Motor device and drive control system for electric vehicle

Abstract

The invention provides a motor device and a driving control system of an electric vehicle. The motor device comprises a rotor unit and a stator unit. The stator unit comprises a stator iron core and at least one coil module wound on the stator iron core, each coil module is provided with a plurality of first windings wound on the stator iron core, and each first winding is provided with a first end and a second end; the first ends of the first windings are electrically connected with each other, and the second ends of the first windings are electrically connected with each other, so that the first windings are in a parallel state. The multiple first windings connected in parallel are arranged in the at least one coil module, so that horsepower corresponding to each coil module is distributed to the first windings, power consumption can be greatly reduced after actual measurement, current can be dispersed through the first windings, and the situation of burnout caused by sudden increase of driving requirements can be avoided.

Description

Technical Field

[0001] The present invention relates to an electric machine and a control system, and in particular to a motor device with energy-saving effect and a driving control system of an electric vehicle. Background Art

[0002] With the rise of environmental awareness, energy conservation and carbon reduction have become the primary development goals of various industries. Motors are important mechanical equipment that converts electrical energy into kinetic energy. Therefore, how to save energy consumption has become a development research goal.

[0003] The current prior art, for example, is to set multiple sets of coils with different horsepower in one motor, and select the coils with appropriate horsepower to operate according to the needs, so as to reduce the unnecessary energy consumption and achieve the goal of saving energy. However, when the above technology switches to a coil with low horsepower, if the driving demand suddenly increases, but there is no time to switch back to a coil with high horsepower, the coil is easily burned due to excessive current. Summary of the invention

[0004] An object of the present invention is to provide a motor device which has energy-saving effect and can improve the above-mentioned problems.

[0005] The motor device of the present invention includes a rotor unit and a stator unit.

[0006] The stator unit is provided for relative rotation with the rotor unit, and includes a stator core, and at least one coil module wound around the stator core, each of the coil modules has a plurality of first windings wound around the stator core, each of the first windings has a first end and a second end, the first ends of the first windings are electrically connected to each other and the second ends of the first windings are electrically connected to each other, so that the first windings are in a parallel state.

[0007] In the motor device of the present invention, the stator unit includes three coil modules corresponding to three phases respectively.

[0008] In the motor device of the present invention, the horsepower corresponding to each of the first windings is the same.

[0009] In the motor device of the present invention, each coil module also has a driving coil group and a generating coil group, the driving coil group has the first winding, the generating coil group has a plurality of second windings, the second windings are wound around the stator core, each of the second windings has a first end and a second end, the first ends of the second windings are electrically connected to each other and the second ends of the second windings are electrically connected to each other, so that the second windings are in a parallel state.

[0010] In the motor device of the present invention, the horsepower corresponding to each of the second windings is the same.

[0011] The motor device of the present invention defines the number of the first windings of each driving coil group as N1, and defines the number of the second windings of each generating coil group as N2, where N1>N2.

[0012] The motor device of the present invention defines the horsepower corresponding to each of the first windings as HP1, and defines the horsepower corresponding to each of the second windings as HP2. <HP2。

[0013] The motor device of the present invention defines the number of coils of each of the first windings as L1, and defines the number of coils of each of the second windings as L2, L1 <L2。

[0014] The object of the present invention is to provide a motor device which has energy-saving effect, can improve the above-mentioned problems, is convenient for disassembly and maintenance, and is not prone to overheating.

[0015] The motor device of the present invention includes a rotor unit and a plurality of stator units.

[0016] The rotor unit extends along an axis.

[0017] The stator unit is sleeved on the rotor unit along the axis, each of the stator units includes a stator core, a plurality of coil modules wound around the stator core, and a first terminal block and a second terminal block respectively arranged at both ends of the stator core along the axis, each of the coil modules has a plurality of first windings wound around the stator core, each of the first windings has a first end and a second end, the first ends of the first windings are electrically connected to each other and the second ends of the first windings are electrically connected to each other so that the first windings are in parallel, the first terminal block has a plurality of first connection ends, the second terminal block has a plurality of second connection ends respectively electrically connected to the first connection ends, and the coil module is electrically connected to the first connection end.

[0018] In the motor device of the present invention, the position of the first connection end corresponds to the second connection end, so that when the first terminal board of each stator unit is assembled to the second terminal board of another adjacent stator unit, the first connection end is respectively contacted and electrically connected to the second connection end of another adjacent stator unit.

[0019] In the motor device of the present invention, each of the first wiring boards has a plurality of first wiring areas, each of which is provided with a plurality of the first connection ends, and each of the second wiring boards has a plurality of second wiring areas corresponding to the positions of the first wiring areas, each of which is provided with a plurality of the second connection ends corresponding to the positions of the first connection ends.

[0020] In the motor device of the present invention, each of the stator units corresponds to a different first wiring area, and the coil module of each of the stator units is electrically connected to the first connection end of the corresponding first wiring area.

[0021] In the motor device of the present invention, the stator unit is a three-phase stator, and the U, V, W ends or the U, V, W, N ends of the coil module of each stator unit are electrically connected to the corresponding first connection end of the first wiring area.

[0022] In the motor device of the present invention, each of the stator units has a plurality of conductive members disposed on the first terminal board and the second terminal board. The conductive members protrude from one end of the first terminal board to form the first connection end, and the conductive members are sunken into one end of the second terminal board to form the second connection end.

[0023] The object of the present invention is to provide a driving control system for an electric vehicle which has energy-saving effect and can improve the above-mentioned problems, is convenient for disassembly and maintenance, is not prone to overheating and can improve the endurance.

[0024] The driving control system of the electric vehicle of the present invention comprises a power supply device, a driving device, a motor device as described above, a detection device, and a control device.

[0025] The power supply device is used to provide power.

[0026] The driving device is electrically connected to the power supply device and outputs a driving signal according to a control signal.

[0027] The stator units are electrically connected to the driving device, receive the driving signal and operate according to the driving signal, and at least one of the stator units is electrically connected to the power supply device to provide electrical energy to the power supply device.

[0028] The detection device is electrically connected to the power supply device and is arranged corresponding to the motor device, and is used to detect the terrain or the operation of the motor device and output a detection signal.

[0029] The control device is electrically connected to the power supply device, the driving device and the detection device, and outputs the control signal according to the detection signal.

[0030] The driving control system of the electric vehicle of the present invention further includes a switching switch device, which electrically connects the power supply device, at least one of the stator units and the control device, and is controlled by the control device to switch the at least one stator unit electrically connected to the power supply device or not electrically connected to the power supply device.

[0031] In the driving control system of the electric vehicle of the present invention, when the detection signal is related to the terrain with an ascending slope greater than 10 degrees or a left-right inclination greater than 10 degrees, the control device controls the switching device to switch the at least one stator unit electrically connected to the power supply device.

[0032] In the driving control system of the electric vehicle of the present invention, when the detection signal is related to the rising slope of the terrain less than 10 degrees or the rotation speed of the motor device corresponds to a speed greater than 50 kilometers per hour, the control device controls the switching switch device to switch the at least one stator unit electrically connected to the power supply device.

[0033] The beneficial effect of the present invention is that by setting a plurality of the first windings in parallel in the at least one coil module, the horsepower corresponding to each coil module is distributed to the first winding. According to actual measurement, the power consumption can be greatly reduced, and the current can be dispersed through the first winding, thereby avoiding burning due to a sudden increase in driving demand. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 is a schematic diagram of a first embodiment of a motor device of the present invention;

[0035] Figure 2 is a schematic diagram of three coil modules of the first embodiment;

[0036] Figure 3 is a schematic diagram of another wiring method of the coil module of the first embodiment;

[0037] Figure 4 is a schematic diagram of the consumption current corresponding to different output horsepowers under no-load conditions when the first embodiment has first windings corresponding to different horsepowers;

[0038] Figure 5 is a schematic diagram of three coil modules of a second embodiment of a motor device of the present invention;

[0039] Figure 6 is a schematic diagram of another wiring method of the coil module of the second embodiment;

[0040] Figure 7 is a schematic diagram of three coil modules of a third embodiment of a motor device of the present invention;

[0041] Figure 8 is a schematic diagram of another wiring method of the coil module of the third embodiment;

[0042] Fig. 9is a schematic diagram of an architecture, illustrating that the second embodiment can be applied to an energy-saving driving system;

[0043] Fig.10 is a block diagram of an embodiment of a driving control system for an electric vehicle of the present invention;

[0044] Fig.11 is a schematic diagram illustrating that a plurality of stator units of the embodiment are sleeved in a rotor unit;

[0045] Fig.12 is a circuit diagram of an AC / DC converter of the embodiment when it is electrically connected to a plurality of second windings;

[0046] Fig.13 is a schematic diagram illustrating a wiring method of a plurality of coil modules of the stator unit of the embodiment;

[0047] Fig.14 is a schematic diagram illustrating a wiring method of a first wiring board of the embodiment;

[0048] Fig.15 is a schematic diagram illustrating a wiring method of a second wiring board of the embodiment;

[0049] Fig.16 is along Fig.14 A cross-sectional schematic diagram along line XVI-XVI in FIG. 1 , illustrating the first wiring board or the second wiring board of the embodiment;

[0050] Fig.17 is a schematic diagram illustrating different wiring modes of the coil module of the stator unit of the embodiment; and

[0051] Fig.18 This is a schematic diagram, illustrating the collocation Fig.17 The wiring method of the first wiring board. DETAILED DESCRIPTION

[0052] Before the present invention is described in detail, it should be noted that similar elements are denoted by the same reference numerals in the following description.

[0053] See also Figure 1 and Figure 2 A first embodiment of a motor device 1 of the present invention includes a rotor unit 2 and a stator unit 3 .

[0054] The stator unit 3 is disposed around the rotor unit 2 and is provided for relative rotation with the rotor unit 2. The stator unit 3 includes a stator core 31 and at least one coil module 32 wound around the stator core 31. The stator unit 3 may be a single-phase structure including one coil module 32, or a three-phase structure including three coil modules 32. In the first embodiment, a three-phase structure is used for description.

[0055] The coil modules 32 correspond to three-phase power supplies respectively. Each of the coil modules 32 includes a plurality of first windings 322 wound around the stator core 31. Each of the first windings 322 has a first end 323 and a second end 324. The first end 323 of the first winding 322 is electrically connected and the second end 324 of the first winding 322 is electrically connected, so that the first windings 322 are in parallel. The horsepower corresponding to each of the first windings 322 is the same. Since the horsepower output by each of the first windings 322 is related to the number of coils, the number of coils of each of the first windings 322 can also be set to be the same. For example, when the total horsepower output of a coil module 32 is expected to be 6HP, it is evenly distributed to the first windings 322. For example, two first windings 322 each with 3HP, or three first windings 322 each with 2HP, or six first windings 322 each with 1HP are set.

[0056] It is worth noting that the first winding 322 can be Figure 2 The Δ type wiring is shown, but it can also be Figure 3 The Y-type connection is shown, and its three ends are marked as U, V, and W. The two ends of the first winding 322 corresponding to the U phase are marked as U1 and U2, the two ends of the first winding 322 corresponding to the V phase are marked as V1 and V2, and the two ends of the first winding 322 corresponding to the W phase are marked as W1 and W2. Since those skilled in the art can infer the details of the arrangement of the coil module 32 based on the above description, no further description is given.

[0057] See also Figure 1 , Figure 2 , Figure 4 , taking the rated total horsepower output of the coil module 32 as 15HP as an example, Figure 4The middle curves 91 to 95 all correspond to the rated total horsepower output of the coil module 32 being 15HP. Curve 91 corresponds to each coil module 32 having 15 first windings 322 of 1HP, curve 92 corresponds to each coil module 32 having 7 first windings 322 of 2HP and 1 first winding 322 of 1HP (the current will be limited by the first winding 322 of the larger horsepower), curve 93 corresponds to each coil module 32 having 5 first windings 322 of 3HP, curve 94 corresponds to each coil module 32 having 3 first windings 322 of 4HP and 1 first winding 322 of 3HP (the current will be limited by the first winding 322 of the larger horsepower), and curve 95 corresponds to each coil module 32 having 3 first windings 322 of 5HP. Curve 90 represents the power consumption of a motor with a current rated horsepower of 15HP, and curves 91 to 95 also represent the power consumption of motors with current rated horsepower of 1 to 5HP.

[0058]

[0059]

[0060] Table 1

[0061] Please refer to Table 1. Take the curve 91 corresponding to each coil module 32 having 15 1HP first windings 322 as a comparison benchmark. Compared with the existing motors with rated horsepower of 1HP to 15HP, which have power consumption of 1 to 15 unit currents (for example, assuming that 1 unit current is 1A), curve 91 can provide an output of 1 to 15HP when the power consumption is 1 unit current.

[0062] The energy saving ratio in Table 1 = (power consumption of the existing motor - power consumption of the first embodiment) / power consumption of the first embodiment. When the curve 91 outputs 15HP, compared with the existing motor with a rated horsepower of 15HP, its energy saving ratio is (15-1) / 1=14. When the curve 91 outputs 14HP, compared with the existing motor with a rated horsepower of 14HP, its energy saving ratio is (14-1) / 1=13. Therefore, this case can indeed significantly reduce current and energy consumption.

[0063] Through the above description, the effects of the first embodiment are as follows:

[0064] By providing a plurality of first windings 322 connected in parallel in each coil module 32 , the horsepower corresponding to each coil module 32 can be distributed to the first winding 322 . It has been measured that the current can be greatly reduced and the energy consumption can be reduced.

[0065] Furthermore, in this first embodiment, the first end 323 of the first winding 322 is electrically connected and the second end 324 of the first winding 322 is electrically connected, so that the first winding 322 is in a parallel state. Therefore, the first winding 322 can not only stably provide driving force, but also provide multiple current dispersion paths through the first winding 322. Even when the driving demand suddenly increases, it is not easy to be burned due to a sudden increase in current.

[0066] Refer to Figure 1 and Figure 5 , which is a second embodiment of the motor device 1 of the present invention. The second embodiment is similar to the first embodiment. The difference between the second embodiment and the first embodiment is as follows:

[0067] Each of the coil modules 32 further includes a driving coil group 321 and a generating coil group 325. The driving coil group 321 has the first winding 322. The generating coil group 325 has a plurality of second windings 326. The second windings 326 are wound around the stator core 31. Each of the second windings 326 has a first end 327 and a second end 328. The first end 327 of the second winding 326 is electrically connected and the second end 328 of the second winding 326 is electrically connected, so that the second winding 326 is in a parallel state.

[0068] Among them, the horsepower corresponding to each of the second windings 326 is the same.

[0069] Among them, the number of the first windings 322 included in each of the driving coil groups 321 is defined as N1, the number of the second windings 326 included in each of the generating coil groups 325 is defined as N2, and N1 > N2. The horsepower corresponding to each of the first windings 322 is defined as HP1, the horsepower corresponding to each of the second windings 326 is defined as HP2, and HP1 < HP2. The number of turns of each of the first windings 322 is defined as L1, the number of turns of each of the second windings 326 is defined as L2, and L1 < L2.

[0070] It should be noted that the generating coil group 325 can be used for generating electricity, for inducing electricity generation when the driving coil group 321 operates. However, in actual application, the generating coil group 325 can also be connected in parallel with the driving coil group 321 and used as a driving together.

[0071] It should be noted that the first winding 322 can be connected in a Δ shape as Figure 5 shown, or can be as Figure 6The diagram shows a Y-type connection, with its three ends marked as U, V, and W. The two ends of the first winding 322 corresponding to the U phase are marked as U1 and U2, the two ends of the first winding 322 corresponding to the V phase are marked as V1 and V2, and the two ends of the first winding 322 corresponding to the W phase are marked as W1 and W2. The two ends of the second winding 326 corresponding to the U phase are marked as U5 and U6, the two ends of the second winding 326 corresponding to the V phase are marked as V5 and V6, and the two ends of the second winding 326 corresponding to the W phase are marked as W5 and W6.

[0072] Please see Table 2 below, which shows the horsepower corresponding to a single first winding 322 and the value of the voltage induced by the second winding 326 when the input voltage corresponds to a single second winding 326. Taking the first column as an example, when the horsepower corresponding to a single first winding 322 is 1HP, and the voltage across the first winding 322 (i.e., the input voltage) is 220V, and the horsepower corresponding to the corresponding second winding 326 is 1HP, the voltage across the second winding 326 (i.e., the voltage induced by the second winding 326) will be 220V. Therefore, those skilled in the art can adjust the horsepower corresponding to the second winding 326 (i.e., adjust the number of coils of the second winding 326) according to Table 2 below to obtain the required induced voltage value. Since those skilled in the art can infer the expanded details based on the above description, no further description is given.

[0073]

[0074]

[0075] Table 2

[0076] In this way, the second embodiment can also achieve the same purpose and effect as the first embodiment. In addition, by providing the generating coil group 325, the induced voltage output can be achieved when the driving coil group 321 is in operation, so that energy can be reused and energy consumption can be further saved.

[0077] See also Figure 1 and Figure 7 , is a third embodiment of the motor device 1 of the present invention. The third embodiment is similar to the second embodiment. The difference between the third embodiment and the second embodiment is that:

[0078] Each of the coil modules 32 further includes a power generation capacitor 36 and a power generation resistor 37 connected in parallel. Each set of the power generation capacitor 36 and the power generation resistor 37 is connected in parallel to the second winding 326 .

[0079] When the first winding 322 is energized, the second winding 326 will generate electricity through induction, so that the power generation capacitor 36 is charged, and then the magnetic field of the second winding 326 is fed back through the electric field of the power generation capacitor 36. In this way, the power generation of the second winding 326 can be effectively increased, thereby reducing the external power consumed by the motor device 1 during operation.

[0080] When the first winding 322 is not energized (that is, when the first winding 322 is not operating), the residual voltage of the power generation capacitor 36 can be discharged through the power generation resistor 37 to prevent the floating voltage from causing damage to the motor device 1. It is worth noting that in a three-phase structure, the number of the power generation resistors 37 can also be two, that is, one of the power generation resistors 37 can be omitted and still achieve the same effect.

[0081] It is worth noting that when the first winding 322 is Figure 8 When the Y-type connection is shown, the parallel-connected generating capacitor 36 and the generating resistor 37 are respectively connected in series between the U5 terminal and the W5 terminal, between the W5 terminal and the V5 terminal, and between the V5 terminal and the U5 terminal of the second winding 326. Also, similarly, one of the generating resistors 37 can be omitted and still achieve the same effect.

[0082] Thus, the third embodiment can also achieve the same purpose and effect as the second embodiment. In addition, by providing the power generation capacitor 36 and the power generation resistor 37, the external power consumed by the motor device 1 during operation can be further reduced.

[0083] See also Figure 1 , Figure 5 and Fig. 9 , indicating that the second embodiment can be applied to an energy-saving drive system.

[0084] The energy-saving drive system includes the motor device 1 of the present invention, a power processing circuit 411, a transmission device 412, a generator set 413, an AC / DC converter 414, a microcomputer controller 415, an I / O interface 416, a human-machine interface 417, a three-phase rectifier diode circuit 418, a battery 419, a three-phase grid-connected inverter 420, multiple power capacitors 421, multiple fuse-free switches 422, multiple voltmeters 423, multiple ammeters 424, and multiple power meters 425.

[0085] Depend on Fig. 9As shown in the upper left corner, the city electricity (the city electricity provided to the factory by the power company is a three-phase power supply, represented by R, S, and T) enters the power processing circuit 411 after being stabilized by the power capacitor 421. The power processing circuit 411 can be any amplifier or inverter that is energy-saving or can change the current and voltage frequency. The three-phase power output is represented by U, V, and W. The power processing circuit 411 is controlled by the microcomputer controller 415 via the I / O interface 416, and outputs a three-phase power supply to the motor device 1 to drive the drive coil group 321 to operate. The power processing circuit 411 can also provide another set of three-phase power outputs (i.e. Fig. 9 Energy-saving electrical output shown in ).

[0086] The driving coil group 321 of the motor device 1 operates according to the power supply output by the power processing circuit 411, and the generating coil group 325 can sense the operation of the driving coil group 321 and output an induced voltage when there is excess energy, and provide an induced voltage power generation output through the fuse-free switch 422 and the power capacitor 421, or after being converted into direct current by the three-phase rectifier diode circuit 418, it is stored in the battery 419, or it is converted into alternating current compatible with the mains power by the three-phase grid-connected inverter 420 and then output to the mains power grid (that is, the generated energy can be directly provided for use within the factory, or the generated energy can be sold to the power company).

[0087] On the other hand, when there is excess energy, the motor device 1 can directly drive the transmission device 412 (which can be equipped with a flywheel (not shown)) to drive the generator set 413 to generate electricity, which is then converted into direct current by the AC / DC converter 414 and stored in the battery 419, or converted into alternating current compatible with the mains power by the three-phase grid-connected inverter 420 and output to the mains power grid (that is, the generated energy can be directly provided for use within the factory, or sold to the power company).

[0088] When the motor device 1 is in operation, the temperature and the rotation speed can be sensed by a temperature sensor (not shown) or a rotation speed sensor (not shown) and output to the microcomputer controller 415 .

[0089] The voltmeter 423 , the ammeter 424 and the power meter 425 are used to monitor the AC power, the output of the power processing circuit 411 and the output of the motor device 1 , respectively, and provide voltage, current and power data to the microcomputer controller 415 .

[0090] After the microcomputer controller 415 records and receives the data from the motor device 1, the voltmeter 423, the ammeter 424 and the power meter 425, it can record or analyze the data, or it can transmit the data (for example, via Wi-Fi) to other electronic devices 426 (for example, a mobile phone, a tablet computer, a notebook computer, or a desktop computer, etc.) through the human-machine interface 417.

[0091] Since those skilled in the art can infer the expansion details of the above architecture based on the above description, they will not be further described.

[0092] Through the above configuration, the energy-saving driving system can drive the motor device 1 with lower energy, and when the motor device 1 has excess energy, it can be directly output for use, stored in the battery 419, or output to the mains network, etc. Therefore, the energy-saving effect can be fully exerted.

[0093] See also Fig.10 , Fig.11 and Fig.12 An embodiment of the driving control system of the electric vehicle of the present invention comprises a power supply device 5, a driving device 6, a motor device 1 as described above, a detection device 7, a switching switch device 81, and a control device 82.

[0094] The power supply device 5 is used to provide power, and includes a battery pack 51, and optionally also includes an AC-DC converter 52 electrically connected to the battery pack 51. It should be noted that due to the different specifications of the battery packs 51 produced by various manufacturers, the battery packs 51 produced by some manufacturers will be equipped with an AC-DC conversion circuit 511. In this case, it is not necessary to set up the AC-DC converter 52 separately. The AC-DC converter 52 is used, for example, Fig.12 The illustrated implementation includes a plurality of three-phase bridge rectifier circuits 521 , each of which includes six diodes 522 connected in series in pairs and then in parallel, and a capacitor 523 connected in parallel with the diodes 522 .

[0095] The driving device 6 is electrically connected to the power supply device 5, and outputs a driving signal according to a control signal to drive the motor device 1 to operate. Since the driving device 6 is known to those skilled in the art based on the above description, no further description is given.

[0096] The motor device 1 includes a rotor unit 2 and a plurality of stator units 3A, 3B, 3C, and 3D. In this embodiment, the motor device 1 includes eight stator units 3A, 3B, 3C, and 3D, which are divided into left and right (see Fig.11The number of the stator units 3A, 3B, 3C, 3D can be varied according to actual needs, such as four, six, ten, etc., or an odd number of three, five, seven, nine, etc. For the sake of clarity, the corresponding stator units 3A, 3B, 3C, 3D on the left and right are labeled with the same reference numerals.

[0097] The rotor unit 2 extends along an axis L and has a rotation shaft 21 .

[0098] The stator units 3A, 3B, 3C, 3D are sleeved on the rotor unit 2 along the axis L. In this embodiment, since the stator units 3A, 3B, 3C, 3D are divided into two groups, it is preferred that the stator units 3A, 3B, 3C, 3D are symmetrically arranged along the axis L, and the stator units 3A, 3B, 3C, 3D at symmetrical positions perform the same action. A flywheel (not shown) or other annular weights can be arranged between the two groups of stator units 3A, 3B, 3C, 3D to reduce consumption by increasing the moment of inertia. Alternatively, a single stator unit 3D can be used in the center, and the corresponding stator units 3A, 3B, 3C are symmetrically arranged on both sides.

[0099] In this embodiment, the stator units 3A, 3B, 3C, and 3D are electrically connected to the driving device 6, receive the driving signal and operate according to the driving signal, and are switched by the switching device 81 to be electrically connected or not electrically connected to the power supply device 5. That is, the stator units 3A, 3B, 3C, and 3D can be switched to provide or not provide power generation according to actual needs.

[0100] like Fig.13 As shown, in this embodiment, the stator units 3A, 3B, 3C, and 3D are three-phase stators, wherein the stator units 3A, 3B, 3C, and 3D are Y-type connected.

[0101] See also Fig.11 , Fig.13 and Fig.14 Each of the stator units 3A, 3B, 3C, 3D includes a stator core 31, a plurality of coil modules 32 wound around the stator core 31, a first terminal block 33a, 33b, 33c, 33d and a second terminal block 34a, 34b, 34c, 34d respectively disposed at both ends of the stator core 31 along the axis L. For the sake of clarity, the corresponding first terminal blocks 33a, 33b, 33c, 33d and the corresponding second terminal blocks 34a, 34b, 34c, 34d are labeled with the same reference numerals.

[0102] See also Fig.10 , Fig.12 and Fig.13Each of the coil modules 32 has a plurality of first windings 322 connected in parallel and a second winding 326. The first winding 322 is electrically connected to the driving device 6 for receiving the electric energy from the power supply device 5 to provide driving force. The second winding 326 is electrically connected to the battery pack 51 via the switching device 81 for use as a power generator, and is used for inductive power generation when the first winding 322 is in operation. When the AC / DC converter 52 is set, the terminals U6, V6, and W6 (i.e., the three-phase terminals) of each of the stator units 3A, 3B, 3C, and 3D (Y-type) are electrically connected to the connection points of the series-connected diodes 522, respectively.

[0103] See also Fig.11 , Fig.13 , Fig.14 and Fig.15 Each of the first wiring boards 33a, 33b, 33c, 33d is ring-shaped and has a plurality of first wiring areas 331a, 331b, 331c, 331d arranged along the circumferential direction. Each of the first wiring areas 331a, 331b, 331c, 331d is provided with a plurality of first connection ends 332 for electrically connecting the coil module 32.

[0104] Each of the stator units 3A, 3B, 3C, and 3D corresponds to a different one of the first wiring areas 331a, 331b, 331c, and 331d, and the coil modules 32 of each of the stator units 3A, 3B, 3C, and 3D are electrically connected to the first connection ends 332 of the corresponding first wiring areas 331a, 331b, 331c, and 331d. The U, V, W, and N ends of the coil modules 32 of each of the stator units 3A, 3B, 3C, and 3D are electrically connected to the first connection ends 332 of the corresponding first wiring areas 331a, 331b, 331c, and 331d.

[0105] The three-phase ends and the common point of the first winding 322 are marked as U, V, W, and N respectively, the two ends of the first winding 322 corresponding to the U phase are marked as U1 and U2 respectively, the two ends of the first winding 322 corresponding to the V phase are marked as V1 and V2 respectively, and the two ends of the first winding 322 corresponding to the W phase are marked as W1 and W2 respectively. The two ends of the second winding 326 corresponding to the U phase are marked as U5 and U6 respectively, the two ends of the second winding 326 corresponding to the V phase are marked as V5 and V6 respectively, and the two ends of the second winding 326 corresponding to the W phase are marked as W5 and W6 respectively. The three-phase ends of the second winding 326 are equivalent to the end points U6, V6, and W6, and the common point is marked as N5.

[0106] Taking one of the first wiring boards 33a as an example, Fig.14 Shown by Fig.11The left side of the middle diagram is a perspective of looking at the first wiring board 33a on the left side. Fig.15 Shown by Fig.11 The perspective of the second wiring board 34a from the right side to the left side in the figure. Since the number of a group of stator units 3A, 3B, 3C, and 3D in this embodiment is four, the four first wiring areas 331a, 331b, 331c, and 331d of the first wiring board 33a (the same applies to the first wiring board 33b, 33c, and 33d) will correspond to the coil modules 32 of the group of stator units 3A, 3B, 3C, and 3D respectively. In addition, since the stator units 3A, 3B, 3C, and 3D in this embodiment are Y-type wiring, taking the first wiring area 331a corresponding to the stator unit 3A as an example, the first winding 322 uses four of the first connection ends 332 to be electrically connected to the corresponding U, V, W, and N terminals, and the second winding 326 uses seven of the first connection ends 332 to be electrically connected to the corresponding U5, U6, V5, V6, W5, W6, and N5 terminals. The remaining first wiring areas 331b, 331c, and 331d are also connected in the above manner, which will not be described in detail.

[0107] Each of the second wiring boards 34a, 34b, 34c, 34d is annular and has a plurality of second wiring areas 341a, 341b, 341c, 341d arranged along the circumferential direction and corresponding to the positions of the first wiring areas 331a, 331b, 331c, 331d. Each of the second wiring areas 341a, 341b, 341c, 341d is provided with a plurality of second connection ends 342 electrically connected to the first connection ends 332 respectively, and the positions of the second connection ends 342 correspond to the positions of the first connection ends 332.

[0108] See also Fig.14 , Fig.15 and Fig.16In this embodiment, the position correspondence between the first wiring area 331a, 331b, 331c, 331d and the second wiring area 341a, 341b, 341c, 341d refers to mirror correspondence, and each of the stator units 3A, 3B, 3C, 3D further comprises a plurality of conductive members 35 penetrating each of the first wiring boards 33a, 33b, 33c, 33d and each of the second wiring boards 34a, 34b, 34c, 34d. The conductive members 35 are made of conductive material, and the conductive members 35 on the first wiring boards 33a, 33b, 33c, 33d protrude from one end of the first wiring boards 33a, 33b, 33c, 33d to form the first connection end 332, and the conductive members 35 on the second wiring boards 34a, 34b, 34c, 34d sink into one end of the second wiring boards 34a, 34b, 34c, 34d to form the second connection end 342. In this embodiment, the first wiring boards 33a, 33b, 33c, 33d and the second wiring boards 34a, 34b, 34c, 34d use the same structure of the conductive member 35. Fig.16 Provide explanation.

[0109] See also Fig.11 and Fig.16 Thus, when the first terminal block 33a, 33b, 33c, 33d of any stator unit 3A, 3B, 3C, 3D is engaged with the second terminal block 34a, 34b, 34c, 34d of the adjacent stator unit 3A, 3B, 3C, 3D, and the first connection end 332 is connected to the corresponding second connection end 342, the first connection end 332 is electrically connected to the corresponding second connection end 342. However, the position setting method and the connection method can be changed according to actual needs, and only need to be able to be correspondingly engaged or engaged.

[0110] When multiple stator units 3A, 3B, 3C, 3D are connected head to tail in the above manner, the potentials of the first connection ends 332 corresponding to the positions on all the first wiring boards 33a, 33b, 33c, 33d are substantially the same, and the potentials of the second connection ends 342 corresponding to the positions on all the second wiring boards 34a, 34b, 34c, 34d are also substantially the same, and are substantially the same as the potentials of the first connection ends 332 corresponding to the positions. In this way, the first wiring board 33a and the second wiring board 34d at both ends can be used to connect all the stator units 3A, 3B, 3C, 3D directly, without the need to use the first wiring board 33b, 33c, 33d or the second wiring board 34a, 34b, 34c in the middle to pull the wires, which can greatly reduce the complexity and time cost of wiring.

[0111] See also Fig.11 , Fig.17 and Fig.18 , which are different wiring methods (Δ-type wiring) of the stator units 3A, 3B, 3C, and 3D and the corresponding wiring methods of the first terminal block 33a (the wiring methods of the first terminal blocks 33b, 33c, and 33d are also the same). Since the wiring of the second terminal blocks 34a, 34b, 34c, and 34d are also mirror images of the first terminal blocks 33a, 33b, 33c, and 33d, they will not be described in detail.

[0112] See also Fig.10 and Fig.13 , the detection device 7 is electrically connected to the power supply device 5 and is arranged corresponding to the motor device 1, and is used to detect the terrain or the operation of the motor device 1 and output a detection signal related to the terrain slope (or the vehicle tilt angle), the motor current, and the motor speed. The detection device 7 includes a phase detector 71, an ammeter 72, and a tachometer 73. The phase detector 71 is used to detect the terrain. Since the vehicle tilt angle is related to the terrain, the phase detector 71 can detect the vehicle's upward, downward, left, and right tilt angles to obtain the terrain, and can be implemented by a gyroscope, an acceleration sensor, or an inclinometer, or by connecting to a satellite, a network, or a database to obtain terrain data and calculate the terrain information. The ammeter 72 can be implemented by a current transformer or a related electronic circuit. The tachometer 73 is familiar to the industry and will not be repeated here.

[0113] The switching device 81 electrically connects the power supply device 5, the second winding 326 of the stator units 3A, 3B, 3C, 3D and the control device 82, and is controlled by the control device 82 to switch the electrically connected stator units 3A, 3B, 3C, 3D to be electrically connected or not electrically connected to the power supply device 5. When the stator units 3A, 3B, 3C, 3D are electrically connected to the power supply device 5, the stator units 3A, 3B, 3C, 3D can choose to convert the AC power energy into DC through the AC / DC converter 52 and then input it into the battery pack 51, or directly input it into the battery pack 51 and convert it through the AC / DC conversion circuit 511 of the battery pack 51.

[0114] In this embodiment, the switching switch device 81 switches the stator units 3A, 3B, 3C, and 3D together to be electrically connected or not electrically connected to the power supply device 5, but it can also individually switch any one, any two, or any three of the stator units 3A, 3B, 3C, and 3D to be electrically connected or not electrically connected to the power supply device 5, and is not limited to this.

[0115] The control device 82 is electrically connected to the power supply device 5, the drive device 6, the detection device 7 and the switch device 81, and outputs the control signal according to the detection signal. The control device 82 is, for example, a vehicle computer, and can include a battery management system (BMS) and a motor drive circuit. Since those skilled in the art can infer the expanded details based on the above description, no further description is given.

[0116] For example, when the detection signal is related to the terrain with an ascending slope greater than 10 degrees or a left-right inclination greater than 10 degrees, the control device 82 controls the switching device 81 to switch the stator units 3A, 3B, 3C, and 3D not to be electrically connected to the power supply device 5 to reduce the load of the first winding 322. At other times (for example, downhill, straight sections, etc.), the switching device 81 controls the switching device 81 to switch the stator units 3A, 3B, 3C, and 3D to be electrically connected to the power supply device 5 to provide generated electric energy.

[0117] The control device 82 controls the switch device 81 to switch the stator units 3A, 3B, 3C, and 3D to be electrically connected to the power supply device 5 to provide power, for example, when the detection signal is related to the rising slope of the terrain less than 10 degrees or the rotation speed of the motor device 1 corresponds to a speed greater than 50 kilometers per hour. The switch device 81 controls the stator units 3A, 3B, 3C, and 3D to not be electrically connected to the power supply device 5 at other times.

[0118] See also Fig.10 , Fig.11 and Fig.13 According to the above description, in addition to achieving the energy-saving effect by applying the motor device 1, this embodiment can also achieve the following effects:

[0119] 1. By sleeve-mounting a plurality of modular stator units 3A, 3B, 3C, 3D on the same rotor unit 2 along the axis L, the stator units 3A, 3B, 3C, 3D that need to be repaired can be quickly disassembled, thereby reducing the repair cost, or the stator units 3A, 3B, 3C, 3D of different specifications can be quickly replaced according to different needs, so that the motor device 1 can achieve different horsepower. In addition, since the stator units 3A, 3B, 3C, 3D are sleeved on the rotor unit 2 along the axis L, the coil modules 32 can be distributed along the axis L to disperse the heat generated by operation. Compared with concentrating all the coil modules 32 on one of the stator units 3A, 3B, 3C, 3D, the motor device 1 of this embodiment has a better heat dissipation effect and is less likely to cause overheating abnormalities. Furthermore, since the stator units 3A, 3B, 3C, and 3D are disposed together on the rotor unit 2 along the axis L, magnetic lines of force flow on the common rotor unit 2, thereby achieving better power generation efficiency.

[0120] Second, by using the detection device 7 and the control device 82 for detection and control, and the switch device 81 for switching, the stator units 3A, 3B, 3C, and 3D can be switched to provide power when greater power is not needed, and the stator units 3A, 3B, 3C, and 3D can be switched to stop providing power when greater power is needed, according to the terrain or the operation of the motor device 1. In this way, the requirements of horsepower and power saving can be taken into account, and when the battery pack 51 with the same storage capacity is used, the endurance of the electric vehicle can be further improved, or when the endurance requirements are the same, the battery pack 51 with a smaller storage capacity can be used to reduce the size of the battery pack 51.

[0121] 3. Reference Fig.11 , Fig.14 and Fig.15 By arranging the first connection ends 332 of the first wiring boards 33a, 33b, 33c, 33d and the second connection ends 342 of the second wiring boards 34a to correspond in position, when the first wiring boards 33a, 33b, 33c, 33d of the stator units 3A, 3B, 3C, 3D are assembled to the second wiring boards 34a, 34b, 34c, 34d of another adjacent stator unit 3A, 3B, 3C, 3D, the first connection ends 332 can be respectively contacted and electrically connected to the second connection ends 342 of another adjacent stator unit 3A, 3B, 3C, 3D. In this way, the assembly can be disassembled conveniently and quickly, thereby further improving the efficiency of disassembly and saving time costs.

[0122] Fourth, by arranging the first wiring areas 331a, 331b, 331c, 331d and the second wiring areas 341a, 341b, 341c, 341d corresponding to each other, and by arranging the first connection ends 332 and the second connection ends 342 electrically connected, the potential of each first connection end 332 of the first wiring board 33a and the second connection end 342 of the second wiring board 34a are substantially the same. In this way, when the stator units 3A, 3B, 3C, and 3D are assembled, the wiring can be directly performed through the first wiring board 33a or the second wiring board 34d at both ends, which can greatly reduce the complexity and time of wiring.

[0123] In summary, the motor device and the driving control system of the electric vehicle of the present invention can indeed achieve the purpose of the present invention.

[0124] The above descriptions are merely embodiments of the present invention and should not be used to limit the scope of the present invention. That is, any simple equivalent changes and modifications made according to the claims and description of the present invention still fall within the scope of the present invention.

Claims

1. A motor device, comprising a rotor unit and a stator unit: Features: The stator unit is provided for relative rotation with the rotor unit, and includes a stator core, and at least one coil module wound around the stator core, each of the coil modules has a plurality of first windings wound around the stator core, each of the first windings has a first end and a second end, the first ends of the first windings are electrically connected to each other and the second ends of the first windings are electrically connected to each other, so that the first windings are in parallel.

2. The motor device according to claim 1, characterized in that: The stator unit includes three coil modules corresponding to three phases respectively.

3. The motor device according to claim 2, characterized in that: The horsepower corresponding to each of the first windings is the same.

4. The motor device according to claim 2, characterized in that: Each of the coil modules also has a driving coil group and a generating coil group, the driving coil group has the first winding, the generating coil group has a plurality of second windings, the second windings are wound around the stator core, each of the second windings has a first end and a second end, the first ends of the second windings are electrically connected to each other and the second ends of the second windings are electrically connected to each other so that the second windings are in parallel.

5. The motor device according to claim 4, characterized in that: The horsepower corresponding to each of the second windings is the same.

6. The motor device according to claim 4, characterized in that: The number of the first windings of each driving coil group is defined as N1, and the number of the second windings of each generating coil group is defined as N2, where N1>N2.

7. The motor device according to claim 4, characterized in that: The horsepower corresponding to each of the first windings is defined as HP1, and the horsepower corresponding to each of the second windings is defined as HP2. <HP2。 8. The motor device according to claim 4, characterized in that: The number of coils of each of the first windings is defined as L1, and the number of coils of each of the second windings is defined as L2. <L2。 9. A motor device comprising: a rotor unit extending along an axis: BCPI-240116 Page 2 / 3 Features: The motor device also includes a plurality of stator units, which are sleeved on the rotor unit along the axis. Each of the stator units includes a stator core, a plurality of coil modules wound around the stator core, and a first terminal block and a second terminal block respectively arranged at both ends of the stator core along the axis. Each of the coil modules has a plurality of first windings wound around the stator core. Each of the first windings has a first end and a second end. The first ends of the first windings are electrically connected to each other and the second ends of the first windings are electrically connected to each other so that the first windings are in parallel. The first terminal block has a plurality of first connection ends, and the second terminal block has a plurality of second connection ends respectively electrically connected to the first connection ends. The coil module is electrically connected to the first connection end.

10. The motor device according to claim 9, characterized in that: The position of the first connection end corresponds to the second connection end, so that when the first terminal board of each stator unit is assembled to the second terminal board of another adjacent stator unit, the first connection end is respectively contacted and electrically connected to the second connection end of another adjacent stator unit.

11. The motor device according to claim 10, characterized in that: Each of the first wiring boards has a plurality of first wiring areas, each of which is provided with a plurality of first connection terminals; each of the second wiring boards has a plurality of second wiring areas corresponding to the positions of the first wiring areas, each of which is provided with a plurality of second connection terminals corresponding to the positions of the first connection terminals.

12. The motor device according to claim 11, characterized in that: Each of the stator units corresponds to a different one of the first wiring areas, and the coil module of each of the stator units is electrically connected to the first connection end of the corresponding first wiring area.

13. The motor device according to claim 12, characterized in that: The stator unit is a three-phase stator, and the U, V, W ends or the U, V, W, N ends of the coil module of each of the stator units are electrically connected to the first connection end of the corresponding first wiring area.

14. The motor device according to claim 10, characterized in that: Each of the stator units has a plurality of conductive members disposed on the first terminal board and the second terminal board. The conductive member protrudes from one end of the first terminal board to form the first connection end, and the conductive member is sunken into one end of the second terminal board to form the second connection end.

15. A driving control system for an electric vehicle, characterized in that: The drive control system comprises a power supply device, a drive device, a motor device according to any one of claims 9 to 14, a detection device, and a control device; The power supply device is used to provide power; The driving device is electrically connected to the power supply device and outputs a driving signal according to the control signal; The stator unit of the motor device is electrically connected to the driving device, receives the driving signal and operates according to the driving signal, and at least one of the stator units is electrically connected to the power supply device to provide power to the power supply device; The detection device is electrically connected to the power supply device and is arranged corresponding to the motor device, and is used to detect the terrain or the operation of the motor device and output a detection signal; The control device is electrically connected to the power supply device, the driving device and the detection device, and outputs the control signal according to the detection signal.

16. The driving control system of an electric vehicle according to claim 15, characterized in that: It also includes a switching switch device, which electrically connects the power supply device, at least one of the stator units and the control device, and is controlled by the control device to switch the at least one stator unit electrically connected to or not electrically connected to the power supply device.

17. The driving control system of an electric vehicle according to claim 16, characterized in that: When the detection signal is related to the terrain with an ascending slope greater than 10 degrees or a left-right inclination greater than 10 degrees, the control device controls the switching device to switch the at least one stator unit electrically connected to not be electrically connected to the power supply device.

18. The driving control system of an electric vehicle according to claim 16, characterized in that: When the detection signal is related to the rising slope of the terrain less than 10 degrees or the rotation speed of the motor device corresponds to a speed greater than 50 kilometers per hour, the control device controls the switching device to switch the at least one stator unit electrically connected to the power supply device.

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