁动力系统a、第一磁悬浮系统b和第二磁悬浮系统c供电的电能提供装置；通过调整所述电能提供装置的输出电流，来改变所述磁动力系统a提供的动力方向、所述磁动力系统a提供的动力大小、和/或所述轮毂2与所述半轴1之间的悬浮距离；另外，所述磁悬浮动力系统还包括设置在所述半轴1和/或所述轮毂2上，用于对所述轮毂2与所述半轴1之间的悬浮距离进行测量的距离感应器9；进一步地，所述磁悬浮动力系统还包括与所述电能提供装置和所述距离感应器9相连接的控制系统，该控制系统用于根据所述距离感应器9的测量数据对所述电能提供装置的输出电流进行调整，以使所述轮毂2与所述半 轴1之间的悬浮距离保持在安全悬浮距离；所述控制系统还用于根据所述磁悬浮动力系统应用的物体具有速度和/或方向改变需求时，对所述电能提供装置的输出电流进行调整以改变所述磁动力系统a提供的动力大小和/或方向；进一步地，图2中示出的磁动力系统a和第一磁悬浮系统b的位置可以互换；实施例1的一种磁悬浮动力系统，所述空间部10具体为设置在所述轮毂内环形圈21和所述轮毂外环形圈22之间的环形凹槽，所述半轴环形圈12置于所述环形凹槽处；所述半轴环形圈12有两个，这里的半轴连接部13在实际应用时可以采用环形平面结构，两个半轴环形圈12各通过一环形平面结构与所述直轴11相连接；通过控制所述定子3是否通电决定所述磁动力系统a是否产生动力，所述定子3通电后的电流方向决定所述磁动力系统a产生的动力方向，这里的动力方向，具体是指推动轮毂2运动前进或倒退；所述半轴1为不自转半轴1，是指这里的半轴1并不同于现有技术中的传动轴，也区别于现有技术中运动状态下自身不停转动以带动轮毂转动的半轴，其本身不自转；本实施例中所述磁动力系统a和第一磁悬浮系统b的位置可以互换；进一步地，所述磁动力系统a、所述第一磁悬浮系统b和/或所述第二磁悬浮系统c各有一个或多个；这里提到的磁动力系统a、第一磁悬浮系统b和第二磁悬浮系统c可以通过增加半轴环形圈12的数量、轮毂内环形圈21的数量、轮毂外环形圈22的数量、半轴连接部13的数量、轮毂连接部23的数量，以及磁动力系统a所包括的转子4和定子3、第一磁悬浮系统b所包括的第一永磁部件8和第一电磁部件7、第二磁悬浮系统c所包括的第二永磁部件6和第二电磁部件5的数量，将磁动力系统a、第一磁悬浮系统b和/或第二磁悬浮系统c增加为多圈或多层等。
图1示出了本发明所述磁悬浮动力系统的结构框图，图3是本发明实施例2的磁悬浮动力系统的结构示意图，具体为单个轮毂2及半轴1的切面图，如图1和图3所示，实施例2的一种磁悬浮动力系统，设置在轮毂2和半轴1上；所述磁悬浮动力系统包括：设置在所述轮毂2和所述半轴1上的磁动力系统a；所述磁动力系统a通过所述轮毂2和所述半轴1之间的磁场的相互作用，产生能够推动轮毂2运动的动力；设置在所述轮毂2和所述半轴1上的第一磁悬浮系统b；所述第一磁悬浮系统b通过所述轮毂2和所述半轴1之间的磁场的相互作用，能够使所述轮毂2和所述半轴1在二者相对的周向360度范围内呈悬浮状态，所述半轴1悬浮在距轮毂2圆周方向一定距离处；设置在所述轮毂2和所述半轴1上的第二磁悬浮系统c；所述第二磁悬浮系统c通过所述轮毂2和所述 半轴1之间的磁场的相互作用，能够使所述轮毂2和所述半轴1在轮毂2中心轴方向上呈悬浮状态；优选地，所述磁动力系统a、所述第一磁悬浮系统b和所述第二磁悬浮系统c在所述轮毂2和所述半轴1上的所处位置不同；进一步地，所述轮毂2包括：轮毂内环形圈21、轮毂外环形圈22、设置在所述轮毂内环形圈21和所述轮毂外环形圈22之间的轮毂连接部23；所述轮毂内环形圈21和所述轮毂外环形圈22通过所述轮毂连接部23相连接；所述轮毂内环形圈21、轮毂外环形圈22与所述轮毂连接部23之间形成空间部10；进一步地，所述半轴1不自转，且包括：直轴11、以所述直轴11为中心配置的半轴环形圈12、设置在所述半轴环形圈12与所述直轴11之间的半轴连接部13；所述半轴环形圈12通过所述半轴连接部13与所述直轴11相连接；所述半轴环形圈12置于所述空间部10中；进一步地，所述磁动力系统a设置在所述轮毂外环形圈22内侧上和所述半轴环形圈12外侧上；所述磁动力系统a包括：设置在所述轮毂外环形圈22内侧圆周上的转子4；设置在所述半轴环形圈12外侧圆周上；进一步地，所述第一磁悬浮系统b设置在所述轮毂内环形圈21外侧上和所述半轴环形圈12内侧上；所述第一磁悬浮系统b包括：设置在所述轮毂内环形圈21外侧圆周上的第一永磁部件8；设置在所述半轴环形圈12内侧圆周上，并与第一永磁部件8相对设置的第一电磁部件7，优选地，所述第一永磁部件8和所述第一电磁部件7均有多个，多个第一电磁部件7可以与各第一永磁部件8分别相对设置；进一步地，所述第二磁悬浮系统c设置在所述轮毂连接部23上和所述半轴环形圈12侧壁上；所述第二磁悬浮系统c包括：设置在所述轮毂连接部23上的第二永磁部件6，设置在所述半轴环形圈12侧壁上，并与第二永磁部件6相对设置的第二电磁部件5；优选地，所述第二永磁部件6和所述第二电磁部件5均有多个，多个第二电磁部件5可以与各第二永磁部件6相对设置；另外，所述磁悬浮动力系统还包括用于给所述磁动力系统a、第一磁悬浮系统b和第二磁悬浮系统c供电的电能提供装置；通过调整所述电能提供装置的输出电流，来改变所述磁动力系统a提供的动力方向、所述磁动力系统a提供的动力大小、和/或所述轮毂2与所述半轴1之间的悬浮距离；另外，所述磁悬浮动力系统还包括设置在所述半轴1和/或所述轮毂2上，用于对所述轮毂2与所述半轴1之间的悬浮距离进行测量的距离感应器9；进一步地，所述磁悬浮动力系统还包括与所述电能提供装置和所述距离感应器9相连接的控制系统，该控制系统用于根据所述距离感应器9的测量数据对所述电能提供装置的输出电流进行调整，以使 所述轮毂2与所述半轴1之间的悬浮距离保持在安全悬浮距离；所述控制系统还用于根据所述磁悬浮动力系统应用的物体具有速度和/或方向改变需求时，对所述电能提供装置的输出电流进行调整以改变所述磁动力系统a提供的动力大小和/或方向；进一步地，图3中示出的磁动力系统a和第一磁悬浮系统b的位置可以互换；实施例2的一种磁悬浮动力系统，所述空间部10具体为设置在所述轮毂内环形圈21、所述轮毂外环形圈22、与所述轮毂连接部23之间的容置空间，这里的轮毂连接部23可以为置于所述轮毂内环形圈21和所述轮毂外环形圈22之间的环形挡板；所述半轴环形圈12可以有一个，可以置于所述容置空间中；通过控制所述定子3是否通电决定所述磁动力系统a是否产生动力，所述定子3通电后的电流方向决定所述磁动力系统a产生的动力方向，这里的动力方向，具体是指推动轮毂2运动前进或倒退；所述半轴1为不自转半轴，是指这里的半轴并不同于现有技术中的传动轴，也区别于现有技术中运动状态下自身不停转动以带动轮毂转动的半轴，其本身不自转；本实施例中磁动力系统a和第一磁悬浮系统b的位置可以互换；进一步地，所述磁动力系统a、所述第一磁悬浮系统b和/或所述第二磁悬浮系统c各有一个或多个；这里提到的磁动力系统a、第一磁悬浮系统b和第二磁悬浮系统c可以通过增加半轴环形圈12的数量、轮毂内环形圈21的数量、轮毂外环形圈22的数量、半轴连接部13的数量、轮毂连接部23的数量，以及磁动力系统a所包括的转子4和定子3、第一磁悬浮系统b所包括的第一永磁部件8和第一电磁部件7、第二磁悬浮系统c所包括的第二永磁部件6和第二电磁部件5的数量，将磁动力系统a、第一磁悬浮系统b和/或第二磁悬浮系统c增加为多圈或多层等。
本发明所述磁悬浮动力系统不仅适用于汽车，还可以适用于其它可使用该相关结构的动力系统，比如车类、坦克、飞机等；以汽车为例，现有技术中的汽车动力系统是采用传动轴连接具有直轴结构的半轴，半轴再通过螺丝连接具有轮叉的轮毂，通过半轴转动带动轮毂运动；本发明采用的是具有半轴环形圈12的半轴1，通过磁悬浮作用与轮毂2保持平衡，所述磁悬浮动力系统并不通过发动机提供原动力，也不通过半轴1的转动来带动轮毂2转动，所述半轴1为不自转半轴，是通过半轴1与轮毂2间的磁动力来提供推动轮毂2运动的动力；所述第二磁悬浮系统c能够在所述轮毂2中心轴方向上产生安全性防碰防脱离的控制力；本发明所述电能提供装置可以采用蓄电池；所述第二磁悬浮系统c能够在所述轮毂2的中心轴方向上产生安全性防碰防脱离的控制力；所述 电能提供装置用于给所述磁动力系统a、第一磁悬浮系统b和第二磁悬浮系统c供电，具体地，所述电能提供装置用于给定子3、第一电磁部件7和第二电磁部件5供电，通过调整电能提供装置的输出电流，能够改变流经所述定子3、第一电磁部件7和/或第二电磁部件5的电流强度和方向，以此实现车体运动控制，以及轮毂2与半轴1之间悬浮距离的控制；这里的流经所述定子3、第一电磁部件7和/或第二电磁部件5的电流强度和方向可以通过控制系统来调整和控制；所述控制系统可以采用计算机控制系统；所述第一永磁部件8和第二永磁部件6可以采用永磁铁；所述第一电磁部件7和第二电磁部件5可以采用超导磁铁；所述距离感应器9用于对所述轮毂2与所述半轴1之间的悬浮距离进行测量，比如当车身重量变化时，轮毂2与半轴1之间的距离将出现增大或者减小，距离感应器9便能测出相应的距离变化，这里的轮毂2与所述半轴1之间的悬浮距离包括轮毂2和半轴1在二者相对的周向360度范围内的悬浮距离，以及轮毂2与半轴1在轮毂2的中心轴方向上的悬浮距离；本发明所述定子3、第一电磁部件7、第二电磁部件5、转子4、第一永磁部件8、第二永磁部件6、以及距离感应器9的具体位置和数量并不限于图2和图3示出的情况，它们的具体位置和数量可以根据实际应用需求进行设定和调整；本发明所述磁悬浮动力系统并不局限于实施例1和实施例2即图2和图3示出的情况，实际应用时可以通过增加半轴环形圈12的数量、轮毂内环形圈21的数量、轮毂外环形圈22的数量、半轴连接部13的数量、轮毂连接部23的数量，以及磁动力系统a所包括的转子4和定子3、第一磁悬浮系统b所包括的第一永磁部件8和第一电磁部件7、第二磁悬浮系统c所包括的第二永磁部件6和第二电磁部件5的数量，将磁动力系统a、第一磁悬浮系统b和/或第二磁悬浮系统c增加为多圈或多层等；并且根据实际应用的具体需求，磁动力系统a、第一磁悬浮系统b和/或第二磁悬浮系统c的位置可以互换。
下面以设定第一永磁部件8和第二永磁部件6所具有的磁极方向的情况来说明本发明所述磁悬浮动力系统的具体工作过程：设定第一永磁部件8的磁极方向为N极、第二永磁部件6的磁极方向为N极；车体运动时，定子3通电，进而定子3与转子4之间的磁场相互作用，产生了能够推动轮毂2运动的动力，通过控制系统可以改变流经定子3的电流大小和方向，进而来调节车速、以及动力方向即车的前进或倒退；同时，将第二电磁部件5通电，使第二电磁部件5的磁极方向保持为N极，进而第二电磁部件5与第二永磁部件6形成一对斥力 磁极，由于上述斥力磁极的存在，使得轮毂2与半轴1在轮毂2的中心轴方向上保持悬浮，产生了安全性防碰防脱离的控制力；同时，将设置在所述轮毂内环形圈21外侧圆周上的多个第一电磁部件7通电，使得位于竖直方向上的上半部分的第一电磁部件7的磁极方向为N极，位于竖直方向上的下半部分的第一电磁部件7的磁极方向为S极，位于水平方向上的前半部分的第一电磁部件7的磁极方向为N极，位于水平方向上的后半部分的第一电磁部件7的磁极方向为S极，这里的水平方向上的前半部分和后半部分是以车体方向为准，即前半部分为靠近车头方向，后半部分为靠近车尾方向，进而在竖直方向上通过第一电磁部件7与第一永磁部件8之间的两种力共同克服半轴1自身的重力，在水平方向上通过第一电磁部件7与第一永磁部件8之间的两种力共同传导车体运动动力，并使轮毂2和半轴1处于悬浮平衡状态；车体通电状态下水平静止时，将流经定子3的电流调节为零，此时车体运动动力为零，车体保持静止，第一电磁部件7和第二电磁部件5保持通电，第二电磁部件5与第二永磁部件6保持为一对斥力磁极，对于第一电磁部件7，其中设置在竖直方向上的第一电磁部件7，其电流保持与车体运动时的状态一致不变，对于设置在水平方向上的第一电磁部件7，调节其电流，使得位于水平方向上前半部分和后半部分的第一电磁部件7的磁极方向同为N极，进而半轴1和轮毂2可处于悬浮平衡状态。
本发明提供的一种磁悬浮动力系统，解决了现有汽车动力系统硬件成本高、能量利用率低、不环保等方面的问题，能够摒弃现有汽车的发动机、变速器、差速器和减震装置等结构部分，降低硬件成本，减少了能量转化过程的损耗，避免了尾气排放所带来的空气污染，具体地，与现有的汽车动力系统相比具有优点：
Figure PCTCN2016097768-appb-000001
Figure PCTCN2016097768-appb-000002
以上所述，仅为本发明较佳的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，根据本发明的技术方案及其发明构思加以等同替换或改变，都应涵盖在本发明的保护范围之内。

Claims (9)

  1. 一种磁悬浮动力系统，其特征在于所述磁悬浮动力系统设置在轮毂和半轴上；所述磁悬浮动力系统包括：
    设置在所述轮毂和所述半轴上的磁动力系统；所述磁动力系统通过所述轮毂和所述半轴之间的磁场的相互作用，产生能够推动轮毂运动的动力；
    设置在所述轮毂和所述半轴上的第一磁悬浮系统；所述第一磁悬浮系统通过所述轮毂和所述半轴之间的磁场的相互作用，能够使所述轮毂和所述半轴在二者相对的周向360度范围内呈悬浮状态；
    设置在所述轮毂和所述半轴上的第二磁悬浮系统；所述第二磁悬浮系统通过所述轮毂和所述半轴之间的磁场的相互作用，能够使所述轮毂和所述半轴在轮毂中心轴方向上呈悬浮状态。
  2. 根据权利要求1所述的一种磁悬浮动力系统，其特征在于所述半轴不自转。
  3. 根据权利要求1所述的一种磁悬浮动力系统，其特征在于所述磁悬浮动力系统还包括用于给所述磁动力系统、第一磁悬浮系统和第二磁悬浮系统供电的电能提供装置；通过调整所述电能提供装置的输出电流，来改变所述磁动力系统提供的动力方向、所述磁动力系统提供的动力大小、和/或所述轮毂与所述半轴之间的悬浮距离。
  4. 根据权利要求3所述的一种磁悬浮动力系统，其特征在于所述磁悬浮动力系统还包括设置在所述半轴和/或所述轮毂上，用于对所述轮毂与所述半轴之间的悬浮距离进行测量的距离感应器。
  5. 根据权利要求4所述的一种磁悬浮动力系统，其特征在于所述磁悬浮动力系统还包括与所述电能提供装置和所述距离感应器相连接的控制系统，该控制系统用于根据所述距离感应器的测量数据对所述电能提供装置的输出电流进行调整，以使所述轮毂与所述半轴之间的悬浮距离保持在安全悬浮距离；所述控制系统还用于根据所述磁悬浮动力系统应用的物体具有速度和/或方向改变需求时，对所述电能提供装置的输出电流进行调整以改变所述磁动力系统提供的动力大小和/或方向。
  6. 根据权利要求1至5任一项所述的一种磁悬浮动力系统，其特征在于所述磁动力系统包括：
    设置在所述轮毂上的转子；
    设置在所述半轴上的定子。
  7. 根据权利要求6所述的一种磁悬浮动力系统，其特征在于所述第一磁悬浮系统包括：
    设置在所述轮毂上的第一永磁部件；
    设置在所述半轴上，并与第一永磁部件相对设置的第一电磁部件。
  8. 根据权利要求7所述的一种磁悬浮动力系统，其特征在于所述第二磁悬浮系统包括：
    设置在所述轮毂上的第二永磁部件；
    设置在所述半轴上，并与第二永磁部件相对设置的第二电磁部件。
  9. 根据权利要求1至5所述的一种磁悬浮动力系统，其特征在于所述磁动力系统、所述第一磁悬浮系统和/或所述第二磁悬浮系统各有一个或多个。
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