485results about How to "Reduce torque fluctuation" patented technology

An ignition device for the ignition of a gas mixture in a main combustion chamber (1), in particular of an internal combustion engine, is proposed, wherein the absorber body (5) is heated by means of a laser (8). A prechamber (10) is located upstream of the absorber body (5) on the combustion chamber inner side (6) in order to improve the ignition behaviour.

The invention discloses an air and water hybrid cooling high-speed permanent-magnet motor and belongs to the technical field of motors. The large-power high-speed permanent-magnet motor comprises a casing, a cooling water jacket, a stator core, a stator radial air duct, a stator inner air duct, a motor rotor, an outer rotor axial fan, an outer rotor fan fixing frame and two sliding bearings. The stator core is divided into two sections, the radial air duct is reserved in the middle, and the inner air duct is reserved in a stator slot close to the air gap position. The cooling water jacket is arranged outside the stator casing, a spiral water way is arranged in the water jacket, and water flows into the water way from the middle of the water way and flows out from a left spiral water outlet and a right spiral water outlet which are arranged at two ends of the water way. The air and water hybrid cooling high-speed permanent-magnet motor can mechanically solve the problem that a permanent magnet is broken when bearing large pulling stress during high-speed rotating, further solves the problems that the large-power high-speed motor is large in loss density, difficult in heat dissipation and over high in temperature rising, and prevents the permanent magnet from having irreversible demagnetization easily at high temperature.

The invention discloses a built-in permanent-magnetic motor rotor, which comprises a rotating shaft and a rotor iron core, wherein the rotor iron core comprises a pole shoe, at least one permanent magnet body is arranged inside the pole shoe, and the outer circle of the pole shoe is provided with a plurality of grooves. The invention also discloses a motor, which comprises a stator and the rotor. Due to the adoption of the built-in permanent-magnetic motor rotor, the waveform of an air gap field of the motor can be improved, fundamental wave times of the cogging torque fluctuation can be increased, the cogging fundamental wave and the ultra-harmonics torque amplitude can be reduced, and the torque fluctuation caused by the cogging can be reduced.

The invention relates to a double-layer V-shaped built-in permanent magnet motor rotor for an electric automobile. Multiple groups of permanent magnet slots which are radially arranged in an inner layer and an outer layer are uniformly arranged on the iron core of the rotor at intervals along the circumferential direction; one or more V-shaped magnetized stripy magnetic steel is embedded in each permanent magnet slot. By virtue of the optimization of structures such as the angle of polar arc of inner-layer V-shaped magnetic steel, the included angle of outer-layer V-shaped magnetic steel, the width proportion of the inner-layer magnetic steel to the outer-layer V-shaped magnetic steel and the included angle of the outer-layer forcipated permanent magnet slot and the outer-layer magnetic steel, the air-gap flux density waveform is more approximate to the sinusoidal distribution, the harmonic component is reduced, the air-gap field waveform of the motor is improved, the fundamental wave frequency of spline torque fluctuation is improved, the spline fundamental wave and the ultraharmonics torque amplitude value are reduced, the torque fluctuation caused by splines is reduced, and the synthesis torque fluctuation of the motor is greatly reduced; and meanwhile, the reluctance torque is obviously increased, the salient pole rate and flux weakening speed expanding capability of the motor are improved, a constant-power speed range wider than that of a surface-mounted permanent magnet motor can be obtained, and the driving requirement of electric and hybrid automobiles can be met.

A current setting method for open-circuit fault tolerance control of a five-phase permanent magnet synchronous motor belongs to the field of motor control. The current setting method settles a problem of low motor torque output capability in fault tolerance control of routine five-phase permanent magnet synchronous motor open-circuit faults. The current setting method is characterized in that a five-phase permanent magnet synchronous motor is powered by a five-phase full-bridge or five-phase six-bridge inverter; on condition that one-phase, two-phase or three-phase winding open-circuit fault of the motor occurs, for making the motor output a highest smooth torque, maximizing of amplitude of a forward rotation component is required under a precondition that a forward rotation component in a synthetic magnetomotive force is zero; and a positive circular rotating magnetic field with highest amplitude is generated in an air gap. The input current of each residual winding phase is adjusted. Compared with a traditional winding open-circuit fault tolerance control method, the current setting method can improve torque output capability of the five-phase permanent magnet synchronous motor on the condition of winding open-circuit fault, realizing higher output torque and smaller torque fluctuation.

An exhaust gas purifying system causes less torque fluctuation and is capable of preventing the occurrence of white smoke in a regeneration control operation for regenerating a continuous regeneration DPF 3. When the continuous regeneration DPF 3 with an oxidation catalyst 3Aa on the upstream side of a filter 3Ab is controlled to regenerate, an exhaust throttle valve 31 provided in an exhaust passage 2 is closed and a delay multi-step injection control is performed to increase the temperature of the exhaust gas if an exhaust temperature T1 at the inlet of the oxidation catalyst 3Aa is less than the activation temperature Ta of the oxidation catalyst. After the exhaust temperature T1 at the inlet of the oxidation catalyst 3Aa has risen to the activation temperature Ta of the oxidation catalyst or higher, the exhaust throttle valve 31 is opened in a stepwise or continuous manner so that the exhaust temperature T2 at the inlet of the filter 3Ab rises to a lower limit temperature of PM forced combustion Tb1 or higher.

The invention discloses a Halbach-structure-based iron-core-free axial magnetic field brushless direct-current electromotor which comprises a stator iron-core-free armature disc, a permanent magnet, a rotor disc, a shaft, a bearing and a rotor outer shell, wherein two symmetrical rotor discs are arranged at two sides of the stator iron-core-free armature disc; the stator iron-core-free armature disc and the rotor disc are installed on the shaft; the shaft is installed in the rotor outer shell through the bearing; the permanent magnet is pasted on the rotor disc, and is pasted on the inner surface of the rotor outer shell; a Halbach magnet structure with axial magnetizing and tangential magnetizing is adopted for the permanent magnet, and an enclosed magnetic circuit is formed automatically; and a soft magnetic material is placed at the middle of the permanent magnet with tangential magnetizing. According to the invention, on the basis that more permanent magnets are not used, flux density with great air clearance can be obtained, and are is in sine distribution; the output torque is high; the torque density is large; the efficiency is high; the structure is simple; the assembly is simple; and the Halbach-structure-based iron-core-free axial magnetic field brushless direct-current electromotor is suitable for relevant driving occasions with compact structures for electric automobile hub motors and the like.

The invention provides an efficient three-phase slot-free permanent magnet motor, belonging to the field of a motor, which solves the shortcomings of low winding factor, low power density, high loss and high temperature rise of the existing slot-free motor. When the motor is a cylinder type rotary motor, an armature iron core is circular; a coil framework fixed at the side of the armature iron core close to the rotor is formed by a thin-wall cylinder and thin clapboards; a plurality of thin clapboards are evenly and fixedly distributed in the thin-wall cylinder in a radial pattern by taking the axis of the armature iron core as a symmetrical axis; a wiring slot is formed between two adjacent thin clapboards; the pitch of each coil in the winding is the distance between the adjacent four thin clapboards in the coil framework; half of end portion bending coils in 3p coils are orderly and adjacently embedded in the wiring slot formed by the thin clapboards; and the two ends both bend towards the stator iron core side; and the other coils are orderly and adjacently embedded in the wiring slot formed by the other thin clapboards, wherein effective sections of the adjacent coils in the adjacent two flat coils are positioned in two effective sections of the same end portion bending coil.

The invention discloses a balancing vehicle system and a control method thereof. According to a difference equation model and a drift error model of attitude signals of the balancing vehicle system, astate equation of an extended Kalman filter and a mathematical model of a permanent magnet linear motor are established. A second-order dynamic Terminal sliding film is used to drive permanent magnetsynchronous motor. Particle Swarm Optimization (PSO) is used to optimize the parameters of tracking controller, synchronization controller, clearance elimination controller and switching function ina two-motor system. The invention realizes that the signal collected by the sensor of the balancing vehicle has large noise and zero drift error, and solves the problem of poor robustness and the problem that the Brush motor structure is complex, fault, maintenance workload, short life, commutation spark easy to produce electromagnetic interference, as well as in the balance of the car in the process of running jitter, deviation is too large, and low security.

In a control device for a three-phase rotating machine with first and second winding sets, a current feedback computing section includes a current sum controller and a current difference controller. The current sum controller multiplies, by a sum gain, an error between a sum of current command values for alternating currents output from first and second inverters and a sum of sensed current values and computes a sum of voltage command values. The current difference controller multiplies, by a difference gain, an error between a difference of the current command values and a difference between the sensed current values, and computes a difference of voltage command values. In a variable-responsiveness mode, a gain ratio between the sum gain and the difference gain is varied according to a reference frequency such that the current sum controller and the current different controller are different in responsiveness.

An electromagnetic rotary drive includes a rotor, a stator and windings. The rotor includes a magnetically effective core. The rotor is contactlessly magnetically drivable about an axis of rotation and the rotor is contactlessly magnetically levitatable. The stator has coil cores, each with a longitudinal limb parallel with the axis and a transverse limb extending radially, the transverse limb being perpendicular to the axis. The windings generate an electromagnetic rotational field, each winding surrounding one longitudinal limb, such that the stator is free of permanent magnets. The rotor is ferromagnetic or ferrimagnetic with one preferential magnetic direction extending radially, and the core of the rotor has a magnetic resistance in the preferential magnetic direction, the magnetic resistance at most half as large as the magnetic resistance in a direction, which is perpendicular to the preferential magnetic direction and perpendicular to the axial direction.

A motor control device includes control calculation means formed by an open loop control unit and a dq-axis/3-phase conversion unit. The open loop control unit obtains voltage instruction values vd, vq on the d-axis and q-axis according to current instruction values id*, iq* on the d-axis and q-axis, the armature winding interlinking magnetic flux quantity f, and the rotor angular velocity omega e in the motor. The dq-axis/3-phase conversion unit converts the voltage instruction values vd, vq into phase voltage instruction values Vu, Vv, Vw. On the other hand, a data acquisition unit acquires angle-dependency data indicating dependency on the electric angle indicated by a secondary higher harmonic component concerning the electric angle of the d-axis or the q-axis component of the motor current according to the current detection value ia and the electric angle theta. A correction coefficient decision unit decides a correction coefficient for correcting the phase voltage instruction value so as to reduce the dependency according to the angle-dependency data. A correction execution unit corrects the phase voltage instruction values Vu, Vv, Vw obtained by the dq-axis/3-phase conversion unit, according to the decided correction coefficient.

A valve system of a V-type engine in which a camshaft provided in each bank is formed with valve cams that open and close engine valves and a pump cam for driving a fuel pump, the phase of the pump cam relative to the valve cams is set such that the crank angle at which driving torque of the pump cam is maximized does not coincide with the crank angle at which driving torque of each of the valve cams is maximized.

The invention relates to a high-power wide-speed adjustment built-in permanent magnet brush wheel-free motor for an electric automobile, which comprises a shell, and a rotor and a stator arranged in the shell. The rotor comprises a stator core and a stator winding which are fixed on the inner wall of the shell. The stator core comprises a stator yoke, a stator slot and a stator tooth. The rotor comprises a rotating shaft and a rotor core. An inner circle of the rotor core is uniformly embedded with radical magnetizing rectangular magnetic steel strips or cracked radical magnetizing rectangular steel strips along the circumferential direction. The radical magnetizing rectangular magnetic steel strips or the cracked radical magnetizing rectangular steel strips form permanent magnetic poles. An external circle of a pole shoe of a rotor is of a non-concentric arc-shaped curved surface and provided with non-uniformly symmetric radial air gaps. Magnet-shielding magnetic bridges are arranged between the magnetic poles and the high saturation of a magnetic circuit at a cross section of the magnet-shielding magnetic bridges is ensured. The radical insertion depth of the magnetic steel strips in the core, the width of an empty groove of a magnet-embedding steel groove, the angle of the empty groove of the magnet-embedding steel groove, the angle of polar arc and so on are adjusted to realize smooth operation with high efficiency, high power output, wide speed adjustment and quick response.

A clutch mechanism includes: an input rotary member for receiving an input torque; a hub for receiving the torque from the input rotary member; first friction discs held by the hub; second friction discs arranged to be pressed against the first friction discs to achieve a torque-transmitting engagement therebetween; a drum supporting the second friction discs and stopped by the drum support bearing against movement in one axial direction; and an output rotary member for receiving the torque from the drum. Transmission of the torque from the drum to the output rotary member is achieved by a spline coupling therebetween. Axial movement of the drum in one direction is stopped by an end surface of a drum support bearing mounted in a housing. The hub is splined to the input rotary member for axial movement relative to the rotary input member.

The invention discloses a low frequency torsional vibration reduction control system construction method based on hybrid drive. The low frequency torsional vibration reduction control system construction method based on hybrid drive comprises the following steps of 1, constructing a vehicle energy management strategy to determine a target state point of a vehicle; 2, constructing a dynamic coordinated control strategy, and using a motor A and a motor B to assist an engine to perform dynamic adjusting; 3, constructing a model reference self-adaptive control system; and 4, connecting a model reference self-adaptive controller between an energy management module and a dynamic coordinated control module to adjust an actual state of the vehicle to track a target state. According to the low frequency torsional vibration reduction control system construction method based on hybrid drive, after fuel economy and power performance of the engine and the remaining capacity of a power battery are comprehensively considered, the dynamic coordinated strategy is reasonably set so that the actual state of the vehicle can stably track the target state; the vehicle state switching process is fast andstable; the damage of low frequency torsional vibration to a torque transmission system is reduced; the service life of a vehicle part is prolonged; and the comfort and safety of the vehicle are enhanced.

The invention discloses a direct torque control method suitable for a multi-motor system. Firstly, a torque and flux linkage evaluating function of the multi-motor system is established; a torque and flux linkage impact factor table is obtained through the discretization and equalization processing on the evaluating function; then, the torque reference value of a single motor is generated through a deviation coupling controller of the multi-motor system; lastly, a torque impact factor reference value p Tau* and a flux linkage impact factor reference value p Lambada* are calculated, an objective function is established, and an inverter voltage vector enabling the value of the objective function to be minimum is selected according to the torque and flux linkage impact factor table and is used for controlling the multi-motor system. According to the direct torque control method, fast torque responses of the multi-motor system can be achieved, and torque ripples in steady-state operation can be lowered; the impact degrees of different inverter voltage vectors on the electromagnetic torque and the motor stator flux linkage amplitude of the multi-motor system under the action of different duty ratios can be comprehensively, directly and finely reflected through the established torque and flux linkage impact factor table.