Rolling reluctance motor

Abstract

The rolling reluctance motor comprises a shell, a rotor assembly, a stator assembly, an end cover assembly, a transmission assembly and a bearing assembly are arranged in the shell, and the rotor assembly comprises left rotor magnetic steel, middle rotor magnetic steel and right rotor magnetic steel. The stator assembly comprises stator magnetic steel, a winding is arranged on the stator magnetic steel, and the stator magnetic steel is arranged outside the left rotor magnetic steel, the middle rotor magnetic steel and the right rotor magnetic steel in a sleeving mode. The end cover assembly comprises a left end cover and a right end cover, the transmission assembly comprises a transmission shaft, a left rotor supporting piece, a middle rotor supporting piece and a right rotor supporting piece, and the bearing assembly comprises a left main bearing, a right main bearing, a transmission shaft left bearing, a transmission shaft right bearing, a left crankshaft bearing, a right crankshaft bearing, a left positioning crankshaft and a right positioning crankshaft. And the left main bearing and the right main bearing are respectively sleeved on the left end cover and the right end cover. The transmission shaft left bearing is located in the left end cover, and the transmission shaft right bearing is located in the right end cover.

Description

Technical Field

[0001] The invention belongs to the technical field of motor equipment, and in particular relates to a rolling reluctance motor. Background Art

[0002] The development of robot technology such as humanoid robots has put forward higher performance requirements for joint drive technology. The joint drive module not only needs to have extremely high peak torque, but also needs to have very fast response capabilities. Although the motor direct drive method has a high fast response capability, the torque density of the motor is often difficult to meet the needs of the joint drive module. Therefore, the quasi-direct drive joint drive module composed of a motor and a reducer has become the current mainstream joint drive solution. However, the reduction ratio of the quasi-direct drive joint drive module is difficult to effectively balance the peak torque and fast response capability. If the reduction ratio is high, the response performance will decrease, and if the reduction ratio is low, the torque will be difficult to meet the needs of joint drive. Electric motors with innovative concepts that can overcome the shortcomings of the "motor + reducer" quasi-direct drive method have long been the focus of attention. As early as 1897, U.S. Patent US586823 proposed an eccentric rotor motor structure, in which friction transmission is used between the stator and the rotor, and power is transmitted to the output shaft through a non-constant velocity universal joint; motors similar to the idea of ​​this patent have been continuously developed since then. Patent CN103444062B authorized in 2016 uses a single external gear rotor to mesh with an internal gear stator, and the magnetic poles of the axial magnetic flux of the circular array drive the rotor to roll eccentrically in the stator through electromagnetic force; Patent CN102106063B authorized in 2016 uses a circumferentially distributed permanent magnet rotor and a radial magnetic flux stator. The stator and rotor are meshed according to the principle of magnetic gears, and the rotor is driven to roll in the stator by electromagnetic force, and a counterweight is used to balance the dynamic imbalance problem of a single rotor. Patent JPH1275851 authorized in 1999 proposed an eccentric rotor motor structure with dual rotors to alleviate the dynamic imbalance problem. The stator and rotor can be meshed with magnetic gears or conventional gears, and the power output adopts a form similar to that of a traditional cycloidal pinwheel reducer. Although this type of motor with an eccentric rotor has undergone long-term development, it is still not perfect in terms of working principle or power transmission method, mainly manifested in: 1. The dynamic imbalance problem of the rotor. Most designs use a single rotor, so it can only run at a lower speed. The use of counterweights will bring about the problem of extremely complex structure; the use of two staggered rotors will cause axial dynamic imbalance and magnetic interference between the two rotors. 2. The problem of power output. The existing design converts the eccentric rolling motion of the rotor in the stator into a central axis output method. Most of them use stepped gears, universal joints, flexible shafts, cross sliders, etc., and there are common problems such as complex motor structure, difficult design and processing of individual parts, and low transmission efficiency. 3. Magnetic circuit design issues: When using a permanent magnet eccentric rotor, the nonlinear relationship between magnetic force and distance will cause the motor to run unsteadily. When using a reluctance eccentric rotor, the existing design has not yet described how to reduce the magnetic resistance between the stator and rotor and make the torque stable during commutation.4. Complex structure. In order to make the eccentric rotor motor operate normally, it is necessary to consider not only the electromagnetic actuation and other issues such as winding design, but also the power output of the eccentric shaft, which makes the overall structure of the motor very complex and not conducive to engineering. In addition, the existing progress of the eccentric rotor motor still has problems such as unclear output torque calculation method, uneven commutation, slippage between the stator and rotor (or disengagement, step loss), etc.

[0003] The existing quasi-direct drive joint drive reducers are mainly planetary reducers and harmonic reducers. Among them, the planetary reducer has a low single-stage reduction ratio (generally not more than 10), which is convenient for ensuring the rapid response capability of the joint drive (such as following performance, etc.), but it will limit the output torque of the joint drive module; the harmonic reducer is the opposite, with a compact structure and a large reduction ratio, but the rapid response capability of the corresponding joint module is limited.

[0004] When the conventional motor of the prior art is working, the electromagnetic force between the stator and rotor poles can be decomposed into radial force and tangential force. Due to the centrosymmetric structural characteristics of the rotor, the total resultant force of the radial force on the rotor is zero, so the motor only relies on the tangential force of the electromagnetic force to generate torque and work. Under normal circumstances, the radial force component of the electromagnetic force is more than 20 times its tangential force component. If a kind of electric power can be designed to use the radial force to generate torque, it can intuitively generate a larger torque. In view of the fact that the resultant force of the radial force of the centrosymmetric rotor is always zero and the radial force cannot be used to do work, if the rotor is arranged eccentrically, because the centrally arranged rotor is in an unstable equilibrium state, it can be subjected to a larger electromagnetic radial force after being eccentric. If the radial force and radial motion are converted into tangential force and tangential motion, a considerable torque can be generated. This conversion can be achieved by using gear meshing between the stator and rotor. Gear meshing not only facilitates the realization and is conducive to the conversion of motion, but also can further reduce the magnetic resistance between the stator and rotor, which is conducive to increasing the electromagnetic radial force. The eccentric movement of a single rotor will generate vibration due to dynamic imbalance, causing the motor rotor to be unable to run at high speed and thus limiting the output power of the motor. Summary of the invention

[0005] The object of the present invention is to solve the above problems and to provide a rolling reluctance motor with simple structure, large output torque, small moment of inertia and good dynamic balance performance.

[0006] In order to solve the above technical problems, the technical solution of the present invention is: a rolling reluctance motor, including a shell, a rotor assembly, a stator assembly, an end cover assembly, a transmission assembly and a bearing assembly are arranged in the shell, the rotor assembly includes a left rotor magnet, an intermediate rotor magnet and a right rotor magnet, the left rotor magnet, the intermediate rotor magnet and the right rotor magnet are all annular structures and the outer surface is a gear structure, the stator assembly includes a stator magnet, a winding is arranged on the stator magnet, the stator magnet is annular structure, the inside of the stator magnet is a gear structure, the stator magnet is respectively sleeved on the outside of the left rotor magnet, the intermediate rotor magnet and the right rotor magnet and is internally meshed with them; the end cover assembly includes a left end cover and a right end cover, the left end cover and the right end cover are respectively located on both sides of the shell, and the left and right end covers are fastened and connected by screws and pins; the transmission assembly includes a transmission shaft, a left rotor support, an intermediate rotor support and a right rotor support, the left rotor magnet is sleeved On the left rotor support, the intermediate rotor magnetic steel is sleeved on the intermediate rotor support, and the right rotor magnetic steel is sleeved on the right rotor support. Each rotor magnetic steel is tightly connected to its support, and the transmission shaft passes through the transmission shaft holes on the left rotor support, the intermediate rotor support and the right rotor support; the bearing assembly includes a left main bearing, a right main bearing, a left bearing of the transmission shaft, a right bearing of the transmission shaft, a left crankshaft bearing, a right crankshaft bearing, a left positioning crankshaft and a right positioning crankshaft, the left main bearing and the right main bearing are respectively sleeved on the left end cover and the right end cover, the left bearing of the transmission shaft is located in the left end cover, the right bearing of the transmission shaft is located in the right end cover, the left bearing of the transmission shaft and the right bearing of the transmission shaft are respectively sleeved on both ends of the transmission shaft, the two ends of the left positioning crankshaft are respectively sleeved with left crankshaft bearings, and are located inside the left rotor support and the intermediate rotor support, and the two ends of the right positioning crankshaft are respectively sleeved with right crankshaft bearings, and are located inside the intermediate rotor support and the right rotor support.

[0007] Preferably, the tooth profile of the gear structure adopts an internal meshing cycloid tooth profile with a high overlap. The tooth profile needs to first calculate the rolling radius. Suppose the pitch circle radius of the internal gear is R p , the radius of the internal gear tooth tip circle is R a , the internal gear tooth height is H, and the external gear pitch radius is r p , the radius of the external gear tooth tip circle is r a , the external gear tooth top height is h, then the rolling radius is r g The radius of the circle passing through the intersection of the two pitch circles and the two tooth top circles in the gear meshing state is:

[0008]

[0009] The tooth profile curve on one side of the cycloid gear is divided into the tooth top part and the tooth root part with the gear pitch circle as the boundary. The tooth top part of the external gear and the tooth top of the internal gear are divided into conjugate tooth profiles, that is, the effective area during meshing; the tooth profile curve is expressed in the rectangular coordinate system as follows:

[0010]

[0011] Where: Let R be the base circle radius, here the outer gear pitch circle radius is r p Or the pitch radius of the internal gear is R p ; θ is the angle of rotation of the line connecting the rolling circle and the base circle center along the base circle center; when R is r p The curve generated is the cycloid tooth profile curve of the external gear tooth top part; when R is R p The curve generated when the tooth tip of the internal gear is the cycloid tooth profile curve; the tooth tip of the external gear and the tooth root of the internal gear have the same curve, both of which are rounded r g On the outer gear pitch circle r p The outer cycloid on the outer gear; the root of the outer gear and the top of the inner gear have the same curve, both are rounded r g On the internal gear pitch circle R p The inner cycloid on the center; the tooth difference number Z d Meet Z d >h ra +h Ra , where h ra and h Ra Rotor and stator tooth addendum coefficients.

[0012] Preferably, in the rotor assembly, the left rotor magnetic steel and the left rotor support, the intermediate rotor magnetic steel and the intermediate rotor support, the right rotor magnetic steel and the right rotor support respectively constitute the left rotor structure, the intermediate rotor structure and the right rotor structure, the radial dimensions of the left rotor structure, the intermediate rotor structure and the right rotor structure are completely consistent, and only differ in the axial dimensions, wherein the axial lengths of the left rotor structure and the right rotor structure are equal, and the axial length of the intermediate rotor structure is twice the axial length of the single-sided rotor; the three-section rotor is eccentrically arranged relative to the axis of the module, the rotors on both sides are offset in the same manner, the intermediate rotor and the rotors on both sides are symmetrically offset along the axis of the module, wherein the eccentricity is the difference between the radii of the stator and rotor gear pitch circles.

[0013] Preferably, the rotor magnet is made of soft magnetic material, and energy conversion is carried out between the stator and the rotor by means of variable magnetic resistance; a power output shaft hole and a crankshaft shaft hole are provided on the rotor support, a retaining ring is provided in the crankshaft shaft hole, the transmission shaft passes through the power output shaft hole, the left positioning crankshaft and the right positioning crankshaft constitute a positioning crankshaft, and the crankshaft hole is used to assemble the positioning crankshafts between the rotor sections; the positioning crankshaft is used to ensure the relative position of the symmetrical and staggered arrangement between the intermediate rotor structure and the left and right rotor structures on both sides, and cooperate with the corresponding crankshaft bearings and retaining rings to maintain the gap between the segmented rotors to prevent the segmented rotors from being attracted together under the action of electromagnetic force and thus hindering their respective movements; each rotor support can be optimally designed with three crankshaft holes and three power output shaft holes evenly distributed in the circumferential direction, wherein there are at least three crankshaft holes and at least two power output shaft holes.

[0014] Preferably, the transmission shaft rolls on the inner wall of the transmission shaft hole of the rotor support, the radius of the hole is larger than the radius of the transmission shaft, and the difference between the two radii is the eccentricity between the rotor axis and the stator axis; on the one hand, the transmission shaft realizes its revolution along the central axis of the module due to the rotation of the rotor, thereby driving the end cover to rotate to realize power output; on the other hand, the rotation of the transmission shaft is resolved by the bearings located between it and the end covers on both sides at its two ends; according to the above-mentioned transmission method, the reason why the end covers on both sides need to be accurately aligned and tightly connected is that: the three rotor supports drive the transmission shaft at the same time. If the left and right supports of the rotating shaft float, the transmission shaft is prone to axial deflection, thereby making the transmission ineffective; therefore, tightly connecting the end covers on both sides avoids floating at both ends of the transmission shaft; accurately aligning the end covers on both sides and making the axes of the bearing holes on the end covers on both sides coincide, ensure that the central axis of the transmission shaft is parallel to the central axis of the module, thereby ensuring effective and smooth transmission, wherein the central axis of the module refers to the central axis of the end covers on both sides.

[0015] Preferably, the torque calculation method of the rolling reluctance motor is as follows: the stator radius is set to R, the rotor radius is set to r, and the difference between the two radii is Δr=Rr. Assuming that the rotor rolls slowly on the stator for half a circle, and the constant radial electromagnetic force of the stator during the rotation is F, the work done by the electromagnetic force on the rotor is:

[0016] W e =F×2Δr;

[0017] The rotor rotation angle during this process is Assuming the output torque T is constant, the mechanical work output by the rotor is:

[0018]

[0019] Ignoring the effects of friction in this process, we have W e =W m , and then the output static torque of the rotor is:

[0020]

[0021] It can be seen from the above formula that after the mechanical dimensions of the stator and rotor are determined, its output torque is only related to the radial electromagnetic force exerted on the rotor.

[0022] Preferably, the stator magnetic steel of the stator assembly is provided with wire slots, and gear teeth are provided on the cylindrical surface opposite to the rotor, and the number of teeth is an integer multiple of the number of wire slots, so that the stator magnetic poles are spaced half a tooth pitch apart; the wire slots are skewed to make the commutation smoother, the skew direction of the wire slots is consistent with the spiral direction of the helical gear, and the inclination of the wire slots is an integer multiple of the gear tooth pitch, that is, β is the stator slot inclination angle and its gear helix angle, m is the gear module, L is the axial length of the stator magnet, and n is an integer multiple.

[0023] Preferably, a magnetic pole is provided inside the stator magnetic steel, the cross section of the magnetic pole is a "T"-shaped structure, the winding is wound in the middle of the magnetic pole, the end of the magnetic pole is a gear structure, and the magnetic pole is evenly and symmetrically distributed on the inner surface of the stator magnetic steel.

[0024] Preferably, when the number of magnetic poles is 12, every two adjacent magnetic poles form a magnetic pole pair, namely: magnetic poles 1 and 2, magnetic poles 3 and 4, magnetic poles 5 and 6, magnetic poles 7 and 8, magnetic poles 9 and 10, magnetic poles 11 and 12; since the phase current of the reluctance motor does not need to be commutated, the polarity of each magnetic pole can be fixedly set, magnetic pole 1 is N pole, magnetic pole 2 is S pole, magnetic pole 3 is N pole, magnetic pole 4 is S pole, and so on; the stator magnetic poles 1-2-7-8 form a pole pair group and Its windings are connected in series to form one phase of the motor, so 12 stator poles can form 3 phases. Similarly, if the number of stator poles is 16, it can form a 4-phase motor, and if the number of poles is 20, it can form a 5-phase motor, and so on for other phase numbers. When the number of stator poles is an integer multiple of 12, such as 24 poles, it can be made into a 6-phase motor or a 3-phase motor. The more phases there are, the more precise the position control accuracy can be obtained by controlling the commutation sequence of single-phase or multi-phase power-on.

[0025] Preferably, the phase sequence of the phase current during operation of the rolling reluctance motor can be a single-phase 3-beat, a two-phase 3-beat, and a single-phase and double-phase alternating mixed 6-beat method, and the same applies to other phase numbers; when the motor is running at a low speed, a smooth current transition during phase switching can make the motor run smoothly; the power topology structure of the phase current controlled drive circuit can adopt an asymmetric half-bridge power conversion circuit with n+1 switching devices, where n is the number of phases, because the phase current of the reluctance motor does not require commutation control.

[0026] The beneficial effects of the present invention are:

[0027] 1. The rolling reluctance motor provided by the present invention not only has a large output torque, but also has a small equivalent moment of inertia, which makes up for the technical defects of the existing quasi-direct drive joint drive module and is a potential breakthrough technology for the development of industries such as robots. The present invention aims at the problems of rotor dynamic imbalance, uneven commutation, and complex structure of eccentric rotor motors. Starting from the basic principles, the present invention solves its electromagnetic and structural design problems, so that this type of motor can be engineered and applied, and has excellent performance such as simple structure, large output torque, and small moment of inertia.

[0028] 2. The output torque of the present invention is large. The joint drive module of the present invention is driven by a radial electromagnetic force that is dozens of times higher than the tangential force, and gear meshing is used to convert radial force and radial motion into tangential force and rotation. It is also designed with a special tooth profile, high conversion efficiency, and large output torque. The revolution speed of the rotor in the module of the present invention is much greater than the rotation speed, and its revolution speed is synchronized with the electrical speed, and the rotation speed is the output speed of the module, that is, the transmission ratio from the electrical speed to the output speed is very large. Traditionally, it is intuitively believed that the larger the transmission ratio, the greater the output torque of the module, but this understanding is wrong, because there are many factors that affect the electromagnetic torque, and the output torque of the module does not exist as a simple relationship that proportionally amplifies the electromagnetic torque based on the transmission ratio. To this end, the present invention provides a correct calculation method for the static torque output by the module. This calculation method is obtained by in-depth analysis of the working principle of the module of the present invention, and is creative and practical.

[0029] 3. The torque density of the present invention is high. Conventional modules in the form of "motor + reducer" are traditionally complex because they have complete structures of the motor and reducer. The module of the present invention uses electromagnetic force to actuate the rotor to roll on the stator, thereby achieving direct deceleration from the electrical speed to the mechanical output speed, eliminating the transmission link from the rotor that rotates synchronously with the electrical speed to the reducer in conventional modules. Therefore, the structure is very compact and has a high torque density.

[0030] 4. The invention has good stalling performance. The stator and rotor magnets of the module of the invention are directly fitted in a gear meshing manner, and a tooth profile design with a very small gap is adopted, so the magnetic resistance is very small, and a small stator current can generate a large electromagnetic radial force on the rotor, and then a large output torque can be generated. Therefore, when the holding current of the module of the invention is small in the stalled state, the module generates little heat, and is particularly suitable for applications such as robot joint driving that often needs to work in a posture holding state. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the exploded structure of a rolling reluctance motor of the present invention;

[0032] Figure 2 It is a simplified schematic diagram of the cycloid tooth profile rolling of the present invention;

[0033] Figure 3 It is a comparison diagram of the cycloid tooth profile curve of the present invention;

[0034] Figure 4 It is a schematic diagram of the meshing state of the gears of the present invention;

[0035] Figure 5 Schematic diagram of the meshing state of the small modulus gear of the present invention;

[0036] Figure 6 It is a schematic diagram of reducing the tooth addendum height to obtain a smaller tooth difference according to the present invention;

[0037] Figure 7 It is a schematic diagram of the structure of the rotor assembly of the present invention;

[0038] Figure 8 is a schematic end view of a rotor assembly of the present invention;

[0039] Fig. 9 The present invention Figure 7 Schematic diagram of the structure in the AA direction rotation section;

[0040] Fig.10 It is a schematic diagram of the structure of the stator assembly of the present invention;

[0041] Fig.11 It is a schematic diagram of the exploded structure of the end cover assembly of the present invention;

[0042] Fig.12 It is a schematic end view of the right end cover of the present invention;

[0043] Fig.13 It is a schematic diagram of the rotor rolling on the stator of the present invention;

[0044] Fig.14 It is a schematic diagram of the three-phase winding wiring method of 12 stator poles of the present invention;

[0045] Fig.15 It is a schematic diagram of the 5-phase winding wiring method of 20 stator poles of the present invention;

[0046] Fig.16 It is a schematic diagram of the wiring method of the 3-phase winding of 24 stator poles of the present invention.

[0047] Explanation of the accompanying drawings: 1. housing; 2. rotor assembly; 3. stator assembly; 4. end cover assembly; 5. transmission assembly; 6. bearing assembly; 21. left rotor magnet; 22. intermediate rotor magnet; 23. right rotor magnet; 31. stator magnet; 41. left end cover; 42. right end cover; 51. transmission shaft; 52. left rotor support; 53. intermediate rotor support; 54. right rotor support; 61. left main bearing; 62. right main bearing; 63. left transmission shaft bearing; 64. right transmission shaft bearing; 65. left crankshaft bearing; 66. right crankshaft bearing; 67. left positioning crankshaft; 68. right positioning crankshaft; 411. left end cover threaded hole; 412. left end cover connecting hole; 421. right end cover groove; 422. right end cover first connecting through hole; 423. right end cover second connecting through hole; 424. pin. DETAILED DESCRIPTION

[0048] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments:

[0049] like Figures 1 to 16As shown, a rolling reluctance motor provided by the present invention comprises a housing 1, wherein a rotor assembly 2, a stator assembly 3, an end cover assembly 4, a transmission assembly 5 and a bearing assembly 6 are arranged in the housing 1, wherein the rotor assembly 2 comprises a left rotor magnet 21, an intermediate rotor magnet 22 and a right rotor magnet 23, wherein the left rotor magnet 21, the intermediate rotor magnet 22 and the right rotor magnet 23 are all annular structures and the outer surfaces are gear structures. The stator assembly 3 comprises a stator magnet 31, wherein a winding is arranged on the stator magnet 31, the stator magnet 31 is annular structure, the inside of the stator magnet 31 is a gear structure, and the stator magnet 31 is respectively sleeved on the outside of the left rotor magnet 21, the intermediate rotor magnet 22 and the right rotor magnet 23 and is in internal meshing with them. The end cover assembly 4 comprises a left end cover 41 and a right end cover 42, wherein the left end cover 41 and the right end cover 42 are respectively located on the two sides of the housing 1, and the left and right end covers are fastened and connected by screws and pins. The transmission assembly 5 includes a transmission shaft 51, a left rotor support 52, an intermediate rotor support 53 and a right rotor support 54. The left rotor magnet 21 is sleeved on the left rotor support 52, the intermediate rotor magnet sleeve 22 is arranged on the intermediate rotor support 53, and the right rotor magnet 23 is sleeved on the right rotor support 54. Each rotor magnet is fastened to its support. The transmission shaft 51 passes through the transmission shaft holes on the left rotor support 52, the intermediate rotor support 53 and the right rotor support 54. The bearing assembly 6 includes a left main bearing 61, a right main bearing 62, a transmission shaft left bearing 63, a transmission shaft right bearing 64, a left crankshaft bearing 65, a right crankshaft bearing 66, a left positioning crankshaft 67 and a right positioning crankshaft 68. The left main bearing 61 and the right main bearing 62 are sleeved on the left end cover 41 and the right end cover 42 respectively. The transmission shaft left bearing 63 is located in the left end cover 41, and the transmission shaft right bearing 64 is located in the right end cover 42. The left transmission shaft bearing 63 and the right transmission shaft bearing 64 are respectively sleeved on both ends of the transmission shaft 51, and the left crankshaft bearings 65 are respectively sleeved on both ends of the left positioning crankshaft 67 and are located inside the left rotor support 52 and the intermediate rotor support 53. The right crankshaft bearings 66 are respectively sleeved on both ends of the right positioning crankshaft 68 and are located inside the intermediate rotor support 53 and the right rotor support 54.

[0050] In the present invention, in order to minimize the magnetic resistance between the stator and rotor, the gear tooth profile of the stator and rotor meshing needs to be designed unconventionally. The stator and rotor tooth profile of the module of the present invention adopts an internal meshing cycloid tooth profile with a high overlap. The tooth profile needs to first calculate the rolling radius, such as Figure 2 As shown. Assume that the radius of the internal gear pitch circle is R p , the radius of the internal gear tooth tip circle is R a , the internal gear tooth height is H, and the external gear pitch radius is r p , the radius of the external gear tooth tip circle is r a , the external gear tooth top height is h, then the rolling radius is r gThe radius of the circle passing through the intersection of the two pitch circles and the two tooth top circles in the gear meshing state is:

[0051]

[0052] The tooth profile curve on one side of the cycloid gear is divided into the tooth top part and the tooth root part with the gear pitch circle as the boundary. The tooth top part of the external gear and the tooth top of the internal gear are divided into conjugate tooth profiles, that is, the effective area during meshing. The tooth profile curve is expressed in the rectangular coordinate system as follows:

[0053]

[0054] Where: Let R be the base circle radius, here the outer gear pitch circle radius is r p Or the pitch radius of the internal gear is R p ; θ is the angle of rotation of the line connecting the rolling circle and the base circle center along the base circle center; when R is r p The curve generated is the cycloid tooth profile curve of the external gear tooth top part; when R is R p The curve generated is the cycloid tooth profile curve of the internal gear tooth top part.

[0055] When the internal meshing cycloid gear is used as a transmission gear, usually the non-conjugated external gear root part and the internal gear root part need to have a certain gap for lubrication, and the requirement for its curve is only that there is no interference during operation. Other cycloid tooth profiles with different rolling circle and base circle parameters from the conjugated tooth profile can be used, or other forms of curves can be used. In the present invention, the tooth profile between the stator and rotor needs to meet the more important characteristic of minimizing magnetic resistance in addition to transmission. Minimizing magnetic resistance is a content that does not need to be considered in any conventional transmission gear, but it is one of the most special contents of the present invention. Therefore, the tooth profile design of the present invention is different from the existing designs.

[0056] In order to minimize the magnetic resistance when the magnetic steel gear teeth are meshed, the top of the external gear and the root of the internal gear have the same curve, both of which are rounded. g On the outer gear pitch circle r p The outer cycloid of the outer gear is the same as the tooth top of the inner gear, both of which are rounded. g On the internal gear pitch circle R p The hypocycloid on Figure 3 shown.

[0057] In this way, when the two gears mesh, not only are the tooth profiles closely fitted, but the gear overlap is also the highest, minimizing the gap between the two gears, thereby effectively reducing magnetic resistance. Furthermore, when the tooth height is designed, the tooth top circle r of the external gear is a The root circle R of the internal gear fTry to make them as tangent as possible to further reduce the magnetic resistance and increase the radial electromagnetic force between the two magnetic steel gears, thereby further increasing the output torque. Figure 4 shown.

[0058] Finally, by reducing the gear module (i.e. increasing the number of teeth) and reducing the number of tooth differences, the gap between the two gears is further reduced, thereby improving the driving ability of the module of the present invention. Figure 5 shown.

[0059] The smaller the tooth difference, the tighter the stator and rotor gears mesh, and the smaller the magnetic resistance. However, according to the meshing principle of internal meshing cycloid gears, if the tooth difference is too small, the top of the teeth on the non-meshing side of the two gears cannot be disengaged, causing the gears to fail to operate. The tooth difference Z is required. d Meet Z d >h ra +h Ra , where h ra and h Ra The rotor and stator tooth top height coefficient. Therefore, this problem can also be solved by reducing the tooth top height. For example, when m = 10, Z R =20, Z r =18,h ra =h Ra =0.7, at this time Z d =Z R -Z r =2, rolling radius r g =94.9211mm, the corresponding tooth profile is as follows Figure 6 As shown. According to the conventional design, when h ra =h Ra =1, because Z d ≯h ra +h Ra It is impossible to calculate the rolling circle and obtain the corresponding tooth profile.

[0060] Usually, the adjustment of the tooth top height coefficient is considered from the perspective of transmission. For example, high-speed and heavy-loaded gears need to appropriately reduce the tooth top height coefficient. However, in the module design of the present invention, the adjustment of the tooth top height coefficient is mainly carried out from the perspective of magnetic circuit optimization. Compared with traditional designs, this feature increases the creativity and practicality of the present invention.

[0061] like Figures 7 to 9As shown, in the rotor assembly 2, the left rotor magnet 21 and the left rotor support 52, the intermediate rotor magnet 22 and the intermediate rotor support 53, the right rotor magnet 23 and the right rotor support 54 respectively constitute the left rotor structure, the intermediate rotor structure and the right rotor structure. The radial dimensions of the left rotor structure, the intermediate rotor structure and the right rotor structure are completely consistent, and they are only different in the axial dimensions, wherein the axial lengths of the left rotor structure and the right rotor structure are equal, and the axial length of the intermediate rotor structure is twice the axial length of the single-sided rotor. The three-section rotor is eccentrically arranged relative to the axis of the module, and the rotors on both sides are offset in the same manner. The intermediate rotor and the rotors on both sides are symmetrically offset along the axis of the module, wherein the eccentricity is the difference between the radii of the stator and rotor gear pitch circles. This assembly method is to achieve dynamic balance of the rotor as a whole.

[0062] Under normal circumstances, for example, in a cycloidal pinwheel reducer, there are only two rotor parts with exactly the same size and mass that roll eccentrically inside it, that is, using two rotors to compensate for the dynamic imbalance problem is a conventional technical means. In theory, the two rotors should only compensate for the radial dynamic imbalance problem, but the problem still exists in the axial direction. In order to alleviate the axial dynamic imbalance, the conventional design is that the thickness of both rotors is relatively small. In the module of the present invention, the rotor not only needs to be transmitted, but also needs to consider the magnetic flux of the soft magnetism on it. In order to make the output torque of the module of the present invention large enough, the axial size of the rotor cannot be too small, which is a problem that cannot be solved by conventional technical means. For this reason, the module of the present invention breaks through conventional technology and uses three rotors to solve the radial and axial dynamic imbalance problems of eccentric rolling at the same time. However, the three rotors bring new technical problems, that is, the three-section crankshaft assembled with the rotor, the middle section of which cannot be assembled with the middle section stator due to the interference of the two side sections. To solve this problem, the module of the present invention adopts the method of splitting the three-section crankshaft into two two-section crankshafts. However, the two two-section crankshafts have brought new technical problems, that is, each two-section crankshaft can only ensure that the two adjacent rotors are staggered by 180°, and the positional relationship between the three-section rotors in the module of the present invention needs to ensure that the rotors on both sides are staggered by 180° with the intermediate rotor and are on the same side, that is, the two two-section crankshafts themselves cannot meet the constraint that the rotors on both sides must be in phase and located on the same side of the intermediate rotor. In response to this problem, the module of the present invention solves it by comprehensively designing the assembly relationship of the transmission shaft, stator, rotor and crankshaft, and optimizing the tolerance of the dimension chain. Furthermore, conventional technical means usually assemble the crankshaft and the transmission shaft coaxially, and the module of the present invention designs the two as split shafts, which is not a conventional setting. The reason is that the coaxial design will increase the radial size of the rotor, making the inner hole size of the hollow structure of the module of the present invention smaller or the outer diameter size larger, which is not conducive to improving the torque density of the module. In addition, the split shaft design increases the parallel links of the dimension chain, which is convenient for the optimization design of the tolerance band of the dimension chain. Each rotor section is composed of a rotor magnet and a rotor support, which are tightly connected. The rotor magnet has a gear on the cylindrical surface opposite to the stator magnet.

[0063] The rotor magnet steel is made of soft magnetic material, such as silicon steel, and the energy conversion is carried out by variable magnetic resistance between the stator and the rotor. The rotor support is provided with a power output shaft hole and a crankshaft shaft hole, and a retaining ring is provided in the crankshaft shaft hole. The transmission shaft 51 passes through the power output shaft hole. The left positioning crankshaft 67 and the right positioning crankshaft 68 constitute a positioning crankshaft. The crankshaft hole is used to assemble the positioning crankshafts between the rotor sections. The positioning crankshaft is used to ensure the relative position of the symmetrical and staggered arrangement between the intermediate rotor structure and the left and right rotor structures on both sides, and cooperate with the corresponding crankshaft bearings and retaining rings to maintain the gap between the segmented rotors, so as to prevent the segmented rotors from being attracted together under the action of electromagnetic force and thus hindering their respective movements. Each rotor support can be optimally designed with three crankshaft holes and three power output shaft holes evenly distributed in the circumferential direction, of which there are at least three crankshaft holes and at least two power output shaft holes.

[0064] like Fig.11 As shown, in the end cover assembly 4 of the present invention, the left end cover 41 and the right end cover 42 are annular structures, and their cross-sections are both "convex" shaped structures. The end of the left end cover 41 is provided with a left end cover threaded hole 411 and a left end cover pin hole 412. The end surface of the right end cover 42 is designed with a right end cover groove 421 to prevent the screw head thereon from being exposed on the right end cover surface. The bottom of the right end cover groove 421 is provided with a right end cover screw hole through hole 422 and a right end cover pin hole 423. The number of the right end cover screw holes 422 is two and distributed on both sides of the right end cover pin hole 423. The screw passes through the right end cover screw hole 422 and cooperates with the left end cover threaded hole 411. A pin 424 is inserted into the right end cover pin hole 423, and the end of the pin is located in the left end cover connection hole 412. In this embodiment, the number of the right end cover grooves 421 is three and is evenly distributed in the axial direction, the number of screws is six, and the number of pins is three.

[0065] The end cover of the module of the present invention is also the power output shaft of the module, and the end covers on both sides are aligned by pins and fastened by screws.

[0066] The transmission shaft 51 rolls on the inner wall of the transmission shaft hole of the rotor support. The radius of the hole is larger than the radius of the transmission shaft. The difference between the two radii is the eccentricity between the rotor axis and the stator axis, that is, the radius difference between the stator and rotor gear pitch circles. On the one hand, the transmission shaft 51 realizes its revolution along the central axis of the module due to the rotation of the rotor, thereby driving the end cover to rotate to achieve power output. On the other hand, the rotation of the transmission shaft 51 is resolved by the bearings located between it and the end covers on both sides. According to the above transmission method, the reason why the end covers on both sides need to be accurately aligned and tightly connected is that the three rotor supports drive the transmission shaft 51 at the same time. If the left and right supports of the rotating shaft float, the transmission shaft is prone to axial deflection, thereby making the transmission ineffective. Therefore, the end covers on both sides are tightly connected to avoid floating at both ends of the transmission shaft 51. The end covers on both sides are accurately aligned and the axes of the bearing holes on the end covers on both sides are overlapped to ensure that the central axis of the transmission shaft is parallel to the central axis of the module, thereby ensuring effective and smooth transmission. The central axis of the module refers to the central axis of the end covers on both sides.

[0067] Conventional eccentric rolling transmissions, such as cycloidal pinwheel reducers, RV reducers, etc., all install the crankshaft and the transmission shaft coaxially, and the connections between the crankshaft and the rotor, and the transmission shaft and the end cover require bearings. The module of the present invention separates the transmission shaft and the crankshaft, which is a unique design of the module of the present invention. In this case, the conventional design requires a bearing between the transmission shaft and the rotor to reduce the wear between the two. However, in the present invention, the transmission shaft is only designed with a bearing at the connection between it and the end cover, and no bearing is used at the connection between it and the rotor. The special feature of this design is that the transmission shaft rolls on the inner wall of the transmission shaft hole of the rotor, thereby eliminating the bearing.

[0068] like Fig.13 As shown, the present invention also discloses a method for calculating the torque of a rolling reluctance motor as follows: assuming that the stator radius is R and the rotor radius is r, the difference between the two radii is Δr=Rr, assuming that the rotor slowly rolls on the stator for half a circle, and the constant radial electromagnetic force of the stator during the rotation is F, then the work done by the electromagnetic force on the rotor is:

[0069] W e =F×2Δr;

[0070] The rotor rotation angle during this process is Assuming the output torque T is constant, the mechanical work output by the rotor is:

[0071]

[0072] Ignoring the effects of friction in this process, we have W e =W m , and then the output static torque of the rotor is:

[0073]

[0074] It can be seen from the above formula that after the mechanical dimensions of the stator and rotor are determined, the output torque is only related to the radial electromagnetic force on the rotor. Therefore, the key to the structural design of the module of the present invention is to increase the radial force on the rotor, rather than the conventional understanding of the speed ratio from electrical speed to output speed determined by the meshing of the stator and rotor gears.

[0075] Small moment of inertia:

[0076] Taking the inner rotor as an example, assume that the rotor is a homogeneous disk with a mass of m, which is related to the electrical speed ω e The speed of the revolution of the synchronous and rolling stator, and its own speed, that is, the module output speed, ω o The speed ratio i is:

[0077]

[0078] The rotor has an output speed ω o The rotational inertia of the module of the present invention is characterized as:

[0079]

[0080] Compared with the conventional "motor + reducer" module of the present invention, assuming that the reduction ratio of the conventional reducer is also i, the conventional reducer moment of inertia represented by its output speed is:

[0081]

[0082] The ratio of the moment of inertia of the module of the present invention to that of the conventional module is:

[0083]

[0084] Assuming that the speed ratio i of the reducer in the conventional group is 10, 10 is the common speed ratio value of the conventional group made of a single-stage planetary reducer, and the speed ratio value of the conventional group made of a harmonic reducer can reach 30-160, then the rotational inertia of the module of the present invention is only 3% of the rotational inertia of the conventional group. In view of the fact that the internal speed ratio i of the module of the present invention is essentially a gear difference transmission, the speed ratio value is at least 30, so its rotational inertia is only less than 1% of the conventional group with the same reducer ratio.

[0085] Compared with the conventional joint drive module based on the "motor + reducer" form, the present invention adopts radial electromagnetic force to actuate the rotor to roll on the stator and realizes direct speed reduction from electrical speed to mechanical output speed based on gear meshing, eliminating the transmission link of the rotor rotating synchronously with the electrical speed through the reducer in the conventional module, and has incomparable advantages over the conventional module.

[0086] like Fig.10As shown, the stator magnetic steel 31 of the stator assembly 3 is provided with wire slots, and gear teeth are provided on the cylindrical surface opposite to the rotor, and the number of teeth is an integer multiple of the number of wire slots, so that the stator magnetic poles are spaced half a tooth pitch apart; the wire slots are skewed to make the commutation smoother, and the skew direction of the wire slots is consistent with the spiral direction of the helical gear, and the inclination of the wire slots is an integer multiple of the gear tooth pitch, that is, β is the stator slot inclination angle and its gear helix angle, m is the gear module, L is the axial length of the stator magnet (gear), and n is an integer multiple.

[0087] The module motor of the present invention is a reluctance motor. Usually, the reluctance motor pursues the maximization of the difference between the maximum and minimum inductance of the winding, which means that the reluctance motor should not use oblique slots and oblique stator poles. However, although the module motor of the present invention can have a large number of stator poles, it is essentially still a single-pole pair reluctance motor. In the case of a large number of stator poles, stator poles with a certain inclination can improve the smoothness of phase switching while having little effect on motor performance, which is an unconventional technical means for the design of reluctance motors. Furthermore, the tooth tops and tooth roots of the stator and rotor of the module of the present invention are tangent, so another purpose of using the helical gear design is to facilitate the diversion of the lubricating fluid, thereby reducing the operating resistance and noise of the module. Optimally, the stator uses concentrated windings to reduce the axial size of the motor end.

[0088] The stator magnet 31 is provided with a magnetic pole inside, the cross section of the magnetic pole is a "T"-shaped structure, the winding is wound in the middle of the magnetic pole, the end of the magnetic pole is a gear structure, the magnetic pole is evenly and symmetrically distributed on the inner surface of the stator magnet, and each magnetic pole has three teeth at the end.

[0089] The motor based on the principle of the present invention is most suitable for working in the reluctance mode, and based on the structural characteristics of multiple rotors symmetrically staggered, the number of pole pairs of the motor rotor is 1. Usually, when the number of pole pairs is small, the yoke thickness of the stator and rotor magnetic steel is required to be larger, thereby increasing the weight of the motor. In order to reduce the yoke thickness, the polarity of the stator magnetic poles is preferably distributed adjacently and staggered to form a local magnetic circuit, thereby reducing the maximum magnetic flux of the stator and rotor yoke. However, this approach obviously increases the number of pole pairs, which is inconsistent with the fact that the number of rotor pole pairs of this module should be 1. This contradiction can be solved by reasonably connecting the windings of adjacent pole pairs and diagonal pole pairs in series, in parallel, or in a combination of series and parallel to form a single-phase winding, thereby forming a pole pair group, so that the pole pair group presents the form of a single pole pair group. This winding wiring method can also increase the stator split ratio of the motor, thereby further improving the motor torque and power density. Furthermore, the total axial space occupied by the end of the concentrated winding is the smallest. In order to improve its volume power and volume torque density, the module of the present invention takes 12 stator salient poles as an example and adopts the optimal method of concentrated winding wiring and series connection, such as Fig.14 shown.

[0090] When the number of magnetic poles is 12, every two adjacent magnetic poles form a magnetic pole pair, namely: magnetic poles 1 and 2, magnetic poles 3 and 4, magnetic poles 5 and 6, magnetic poles 7 and 8, magnetic poles 9 and 10, magnetic poles 11 and 12; since the phase current of the reluctance motor does not need to be commutated, the polarity of each magnetic pole can be fixed, magnetic pole 1 is N pole, magnetic pole 2 is S pole, magnetic pole 3 is N pole, magnetic pole 4 is S pole, and so on; the stator magnetic poles 1-2-7-8 form a pole pair group and their windings are connected in series to form one phase of the motor, then the 12 stator magnetic poles can form 3 phases. Similarly, if the number of stator magnetic poles is 16, it can form a 4-phase motor, and the number of magnetic poles is 20, it can form a 5-phase motor. The other phase numbers are deduced accordingly, such as Fig.15 When the number of stator poles is an integer multiple of 12, such as 24 poles, it can be made into a 6-phase motor or a 3-phase motor. The more phases there are, the more precise the position control accuracy can be obtained by controlling the commutation sequence of single-phase or multi-phase power supply, such as Fig.16 shown.

[0091] The phase sequence of the phase current during operation of a rolling reluctance motor of the present invention can be a single-phase 3-beat, a two-phase 3-beat, and a single-phase and two-phase alternating mixed 6-beat mode, and the same applies to other phase numbers. When the motor is running at a low speed, the smooth transition of the current during phase change can make the motor run more smoothly. The motor winding of the present invention is connected to an external drive circuit. The topological structure of the drive circuit can adopt an asymmetric half-bridge, a power conversion circuit of n+1 (n is the number of phases) switching devices, etc., because the phase current of the reluctance motor does not require commutation control. The drive circuit performs real-time current control and phase change control on each phase through PWM chopping and other methods to achieve smooth electrical rotation of the motor, and then drives the rotor of the motor of the present invention to roll in the stator in a variable reluctance manner, and finally outputs the rotation speed and torque to achieve the conversion of electrical energy into mechanical energy.

[0092] Those skilled in the art will appreciate that the embodiments described herein are intended to help readers understand the principles of the present invention, and should be understood that the protection scope of the present invention is not limited to such specific statements and embodiments. Those skilled in the art can make various other specific variations and combinations that do not deviate from the essence of the present invention based on the technical revelations disclosed by the present invention, and these variations and combinations are still within the protection scope of the present invention.

Claims

1. A rolling reluctance motor, characterized in that: The invention comprises a housing (1), wherein a rotor assembly (2), a stator assembly (3), an end cover assembly (4), a transmission assembly (5) and a bearing assembly (6) are arranged in the housing (1); the rotor assembly (2) comprises a left rotor magnetic steel (21), an intermediate rotor magnetic steel (22) and a right rotor magnetic steel (23); the left rotor magnetic steel (21), the intermediate rotor magnetic steel (22) and the right rotor magnetic steel (23) are all annular structures and the outer surfaces are gear structures; the stator assembly (3) comprises a stator magnetic steel (31), a winding is arranged on the stator magnetic steel (31), the stator magnetic steel (31) is annular structure, the interior of the stator magnetic steel (31) is a gear structure, and the stator The magnetic steel (31) is respectively sleeved on the outside of the left rotor magnetic steel (21), the intermediate rotor magnetic steel (22) and the right rotor magnetic steel (23) and is in internal meshing with them; the end cover assembly (4) comprises a left end cover (41) and a right end cover (42), the left end cover (41) and the right end cover (42) are respectively located on the two sides of the housing (1), and the left and right end covers are fastened and connected by screws and pins; the transmission assembly (5) comprises a transmission shaft (51), a left rotor support member (52), an intermediate rotor support member (53) and a right rotor support member (54), the left rotor magnetic steel (21) is sleeved on the left rotor support member (52), the intermediate rotor magnetic steel sleeve (22) is sleeved on the right rotor support member (54), and the left rotor magnetic steel (21) is sleeved on the left rotor support member (52). The bearing assembly (6) comprises a left main bearing (61), a right main bearing (62), a left transmission shaft bearing (63), a right transmission shaft bearing (64), a left crankshaft bearing (65), a right crankshaft bearing (66), a left positioning crankshaft (67) and a right positioning crankshaft (68). The left main bearing (61) and the right main bearing (62) are respectively The transmission shaft left bearing (63) is located in the left end cover (41), and the transmission shaft right bearing (64) is located in the right end cover (42). The transmission shaft left bearing (63) and the transmission shaft right bearing (64) are respectively sleeved on two ends of the transmission shaft (51). The two ends of the left positioning crankshaft (67) are respectively sleeved with left crankshaft bearings (65) and are located inside the left rotor support (52) and the intermediate rotor support (53). The two ends of the right positioning crankshaft (68) are respectively sleeved with right crankshaft bearings (66) and are located inside the intermediate rotor support (53) and the right rotor support (54).

2. A rolling reluctance motor according to claim 1, characterized in that: The tooth profile of the gear structure adopts an internal meshing cycloid tooth profile with a high overlap. The tooth profile needs to first calculate the rolling radius. Suppose the pitch circle radius of the internal gear is R p , the radius of the internal gear tooth tip circle is R a , the internal gear tooth height is H, and the external gear pitch radius is r p , the radius of the external gear tooth tip circle is r a , the external gear tooth top height is h, then the rolling radius is r g The radius of the circle passing through the intersection of the two pitch circles and the two tooth top circles in the gear meshing state is: The tooth profile curve on one side of the cycloid gear is divided into the tooth top part and the tooth root part with the gear pitch circle as the boundary. The tooth top part of the external gear and the tooth top of the internal gear are divided into conjugate tooth profiles, that is, the effective area when meshing; let R be the base circle radius, and the pitch circle radius of the external gear be r p Or the pitch radius of the internal gear is R p ; When R takes r p The curve generated is the cycloid tooth profile curve of the external gear tooth top part; when R is R p The curve generated when the tooth tip of the internal gear is the cycloid tooth profile curve; the tooth tip of the external gear and the tooth root of the internal gear have the same curve, both of which are rounded r g On the outer gear pitch circle r p The outer cycloid on the outer gear; the root of the outer gear and the top of the inner gear have the same curve, both are rounded r g On the internal gear pitch circle R p The inner cycloid on the center; the tooth difference number Z d Meet Z d >h ra +h Ra , where h ra and h Ra Rotor and stator tooth addendum coefficients.

3. The rolling reluctance motor according to claim 1, characterized in that: In the rotor assembly (2), the left rotor magnetic steel (21) and the left rotor support (52), the intermediate rotor magnetic steel (22) and the intermediate rotor support (53), and the right rotor magnetic steel (23) and the right rotor support (54) respectively constitute the left rotor structure, the intermediate rotor structure, and the right rotor structure. The radial dimensions of the left rotor structure, the intermediate rotor structure, and the right rotor structure are completely consistent, and they differ only in the axial dimensions. The axial lengths of the left rotor structure and the right rotor structure are equal, and the axial length of the intermediate rotor structure is twice the axial length of the single-side rotor. The three-section rotor is eccentrically arranged relative to the axis of the module, the rotors on both sides are offset in the same manner, and the intermediate rotor and the rotors on both sides are symmetrically offset along the axis of the module, wherein the eccentricity is the difference between the radii of the stator and rotor gear pitch circles.

4. The rolling reluctance motor according to claim 1, characterized in that: The rotor magnet steel is made of soft magnetic material, and energy conversion is performed between the stator and the rotor by means of variable magnetic resistance. A power output shaft hole and a crankshaft shaft hole are provided on the rotor support, and a retaining ring is provided in the crankshaft shaft hole. The transmission shaft (51) passes through the power output shaft hole, and the left positioning crankshaft (67) and the right positioning crankshaft (68) constitute a positioning crankshaft. The crankshaft hole is used to assemble the positioning crankshafts between the rotor sections. The positioning crankshaft is used to ensure the relative position of the intermediate rotor structure and the left and right rotor structures on both sides in a symmetrical and staggered arrangement, and cooperates with corresponding crankshaft bearings and retaining rings to maintain the gap between the segmented rotors, so as to prevent the segmented rotors from being attracted together under the action of electromagnetic force and thus hindering their respective movements. Each rotor support can be optimally designed with three crankshaft holes and three power output shaft holes evenly distributed in the circumferential direction, wherein there are at least three crankshaft holes and at least two power output shaft holes.

5. The rolling reluctance motor according to claim 1, characterized in that: The transmission shaft (51) rolls on the inner wall of the transmission shaft hole of the rotor support, the radius of the hole is larger than the radius of the transmission shaft, and the difference between the two radii is the eccentricity between the rotor axis and the stator axis. On the one hand, the transmission shaft (51) realizes its revolution along the central axis of the module due to the rotation of the rotor, thereby driving the end cover to rotate to realize power output. On the other hand, the rotation of the transmission shaft (51) is resolved by the bearings located between the transmission shaft and the end covers at both ends. According to the above transmission mode, the reason why the end covers on both sides need to be accurately aligned and tightly connected is that: the three rotor supports drive the transmission shaft (51) at the same time. If the left and right supports of the rotating shaft float, the transmission shaft is prone to axial deflection, thereby making the transmission ineffective. Therefore, the end covers on both sides are tightly connected to avoid floating at both ends of the transmission shaft (51); the end covers on both sides are accurately aligned and the axes of the bearing holes on the end covers on both sides are overlapped, so as to ensure that the central axis of the transmission shaft is parallel to the central axis of the module, thereby ensuring effective and smooth transmission, wherein the central axis of the module refers to the central axis of the end covers on both sides.

6. The rolling reluctance motor according to claim 1, characterized in that: The torque calculation method of the rolling reluctance motor is as follows: the stator radius is set to R, the rotor radius is set to r, and the difference between the two radii is Δr=Rr. Assume that the rotor slowly rolls on the stator for half a circle, and the constant radial electromagnetic force of the stator during the rotation is F. Then the work done by the electromagnetic force on the rotor is: IN e =F×2Δr; The rotor rotation angle during this process is Assuming the output torque T is constant, the mechanical work output by the rotor is: Ignoring the effects of friction in this process, we have W e =W m , and then the output static torque of the rotor is: It can be seen from the above formula that after the mechanical dimensions of the stator and rotor are determined, its output torque is only related to the radial electromagnetic force exerted on the rotor.

7. The rolling reluctance motor according to claim 1, characterized in that: The stator magnetic steel (31) of the stator assembly (3) is provided with wire slots, and gear teeth are provided on the cylindrical surface thereof opposite to the rotor, wherein the number of teeth is an integer multiple of the number of wire slots, so that the stator magnetic poles are spaced apart by half a tooth pitch; the wire slots are skewed to make the commutation smoother, the skew direction of the wire slots is consistent with the helical direction of the helical gear, and the inclination of the wire slots is an integer multiple of the gear tooth pitch, that is, β is the stator slot inclination angle and its gear helix angle, m is the gear module, L is the axial length of the stator magnet (gear), and n is an integer multiple.

8. The rolling reluctance motor according to claim 1, characterized in that: The stator magnetic steel (31) is provided with a magnetic pole inside, the cross section of the magnetic pole is a "T"-shaped structure, the winding is wound in the middle of the magnetic pole, the end of the magnetic pole is a gear structure, and the magnetic pole is evenly and symmetrically distributed on the inner surface of the stator magnetic steel.

9. The rolling reluctance motor according to claim 8, characterized in that: When the number of magnetic poles is 12, each two adjacent magnetic poles form a magnetic pole pair, namely: magnetic poles 1 and 2, magnetic poles 3 and 4, magnetic poles 5 and 6, magnetic poles 7 and 8, magnetic poles 9 and 10, and magnetic poles 11 and 12; since the phase current of the reluctance motor does not need to be commutated, the polarity of each magnetic pole can be fixedly set, magnetic pole 1 is an N pole, magnetic pole 2 is an S pole, magnetic pole 3 is an N pole, magnetic pole 4 is an S pole, and so on; the stator magnetic poles 1-2-7-8 form a pole pair group and are wound If the number of stator poles is an integer multiple of 12, such as 24 poles, it can be made into a 6-phase motor or a 3-phase motor. The more phases there are, the more precise the position control accuracy can be obtained by controlling the commutation sequence of single-phase or multi-phase power-on.

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