Three-phase permanent-magnet brushless mechanoelectrical transduction gear outer rotor motor

Abstract

A three-phase permanent-magnet brushless mechanoelectrical transduction gear outer rotor motor is namely a hub motor and is mainly composed of a motor stator, a motor outer rotor, a NdFeB permanent magnet, a liquid cooling jacket, a multi-contact electrode integrated high stability magnetic holding relay, a brake disc, a motor shaft, a resolver and an end cover. The three-phase permanent-magnet brushless mechanoelectrical transduction gear outer rotor motor is characterized in that each phase winding of the stator is composed of a plurality of winding units, the multi-contact electrode integrated high stability magnetic holding relay winding units perform series-parallel conversion to perform gear conversion on the motor in an electric appliance mode, one motor has mechanical and electrical properties of two or three motors, and the goals of large starting force, small starting current and high-speed running are achieved. Due to no mechanical speed change parts, parts of the motor aregreatly reduced, the reliability is high, and the efficiency is improved. In addition, the liquid cooling jacket is installed in the motor stator, so the temperature rise of the motor can be greatly reduced. The motor is directly mounted on a wheel, a mechanical transmission mechanism is omitted, the vehicle structure is simplified, the vehicle weight is reduced, an available space of a vehicle isincreased, and a novel way is opened up for electric vehicles.

Description

Technical field [0001] The invention relates to an electrically driven power part of an electric vehicle, in particular to a practical three-phase permanent magnet brushless electric conversion gear external rotor motor which can be installed on a wheel. Background technique [0002] At present, there are basically two types of electric drive methods for known electric vehicles: one is that the motor drives the electric vehicle by connecting with the gearbox and driving the transmission shaft, because the friction loss of the gearbox and the transmission shaft reduces the efficiency of the electric vehicle, and at the same time It also increases the weight of the car and occupies the space in the car. The other is to install the motor directly on the wheel. This motor is the outer rotor motor or the electric hub. The efficiency of the whole vehicle is improved, the weight is reduced, and the space in the vehicle is saved. The advantages are obvious. However, due to the struc...

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Problems solved by technology

[0002] At present, there are basically two types of electric drive methods for known electric vehicles: one is that the motor drives the electric vehicle by connecting with the gearbox and driving the transmission shaft, because the friction loss of the gearbox and the transmission shaft reduces the efficiency of the electric vehicle, and at the same time It also increases the weight of the car and occupies the space in the car. The other is to install the motor directly on the wheel. This motor is the outer rotor motor or the electric hub. The efficiency of the whole vehicle is improved, the weight is reduced, and the space in the vehicle is saved. The advantages are obvious. However, due to the structural characteristics of the traditional electric hub, it cannot take into account both high-efficiency starting and high-speed operation. There are basically two ways to solve this problem: One is to tap on different turns of the stator coil of the motor, and adjust different taps to meet the needs of different states of starting and high-speed operation of electric vehicles. The motor is large in size and poor in practicability; the other is to apply voltages of different values ​​to the motor, as described in patent 2L200420076813. Although this method can solve the problems of effective starting and high-speed operation of electric vehicles, it can obtain a variety of different values ​​of power The voltage device is difficult to be practical, because to obtain a variety of power supply voltages with different values ​​needs to go through power inversion, and the loss of the power inverter reduces the power efficiency. In addition, the cost of several kilowatts to tens of kilowatts of inverters required by electric vehicles Very high and difficult to be accepted by users

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