Stator hybrid excitation type transverse flux reluctance motor

Abstract

The invention relates to the technical field of reluctance motors, and discloses a stator hybrid excitation type transverse flux reluctance motor, which comprises a rotor core, an alternating current armature winding and a plurality of excitation assemblies, the alternating current armature winding is an annular concentrated winding, the rotor core is coaxially and rotatably arranged in the alternating current armature winding, and the plurality of excitation assemblies are circumferentially and uniformly arranged. A plurality of salient poles are evenly distributed on the circumference of the outer side of the rotor core, the alternating-current armature windings and the excitation assemblies are matched with the salient poles, the excitation assemblies are divided into a plurality of electric excitation modules and a plurality of sets of permanent magnet excitation modules, the electric excitation modules are evenly distributed on the circumference, and the number of the permanent magnet excitation modules in each set of permanent magnet excitation modules is the same as that of the electric excitation modules. The permanent magnet excitation modules in each group of permanent magnet excitation modules are uniformly distributed along the circumference; the motor has the advantages of being wide in magnetic field flux adjusting range, large in speed adjusting range, high in flexibility and the like, meanwhile, automatic equipment offline can be achieved, production manufacturability and product consistency are high, production cost is low, and application and popularization are facilitated.

Description

Technical Field

[0001] This invention relates to the field of reluctance motor technology, specifically to a stator hybrid excitation type transverse flux reluctance motor. Background Technology

[0002] When traditional permanent magnet synchronous motors are used in harsh applications, the permanent magnets on the rotor core are susceptible to vibration, high temperatures, and other factors, leading to physical structural damage or irreversible demagnetization, which in turn affects the motor's service life and operating performance. To improve the strength of the motor's rotor core, domestic and international scholars have proposed various forms of switched reluctance motors with permanent magnet excitation on the stator side through topology design, replacing the permanent magnets from the rotor core side to the stator side. These permanent magnet reluctance motors include doubly salient pole reluctance motors, flux-reversing permanent magnet reluctance motors, and flux-switching permanent magnet reluctance motors.

[0003] The common feature of these permanent magnet reluctance motors is that, through magnetic circuit design, permanent magnets for excitation are added to the stator side of the motor, significantly improving the torque density. However, most existing reluctance motors use a single permanent magnet for excitation. Similar to traditional permanent magnet synchronous motors, when facing complex operating conditions requiring frequent magnetic field adjustments to match speed and torque demands, existing reluctance motors can only change the motor's operating state by adjusting the armature current. Because the permanent magnet is directly connected in series in the main magnetic circuit, the air gap reluctance is very large, making air gap magnetic field adjustment difficult and severely limiting the speed range. In addition, excessive d-axis current may cause irreversible demagnetization of the permanent magnet, resulting in reduced motor performance and shortened motor lifespan. Therefore, existing permanent magnet reluctance motors are difficult to operate flexibly over a wide speed range, exhibiting poor magnetic field adjustment flexibility and insufficient adaptability to multiple operating conditions, limiting their further application in wide-speed-range power generation, electric traction, and active / passive damping motor systems.

[0004] To address the aforementioned issues, those skilled in the art have been dedicated to the design and research of hybrid-excitation reluctance motors. Hybrid excitation refers to a reluctance motor based on a permanent magnet excitation system, incorporating a DC excitation winding. By adjusting the direction and magnitude of the current flowing through the DC excitation winding, the total excitation flux can be regulated. Existing hybrid-excitation reluctance motors typically place the DC excitation winding and the permanent magnet in the same stator slot. Through specific magnetic circuit design, effective superposition of the excitation flux from the DC excitation winding and the permanent magnet is achieved, thereby enabling wide-range adjustment of the AC armature winding flux and further facilitating flexible adjustment of the motor's torque and speed. However, existing hybrid-excitation reluctance motors are mostly radial flux motors, and the following shortcomings still exist in practical motor structure design: Firstly, in existing radial flux hybrid reluctance motors, there is a direct competition between electromagnetic load space. The magnetic load, armature winding electrical load, and field winding electrical load are limited by the characteristics of the electromagnetic materials and the heat dissipation system, and cannot be increased simultaneously. (For example, increasing the magnetic load will reduce the slot space, thus reducing the electrical load of both the armature and field windings; keeping the magnetic load and slot space constant, increasing the armature winding electrical load will reduce the field winding electrical load; increasing the electrical load of both the armature and field windings simultaneously will reduce the tooth cross-sectional area and decrease the magnetic load.) Because this spatial competition between electrical and magnetic loads is unavoidable, the motor's electrical and magnetic loads cannot be increased simultaneously, resulting in a lack of synchronous improvement in torque density and flux regulation capability, leading to poor adaptability to complex multi-condition applications. While transverse flux reluctance motors can resolve the direct competition between magnetic and electrical loads in radial flux motors, significantly improving torque density and torque output capability, their flux regulation performance, solely driven by permanent magnets, is poor. If a hybrid excitation technology is combined with transverse flux reluctance motor technology for design, although it can provide the ability to adjust the flux, if the armature winding and the excitation winding still share the cross-sectional space of the stator core, when the cross-sectional area of ​​the motor stator core remains unchanged, if the electrical load of one of the armature winding and the excitation winding is increased, the electrical load of the other will inevitably decrease; otherwise, the magnetic load will decrease. Therefore, there is still the objective problem that the magnetic load, the armature winding electrical load, and the excitation winding electrical load cannot be increased simultaneously in principle.

[0005] Secondly, the stator slot internal structure of existing radial flux hybrid reluctance motors is complex, with additional insulation requirements for the armature and excitation windings. The complex wiring configuration further hinders the adoption of automated production line technology during manufacturing. Even combining hybrid excitation technology with transverse flux reluctance motor technology in the design suffers from a complex core structure, resulting in irregular appearances of the armature and excitation windings, making automated production line technology impossible. The complexity of the winding structure and insulation design leads to poor manufacturability, inconsistent manual manufacturing, and high costs, further limiting the generalization, flexibility, and standardization of hybrid excitation permanent magnet reluctance motors. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the prior art and provide a stator hybrid excitation type transverse flux reluctance motor. Starting from the principle of flux superposition, the stator of the transverse flux reluctance motor is divided into two types: permanent magnet excitation module and electric excitation module. The flux of the two types of modules acts simultaneously with the same set of AC armature windings to realize the increase or decrease of the magnetic flux of the motor armature winding. It has the advantages of wide magnetic field flux adjustment range, large speed range, and high flexibility. At the same time, it can be automated and produced, with strong production process and product consistency, low production cost, and is conducive to promotion and application.

[0007] The objective of this invention is achieved through the following technical solution: A stator-hybrid excitation type transverse flux reluctance motor includes a rotor core, an AC armature winding, and several excitation components. The AC armature winding is a toroidal concentrated winding. The rotor core is coaxially and rotatably disposed within the AC armature winding. The several excitation components are evenly distributed circumferentially. Several salient poles are evenly distributed on the outer circumference of the rotor core. Both the AC armature winding and the excitation components are adapted to the salient poles. The excitation components are divided into several electric excitation modules and several groups of permanent magnet excitation modules. The electric excitation modules are evenly distributed around the circumference. The number of permanent magnet excitation modules in each group of permanent magnet excitation modules is the same as the number of electric excitation modules. The permanent magnet excitation modules in each group of permanent magnet excitation modules are evenly distributed around the circumference.

[0008] Specifically, the electric excitation module includes two electric excitation units, each including a U-shaped iron core and two DC excitation windings. The two DC excitation windings are respectively wound on the rods near both ends of the U-shaped iron core, with opposite winding directions. A first slot region is formed between the two DC excitation windings, which is engaged with the outside of the AC armature winding. The axis of the DC excitation winding is arranged along the radial direction of the rotor iron core. The two electric excitation units are arranged sequentially along the circumference of the AC armature winding, and are symmetrical to each other. The permanent magnet excitation module includes a U-shaped frame with a second slot region formed inside the U-shaped frame. The second slot region is snapped onto the outside of the AC armature winding. Magnet seats are fixedly connected to both ends of the U-shaped frame. Two permanent magnets are arranged side by side along the circumference of the AC armature winding at the end of the magnet seat away from the U-shaped frame. The magnetization direction of the permanent magnets is along the radial direction of the rotor core. The magnetization directions of the two permanent magnets on one magnet seat are opposite. The magnetization directions of the two permanent magnets on opposite sides of the AC armature winding are also opposite.

[0009] Furthermore, the end of the U-shaped iron core is fixed with an arc-shaped part, the permanent magnet is arc-shaped, and several arc-shaped parts and several permanent magnets are connected to form an annular air gap, which is adapted to the salient pole.

[0010] Specifically, the number of permanent magnet excitation modules is one or three.

[0011] The beneficial effects of this invention are: This stator-hybrid excitation type transverse flux reluctance motor is based on the existing transverse flux reluctance motor structure. The stator section's excitation components are divided into several electrically excited modules and several groups of permanent magnet excited modules. Each electrically excited module is circumferentially distributed, and each group of permanent magnet excited modules also has its own circumferentially distributed permanent magnet excited modules. Therefore, this stator-hybrid excitation type transverse flux reluctance motor belongs to both the transverse flux motor and the combined excitation type permanent magnet reluctance motor. On the one hand, it possesses the characteristic of relatively decoupled electromagnetic load space in transverse flux motors, which can simultaneously increase the motor's electromagnetic load, torque density, and torque output capability. On the other hand, it has flux regulation capability, which can effectively increase the motor's thrust density and speed range. This gives the stator-hybrid excitation type transverse flux reluctance motor the advantages of low-speed high thrust density and high-speed wide speed limit, significantly enhancing its application in wide-range speed-range motor systems such as wide-speed-range power generation, electric traction, and active / passive damping.

[0012] This stator-hybrid excitation type transverse flux reluctance motor divides the excitation components in the circumferential direction of the motor into two categories: permanent magnet excitation modules and electric excitation modules. Compared with the existing hybrid excitation motors that design the permanent magnet excitation part and the electric excitation part in the same motor slot, this effectively alleviates the planar competition between the electrical load of the electric excitation part and the electrical load of the AC armature winding, and solves the problem that the two types of electrical loads cannot be simultaneously increased in existing hybrid excitation motors. Adopting the above modular design, the proportion of electric excitation modules and permanent magnet excitation modules can be flexibly combined, enabling the formation of a variety of speed and torque output performance combinations based on the same basic module units. This covers the full range of torque and speed adjustment in complex application scenarios with multiple operating conditions, significantly enhancing the performance adjustment flexibility of the motor while reducing design difficulty and workload. Furthermore, with this modular design, the stator hybrid excitation type transverse flux reluctance motor can continue to operate even when there is a failure in the excitation component. When a three-phase motor is built from three such stator hybrid excitation type transverse flux reluctance motors, since each single-phase motor has multiple excitation components with minimal repeatability, there is no magnetic circuit connection between the windings of each phase, and the mutual inductance is close to zero. The motor has extremely strong fault tolerance, and the motor can still operate safely and reliably even if an excitation component is damaged and cannot be used. Attached Figure Description

[0013] Figure 1This is a schematic diagram of an embodiment of a stator hybrid excitation type transverse flux reluctance motor according to the present invention; Figure 2 This is a schematic diagram of the structure of the electric excitation module in this invention; Figure 3 This is a schematic diagram of the permanent magnet excitation module in this invention; Figure 4 This is a schematic diagram of another embodiment of the stator hybrid excitation type transverse flux reluctance motor of the present invention; Figure 5 This is a schematic diagram of the magnetic circuit principle of the permanent magnet excitation module and the electric excitation module in the magnetization mode of the present invention; Figure 6 This is a schematic diagram of the magnetic circuit principle of the permanent magnet excitation module and the electric excitation module in the field weakening mode of the present invention. In the diagram, 1-rotor core, 2-AC armature winding, 3-salient pole, 4-U-shaped core, 5-DC excitation winding, 6-U-shaped frame, 7-magnetic base, 8-permanent magnet, 9-arc section. Detailed Implementation

[0014] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings, but the scope of protection of the present invention is not limited to the following description.

[0015] like Figure 1 , Figure 4 As shown, the basic structure of a stator-hybrid excitation type transverse flux reluctance motor can refer to the existing permanent magnet reluctance motors that are solely excited by permanent magnets. It includes a rotor core 1, an AC armature winding 2, and several excitation components. The AC armature winding 2 is a ring-shaped concentrated winding. The rotor core 1 is coaxially and rotatably arranged within the AC armature winding 2. Several excitation components are evenly distributed circumferentially. Several salient poles 3 are evenly distributed on the outer circumference of the rotor core 1. The AC armature winding 2 and the excitation components are adapted to the salient poles 3 (the embodiment shown in the attached figure does not depict the motor housing and only illustrates the structure of twelve excitation components and twelve salient poles 3; the adaptation relationship refers to satisfying the matching relationship between the excitation components and the salient poles 3 in terms of structure and quantity in the permanent magnet reluctance motor). In existing permanent magnet reluctance motors that are solely excited by permanent magnets, the excitation component is only for permanent magnet excitation. The combined magnetic force generated by the permanent magnet flux of the permanent magnet and the magnetic flux generated after the AC armature winding 2 is energized drives the rotor core 1 to rotate. Because the permanent magnets in existing permanent magnet reluctance motors do not have the ability to adjust magnetic flux, and the permanent magnets are fixed on the tooth surface of the stator near the air gap side or in the middle of the stator core teeth, the equivalent air gap of the motor is relatively large. When the motor needs to run above the base speed, the motor speed can only be increased by strengthening the demagnetizing current of the d-axis to weaken the magnetic field. However, an excessively large equivalent air gap will lead to an increase in the magnetic reluctance of the main magnetic circuit, a weakening of the armature reaction, and difficulty in adjusting the air gap magnetic field, thus limiting the multi-condition comprehensive operation capability of the permanent magnet reluctance motor.

[0016] Based on the existing permanent magnet reluctance motor structure, the aforementioned excitation components are divided into two categories. One category consists of electrically excited modules, of which several are arranged circumferentially as needed. The induced magnetic flux of the electrically excited modules can be adjusted by regulating the direction and magnitude of the current. The other category consists of permanent magnet excited modules, still energized by permanent magnets. These permanent magnet excited modules are divided into several groups as needed, with the number of permanent magnet excited modules in each group being the same as the number of electrically excited modules. The permanent magnet excited modules in each group are also arranged circumferentially. Let the number of groups of permanent magnet excited modules be N. In the above structure, the N permanent magnet excited modules adjacent to a certain electrically excited module, together with that electrically excited module, constitute a magnetic adjustment unit, such as... Figure 5 , Figure 6 As shown, although the magnetic flux of the permanent magnet remains constant, when the motor needs to increase the output torque, the direction of the current in the electric excitation module can be controlled so that the direction of its induced magnetic field is consistent with the direction of the magnetic field of the permanent magnet excitation module. At this time, the field adjustment unit enters the magnetization mode, which can increase the total linkage magnetic flux in the AC armature winding 2. When the motor needs to weaken the field to reduce the induced electromotive force, the direction of the current in the electric excitation module can be reversed, thereby making the direction of its induced magnetic field opposite to the direction of the magnetic field of the permanent magnet excitation module. At this time, the field adjustment unit enters the field weakening mode, which can reduce the total linkage magnetic flux in the AC armature winding 2. By controlling the magnitude of the current flowing through the electric excitation module, the strength of the induced magnetic field of the electric excitation module can be adjusted, thereby adjusting the degree of the above magnetization or field weakening process. Therefore, this stator-hybrid excitation transverse flux reluctance motor has flux regulation capability, which can effectively increase the thrust density and speed range of the motor. This gives the stator-hybrid excitation transverse flux reluctance motor the advantages of low speed and high thrust density, and high speed and wide speed limit. It can significantly improve the further application of the motor in wide-speed range motor systems such as wide-speed range power generation, electric traction, and active and passive damping. At the same time, the rotor part of the stator-hybrid excitation transverse flux reluctance motor consists only of rotor core 1, which can significantly improve the rotor strength of the motor.

[0017] This stator hybrid excitation type transverse flux reluctance motor is a structural form of hybrid excitation type permanent magnet reluctance motor. It divides the excitation components in the circumferential direction of the motor into two categories: permanent magnet excitation module and electric excitation module. Compared with the existing hybrid excitation type motor structure that designs the permanent magnet excitation part and the electric excitation part in the same motor slot, it can effectively alleviate the planar competition between the electric load of the electric excitation part and the electric load of the AC armature winding 2, and solve the problem that the two types of electric loads cannot be increased at the same time in the existing hybrid excitation type motor.

[0018] In this stator hybrid excitation transverse flux reluctance motor, the main flux path of the motor is perpendicular to the direction of motion of the rotor core 1. It also belongs to a structural form of transverse flux motor and has the characteristic of relative decoupling of electromagnetic load space in transverse flux motor. It can simultaneously increase the electromagnetic load of the motor and increase the torque density and torque output capability of the motor.

[0019] This stator hybrid excitation type transverse flux reluctance motor adopts a modular design for excitation, allowing for flexible combinations of electrical excitation and permanent magnet excitation modules. This enables a variety of speed and torque output performance combinations based on the same basic module units. For example, Figure 1 and Figure 4 The diagrams shown are typical reluctance motor structures with twelve salient poles (3 poles). Figure 1 In the embodiment shown, there is only one set of permanent magnet excitation modules. The electric excitation module and the adjacent permanent magnet excitation module are used to form a magnetic adjustment unit. At this time, the motor has strong adjustment capability and general torque density. Figure 4 In the illustrated embodiment, there are three groups of permanent magnet excitation modules. The electric excitation module and three adjacent permanent magnet excitation modules form a magnetic adjustment unit. In this case, the motor has a high torque density and general adjustment capability. Therefore, by combining different types of modules, this stator hybrid excitation type transverse flux reluctance motor can cover the full range of torque and speed adjustment in complex application scenarios with multiple operating conditions. This significantly enhances the performance adjustment flexibility of the motor while reducing design difficulty and workload.

[0020] Furthermore, by employing this modular design, this stator hybrid excitation type transverse flux reluctance motor can continue to operate even when an excitation component fails. It should be understood that, as... Figure 1 , Figure 4 The embodiment shown is a implementation of the stator hybrid excitation type transverse flux reluctance motor as a single-phase motor. In application, the three single-phase motors can also be built into a three-phase motor according to the axial topology. Since each single-phase motor has multiple excitation components with minimal repeatability, there is no magnetic circuit connection between the windings of each phase, and the mutual inductance is close to zero. The motor has extremely strong fault tolerance. Even if an excitation component is damaged and cannot be used, the motor can still operate safely and reliably.

[0021] This stator-hybrid excitation type transverse flux reluctance motor has two sets of excitation sources (permanent magnet excitation module and electric excitation module) that can operate independently or in combination. When the motor is operating at low speed and light load, the electric excitation module does not need to be energized, and the magnetic field is provided only by the permanent magnet excitation module. At this time, the overall copper loss and iron loss of the motor are reduced, and the efficiency at low speed can be significantly improved. When the motor faces high speed and high torque conditions, the electric excitation module can directly achieve the requirements of field weakening and voltage reduction. At this time, the current flowing through the AC armature winding 2 is still used to generate torque, without the need to provide a field weakening component. Compared with conventional motors, the armature current utilization rate is higher, and the magnetic flux density of the iron core is reduced by the field weakening effect. The iron loss of the motor is reduced under high speed and high frequency conditions. It also has low loss and high efficiency at high speed, which helps to achieve energy saving and efficiency improvement under multiple operating conditions.

[0022] In practical implementation: such as Figure 2 As shown, the electric excitation module includes two electric excitation units, each comprising a U-shaped iron core 4 and two DC excitation windings 5. The two DC excitation windings 5 ​​are wound on the rods near both ends of the U-shaped iron core 4, and the winding directions of the two DC excitation windings 5 ​​are opposite. See also... Figure 1 , Figure 4 A first slot region is formed between the two DC excitation windings 4, and the first slot region is engaged with the outside of the AC armature winding 2. The axis of the DC excitation winding is arranged along the radial direction of the rotor core 1. The two electric excitation units are arranged sequentially along the circumference of the AC armature winding 2. The two electric excitation units are symmetrical to each other. After energization, the magnetic flux directions at both ends of the U-shaped core 4 are opposite. Due to the symmetry of the two electric excitation units, the magnetic flux directions of the two DC excitation windings 5 ​​located on the same side of the AC armature winding are also opposite. Figure 3 As shown, the permanent magnet excitation module includes a U-shaped frame 6, with a second slot area formed inside the U-shaped frame 6. The second slot area is snapped onto the outside of the AC armature winding 2. Both ends of the U-shaped frame 6 are fixedly connected to magnet seats 7. At the end of the magnet seat 7 away from the U-shaped frame 8, two permanent magnets 8 are arranged side by side along the circumferential direction of the AC armature winding 2. The magnetization direction of the permanent magnets 8 is along the radial direction of the rotor core 1. The magnetization directions of the two permanent magnets 8 on one magnet seat 7 are opposite. The magnetization directions of the two permanent magnets 8 on opposite sides of the AC armature winding 2 are also opposite.

[0023] In the above structure, both the electric excitation module and the permanent magnet excitation module are the aforementioned excitation components. They form a similar structure in terms of excitation, without affecting the internal structure of the motor and maintaining stable motor operation. The electric excitation module includes two U-shaped iron cores 4 and four DC excitation windings 5. The DC excitation windings 5 ​​can be directly wound on the rods near both ends of the U-shaped iron cores 4. The permanent magnet excitation module includes one U-shaped frame 6 and four permanent magnets 8. The magnet base 7 can be integrally formed with the U-shaped frame 6, and the permanent magnets 8 can be directly mounted on the magnet base 7 in a patch form. Both the electric and permanent magnet excitation modules have extremely simple structures. The U-shaped iron cores 4 and U-shaped frame 6 can be made from soft magnetic composite material powder compression. The AC armature winding 2 of the motor is only a simple circular ring concentrated winding. Both the AC armature winding 2 and the DC excitation winding 5 are simple toothed winding forms, and both can be automated for production. These structural features also give the motor several advantages during production, such as strong manufacturability, good product consistency, and low production costs.

[0024] Furthermore, such as Figure 2 , Figure 3 As shown, the end of the U-shaped iron core 4 is fixed with an arc-shaped part 8, and the permanent magnet 8 is arc-shaped; as Figure 1 , Figure 4 As shown, several arc-shaped portions 9 and several permanent magnets 8 are connected to form an annular air gap. The air gap is adapted to the salient pole 3, so that the outer end of the salient pole 3 is close to the air gap, thereby reducing the air gap of the motor.

[0025] The above description is merely a preferred embodiment of the present invention. It should be understood that the present invention is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the concept described herein through the above teachings or related technologies or knowledge. Modifications and variations made by those skilled in the art that do not depart from the spirit and scope of the present invention should be within the protection scope of the appended claims.

Claims

1. A stator-hybrid excitation type transverse flux reluctance motor, comprising a rotor core, an AC armature winding, and a plurality of excitation components, wherein the AC armature winding is a ring-shaped concentrated winding, the rotor core is coaxially and rotatably disposed within the AC armature winding, the plurality of excitation components are evenly distributed circumferentially, and a plurality of salient poles are evenly distributed on the outer circumference of the rotor core, and the AC armature winding and excitation components are adapted to the salient poles, characterized in that... The excitation components are divided into several electric excitation modules and several groups of permanent magnet excitation modules. The electric excitation modules are evenly distributed around the circumference. The number of permanent magnet excitation modules in each group of permanent magnet excitation modules is the same as the number of electric excitation modules. The permanent magnet excitation modules in each group of permanent magnet excitation modules are evenly distributed around the circumference.

2. A stator hybrid excitation type transverse flux reluctance motor according to claim 1, characterized in that, The electro-excitation module includes two electro-excitation units. The electrically excited unit includes a U-shaped iron core and two DC excitation windings. The two DC excitation windings are respectively wound on the rods near both ends of the U-shaped iron core, and the winding directions of the two DC excitation windings are opposite. A first slot region is formed between the two DC excitation windings. The first slot region is engaged with the outside of the AC armature winding. The axis of the DC excitation winding is arranged along the radial direction of the rotor iron core. The two electric excitation units are arranged sequentially along the circumference of the AC armature winding, and the two electric excitation units are symmetrical to each other; The permanent magnet excitation module includes a U-shaped frame with a second slot region formed inside the U-shaped frame. The second slot region is snapped onto the outside of the AC armature winding. Magnet seats are fixedly connected to both ends of the U-shaped frame. Two permanent magnets are arranged side by side along the circumference of the AC armature winding at the end of the magnet seat away from the U-shaped frame. The magnetization direction of the permanent magnets is along the radial direction of the rotor core. The magnetization directions of the two permanent magnets on one magnet seat are opposite. The magnetization directions of the two permanent magnets on opposite sides of the AC armature winding are also opposite.

3. A stator hybrid excitation type transverse flux reluctance motor according to claim 2, characterized in that, The U-shaped iron core has an arc-shaped part fixed at its end. The permanent magnet is arc-shaped. Several arc-shaped parts and several permanent magnets are connected to form a ring-shaped air gap. The air gap is adapted to the salient pole.

4. A stator hybrid excitation type transverse flux reluctance motor according to any one of claims 1 to 3, characterized in that, The number of permanent magnet excitation modules is one set.

5. A stator hybrid excitation type transverse flux reluctance motor according to any one of claims 1 to 3, characterized in that, The number of permanent magnet excitation modules is three.

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