Permanent magnet motor multi-set stator pole pair number gear shifting regulation and control system free of gear speed changing box and stepless speed changing box

Abstract

A permanent magnet motor multi-set stator pole pair number gear shifting regulation and control system free of a gearbox and a stepless gearbox is composed of a permanent magnet motor and a regulation and control device, the difference of the approximate fraction ratio of the rotor permanent magnet number to the stator tooth number of the permanent magnet motor is one, the rotor permanent magnet number and the stator tooth number are both even numbers, and the stator tooth number is a multiple of three. The regulation and control device is composed of an inverter, a speed changing unit, a permanent magnet motor rotating speed communication circuit and a plurality of groups of three-phase windings which are respectively arranged in the permanent magnet motor and are wound and connected with a plurality of stator tooth discs which are correspondingly and uniformly distributed, and the inverter is controlled by the speed changing unit to supply power to the three-phase windings which are arranged in the permanent magnet motor and have the frequency required by the rotating speed. And the speed changing unit is regulated and controlled by the output power of the permanent magnet motor rotating speed communication circuit, so that the permanent magnet motor can generate multi-section speed regulation, the vehicle can be directly driven, and the load energy consumption of a mechanical gearbox used by the electric vehicle is saved.

Description

TECHNICAL FIELD

[0001] The present application relates to a kind of permanent magnet motor of switching speed of multiple sets of stator pole pair number and regulating device, especially a kind of permanent magnet motor can produce two to three section replacement pole pair number, such as with 12 pole pair number is replaced with 6 pole pair number, or with 6 pole pair number is replaced with 3 pole pair number direct drive vehicle, avoid the transmission structure that permanent magnet motor output shaft must be connected mechanical gearbox and carry out multi-gear variable speed drive electric vehicle, save the load energy consumption of electric vehicle using mechanical gearbox, make electric vehicle more power saving, improve efficiency. BACKGROUND

[0002] Although the present era has made progress since the industrial revolution, environmental and energy problems such as excessive carbon dioxide emissions into the atmosphere due to burning fossil fuels, leading to global warming, and oil energy depletion, etc. have come one after another, making countries around the world develop new technology development strategies, hoping that future environmental protection and sustainable economic development can be a win-win situation. The most widely watched is the clean energy-consuming electric vehicle, such as electric cars, electric motorbikes, electric ships or large electric aircraft, etc.

[0003] As shown in Figure 1 Today's electric vehicles such as cars, in addition to relying on high-capacity high-energy storage batteries 4, the role of electric motor 5 is the most important in terms of power performance. However, the electric motor 5 used in general electric vehicles runs at a high speed of 6000-20000 revolutions per minute (rpm), and is reduced to 3000 revolutions per minute (rpm) by mechanical transmission 6 such as gear set transmission, reduction gearbox or continuously variable transmission (CVT, Continuously Variable Transmission) etc. Although the mechanical structure has the characteristics of solid and durable structure, the mechanical transmission itself is quite heavy, which increases the load weight of the electric vehicle, and the backlash between the gears and the transmission friction will cause unnecessary energy consumption, reducing the efficiency of the motor and increasing the energy consumption of the vehicle by 20-30%, shortening the range.

[0004] If the electric motor itself can switch multiple stator pole pairs directly to drive the wheels and drive the vehicle body, then the car no longer needs to be equipped with a mechanical transmission, saving 20-30% of the load energy consumption, which can be transferred to increase the use of electricity in other aspects of the car. The whole car becomes lighter and consumes less electricity, runs faster and lasts longer. Even electric vehicles without mechanical transmission can have fewer battery packs than electric vehicles with mechanical transmission, run at the same speed and have the same range, making electric vehicles more power efficient and reducing the cost of using batteries, which is good for the environment and energy saving.

[0005] However, the performance of the electric motor is still not ideal, for example: the patent application with publication number CN101800458A, entitled "Integrated dual power control brushless motor", patent number 1228342, entitled "Permanent magnet row rotating armature", Taiwan patent with publication number 201614947, entitled "Variable structure motor and its driving circuit", etc. The structure generally has the following defects:

[0006] 1. The electric motor switching winding group will have a short time without power supply, which will cause the delay of the variable speed process and the instantaneous speed fluctuation.

[0007] 2. For example, the stator 36 tooth rotor permanent magnet number 48 is 4 stator pole pairs (4 pole pairs), if changed to other and pairs, it may not work, the ratio cannot be arbitrary.

[0008] 3. The copper loss and iron loss of high-speed motor are very large loss of torque and power consumption 20-30%, which shortens the cruising range.

[0009] 4. The Taiwan patent with publication number 201614947, entitled "Variable structure motor and its driving circuit", only changes the two groups of series and parallel current from 1 to 1.73 times, which is not more suitable for the multi-gear switching of the multi-gear variable pole permanent magnet motor structure. SUMMARY

[0010] The purpose of the present application is to provide a permanent magnet motor multi-set stator pole pair number gear shifting control system without using gear box and stepless speed change box, which is different from the structure that the motor power output shaft of the existing permanent magnet motor needs to be equipped with a mechanical gearbox to realize multi-gear shifting and torque conversion for the vehicle. The permanent magnet motor and the control device are composed of the permanent magnet motor and the control device. The ratio of the number of rotor permanent magnet strips to the number of stator teeth is one, and the number of rotor permanent magnet strips and the number of stator teeth are both even numbers, and the number of stator teeth is a multiple of three. The control device is composed of an inverter, a speed shifting unit, a permanent magnet motor speed transmission circuit, and a plurality of three-phase winding lines. The three-phase winding lines are grouped and placed in the permanent magnet motor to correspond to the evenly distributed number of stator tooth plates, and are connected in series. The speed shifting unit controls the inverter to supply power to the three-phase winding group in the permanent magnet motor corresponding to the required frequency of the speed, and the speed shifting unit is also controlled by the output power of the permanent magnet motor speed transmission circuit. In this way, the permanent magnet motor can generate multi-stage speed regulation and directly drive the vehicle, avoiding the transmission structure of the existing permanent magnet motor output shaft which needs to be connected with a mechanical gearbox for multi-gear shifting to drive the electric vehicle, saving the load energy consumption of the electric vehicle using the mechanical gearbox, and making the electric vehicle more power saving and efficient.

[0011] Another object of the present application is to provide a permanent magnet motor multi-set stator pole pair number gear shifting control system without using a gear box and a continuously variable transmission, which is a direct current permanent magnet brushless variable frequency motor, a multi-set three-phase winding group is wound on the same silicon steel sheet stator and embedded in the number of permanent magnet bar (note: permanent magnet bar is a neodymium iron boron permanent magnet material) type rotor structure, forming a controllable stator magnetic pole pair switching, changing the speed of the permanent magnet motor, and the structure can avoid the number of permanent magnet bar exposed, easy to damage the performance of the motor.

[0012] Another object of the present application is to provide a permanent magnet motor multi-set stator pole pair number gear shifting control system without using a gear box and a continuously variable transmission, which is a direct current permanent magnet brushless variable frequency motor, a multi-set three-phase winding group is wound on the same silicon steel sheet stator and embedded in the number of permanent magnet bar (note: permanent magnet bar is a neodymium iron boron permanent magnet material) type rotor structure, forming a controllable stator magnetic pole pair switching, changing the speed of the permanent magnet motor, and the structure can avoid the number of permanent magnet bar exposed, easy to damage the performance of the motor.

[0013] In addition, the permanent magnet motor used in the present application is a direct current permanent magnet brushless variable frequency motor, the low, medium and high three different speed gears can be automatically converted and manually converted by the control device. The need for manual speed adjustment or automatic speed adjustment is truly considered according to the local conditions or the time and the person, for example, when driving on a flat road, the driving resistance is small, the vehicle speed will inevitably increase spontaneously, if the driver ignores the manual operation of the low gear at this time, it still needs to be pushed at a slow speed with a large torque, which will cause the control device to automatically respond to the speed motor speed increase, and the power supply frequency does not correspond to the speed increase condition, the stator pole pair number switching microprocessor will automatically replace the higher speed three-phase inverter with the lower speed three-phase inverter to complete the speed conversion. If the driver predicts that the road will be rough or uphill, the automatic mode of the stator pole pair number switching microprocessor can be manually controlled to cancel the low gear of the permanent magnet motor that the driver wants to drive, or the automatic speed adjustment fails, and the manual speed adjustment is still used for remediation during driving. In short, whether it is switching to high speed or switching to low speed, it can be effectively balanced by manual or automatic control to maintain the best control. Alternatively, the direct current permanent magnet motor is a brushless variable frequency type, and it can also have only low and high speed gears that can be automatically converted by the control device according to the motor pole pair number, which also effectively maintains the best speed control of the permanent magnet motor.

[0014] Further, the permanent magnet motor provided by the present application is a direct current permanent magnet brushless variable frequency motor, which is not an induction motor, so the ratio error of the number of magnetic poles and the number of winding teeth is easily overlooked, and the motor cannot operate. Therefore, the ratio of the number of magnetic poles of the rotor embedded permanent magnet (one pair is one pole) and the number of winding teeth of the stator (three teeth are one pole) is limited, the ratio of the number of rotor permanent magnet strips and the number of stator teeth is one, and the number of rotor permanent magnet strips and the number of stator teeth are both even numbers. The number of stator teeth is a multiple of three, for example, the ratio of the number of stator teeth to the number of rotor magnetic strips is 3:2 or 2:3 or 4:3 or 3:4 or even 9:8 or 9:10, so that the number of rotor permanent magnet strips is always opposite to one more winding address or one less winding address at any time, so that the electric motor can form a magnetic force biasing and quickly start or change speed in response to the change of the amount of electromagnetic force and the distribution of the electromagnetic force ring distance. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 Power transmission schematic diagram of electric vehicle.

[0016] Figure 2 Control device circuit diagram in the permanent magnet motor multi-set stator pole pair number gear control system of the present application without gear transmission and stepless transmission.

[0017] Figure 3Permanent magnet motor disassembly in gearless gearbox and stepless gearbox free permanent magnet motor multi-set stator pole number gear shifting control system of the present application Figure 1 .

[0018] Figure 4 Permanent magnet motor disassembly in gearless gearbox and stepless gearbox free permanent magnet motor multi-set stator pole number gear shifting control system of the present application Figure 2 .

[0019] Figure 5 Three-phase high-speed winding group U-phase line segment tooth winding position map of permanent magnet motor in gearless gearbox and stepless gearbox free permanent magnet motor multi-set stator pole number gear shifting control system of the present application

[0020] Figure 6 Three-phase high-speed winding group V-phase line segment tooth winding position map of permanent magnet motor in gearless gearbox and stepless gearbox free permanent magnet motor multi-set stator pole number gear shifting control system of the present application

[0021] Figure 7 Three-phase high-speed winding group W-phase line segment tooth winding position map of permanent magnet motor in gearless gearbox and stepless gearbox free permanent magnet motor multi-set stator pole number gear shifting control system of the present application

[0022] Figure 8 Three-phase medium-speed winding group U-phase line segment tooth winding position map of permanent magnet motor in gearless gearbox and stepless gearbox free permanent magnet motor multi-set stator pole number gear shifting control system of the present application

[0023] Figure 9 Three-phase medium-speed winding group V-phase line segment tooth winding position map of permanent magnet motor in gearless gearbox and stepless gearbox free permanent magnet motor multi-set stator pole number gear shifting control system of the present application

[0024] Figure 10 Three-phase medium-speed winding group W-phase line segment tooth winding position map of permanent magnet motor in gearless gearbox and stepless gearbox free permanent magnet motor multi-set stator pole number gear shifting control system of the present application

[0025] Figure 11 Three-phase low-speed winding group U-phase line segment tooth winding position map of permanent magnet motor in gearless gearbox and stepless gearbox free permanent magnet motor multi-set stator pole number gear shifting control system of the present application

[0026] Figure 12 Three-phase low-speed winding group V-phase line segment tooth winding position map of permanent magnet motor in gearless gearbox and stepless gearbox free permanent magnet motor multi-set stator pole number gear shifting control system of the present application

[0027] Figure 13The permanent magnet motor three-phase low-speed winding group W-phase wire section tooth distribution position map in the permanent magnet motor multi-set stator pole number gear shifting control system of the gear-free gearbox and step-free gearbox of the application.

[0028] Figure 14 The torque speed performance comparison curve diagram of the permanent magnet motor multi-set stator pole number gear shifting control system of the gear-free gearbox and step-free gearbox of the application.

[0029] Figure 15 Another embodiment diagram of the permanent magnet motor multi-set stator pole number gear shifting control system of the gear-free gearbox and step-free gearbox of the application.

[0030] Figure 16 Another embodiment line diagram of the control device in the permanent magnet motor multi-set stator pole number gear shifting control system of the gear-free gearbox and step-free gearbox of the application.

[0031] Reference signs:

[0032] 1, 2, 3 - rotor permanent magnet strip;

[0033] 4 - battery;

[0034] 5 - electric motor;

[0035] 6 - mechanical transmission;

[0036] 10 - permanent magnet motor;

[0037] 11 - rotor;

[0038] 12 - rotor shaft seat;

[0039] 20 - control device;

[0040] 21 - shifting unit;

[0041] 21A - multi-section manual switch;

[0042] 21B, 21C, 21D - section contact;

[0043] 21D - full section common contact;

[0044] 21E - relay;

[0045] 21F, 21G, 21H - three normally closed points;

[0046] 21I, 21J, 21K - three normally open points;

[0047] 21L - relay electromagnet;

[0048] 22 - handle speed regulator;

[0049] 22A - Variable Hull Integrated Circuit Speed ​​Controller;

[0050] 23, 23A, 24, 25 - Inverters;

[0051] 26 - Permanent magnet motor speed transmission circuit;

[0052] 26A - Rotor speed sensor;

[0053] 26B - Induction coil circuit;

[0054] 26C - Step-down and rectifier circuit;

[0055] 26D-bridge rectifier circuit;

[0056] 26E - Step-down resistor;

[0057] 26F - Electrolytic capacitor;

[0058] 27-Stator pole pair switching microprocessor;

[0059] 28A, 28B, 28C, 28D, 28E - Three-phase wound circuits;

[0060] 29-DC power supply;

[0061] 30 - External rotor permanent magnet motor;

[0062] L1, L2, L3, L4, L5, L6, L7, L8, L9 - Three-phase winding groups;

[0063] T1,T2,T3,T4,T5,T6,T7,T8,T9,T10,T11,T12,T13,T14,T15,T16,T17,T18,T19,T2 0,T21,T22,T23,T24,T25,T26,T27,T28,T29,T30,T31,T32,T33,T34,T35,T36-stator teeth;

[0064] U1, U2, U3 - U-phase power output terminals;

[0065] V1, V2, V3 - V-phase power output terminals;

[0066] W1, W2, W3-W phase power output terminals;

[0067] Y1, Y2, Y3 - Common connection point;

[0068] P1, P2, P3 - Performance curves. Detailed Implementation

[0069] Please refer to the circuit diagram of the control device in section 2, and Figure 3 Disassembly of permanent magnet motorFigure 1 , and Figure 4 Permanent magnet motor decomposition Figure 2 As shown in the figures, the present invention consists of a permanent magnet motor 10 and a regulating device 20, the number of rotor permanent magnet strips 1, 2, 3 of the permanent magnet motor 10 and the number of stator teeth T1, T2, T3 are different by one in the ratio of division, and the number of rotor permanent magnet strips 1, 2, 3 and the number of stator teeth T1, T2, T3 are both even numbers; the number of stator teeth T1, T2, T3 is a multiple of three, and the number of stator teeth T1, T2, T3 is shown as 36 tooth columns in the figure, while the number of rotor permanent magnet strips 1, 2, 3 is 48, and it is a buried permanent magnet motor with the number of permanent magnet strips 1, 2, 3 buried in the shallow layer of the outer surface of the rotor 11, and it is also a direct current permanent magnet brushless variable frequency motor with silicon steel sheet as the stator material and neodymium iron boron as the permanent magnet strip material.

[0070] As shown in Figure 3 , the regulating device 20 consists of inverters 23, 24, 25, a speed changing unit 21, a permanent magnet motor speed transmission circuit 26, and a set of three-phase winding lines 28A, 28B, 28C, as shown in Figure 3 , the three-phase winding lines 28A, 28B, 28C are grouped and placed in the permanent magnet motor 10 to be wound around the corresponding number of stator teeth T1, T2, T3, and the speed changing unit 21 controls the inverters 23, 24, 25 to supply power to the set of three-phase winding lines in the permanent magnet motor 10 corresponding to the required power of the corresponding speed, and the speed changing unit 21 is also controlled by the output power of the permanent magnet motor speed transmission circuit 26, thereby enabling the permanent magnet motor 10 to generate corresponding multi-stage speed switching and adjust the torque by switching the number of pole pairs.

[0071] Further details of its structure, the speed changing unit 21 includes a multi-stage hand control switch 21A, a handle speed regulator 22 and a stator pole pair switching microprocessor 27, and the inverters 23, 24, 25 are divided into low speed, medium speed and high speed, all corresponding to the connection of the DC power supply 29, and the set of three-phase winding lines 28A, 28B, 28C are also divided into low speed group lines, medium speed group lines and high speed group lines, as shown in the figure, L1, L2, L3 are low speed group, L4, L5, L6 are medium speed group, L7, L8, L9 are high speed group, and the number of stator teeth T1, T2, T3 (see Figure 3The required torque for each phase is used to wind up to four adjacent stator teeth T1, T2, T2 with equal arc spacing, ensuring that the winding sequence between phases is staggered so that all stator teeth T1, T2, T2 are wound around each other. Each phase must have one wire end shared with one wire end of another phase (i.e., connected as common points Y1, Y2, Y3 in the diagram). Detailed winding structure will be described later. The input terminals of inverters 23, 24, and 25 are respectively connected to one of the corresponding multi-segment manual switches 21A, at points 21B, 21C, and 21D, and are then branched off to the stator pole pair switching. The output terminal of the microprocessor 27 is connected to the common contact 21D of the multi-segment hand switch 21A, and then via the grip speed controller 22 to a message input terminal corresponding to the stator pole pair switching microprocessor 27. Another message input terminal of the stator pole pair switching microprocessor 27 is connected to the output terminal of the permanent magnet motor speed transmission circuit 26. In practice, this permanent magnet motor speed transmission circuit 26 can be a rotor speed sensor 26A. The sensing end of the rotor speed sensor 26A can be a Hall integrated circuit sensing circuit that senses the rotational speed of the rotor permanent magnet bars 1 and 2. (For details on rotor permanent magnet bars 1 and 2, please refer to...) Figure 2 , or as before Figure 4 As shown, the sensing end of the rotor speed sensor 26A can be an induction coil circuit 26B that senses the rotational speed of the permanent magnet strips 1 and 2 of the rotor of the permanent magnet motor 10. The sensing end of the grip speed controller 22 can be a Hall integrated circuit sensing circuit that senses the rotational speed and address of the grip magnetic point. Alternatively, as shown in the figure, the sensing end of the grip speed controller 22 can be a variable Hall integrated circuit speed controller 22A that senses the rotational speed and address of the grip rotation contact point. This configuration allows the vehicle to be directly driven, avoiding the need for the output shaft of the existing permanent magnet motor 10 to be connected to a mechanical gearbox for multi-speed driving of the electric vehicle. This saves the load energy consumption of the electric vehicle using a mechanical gearbox, making the electric vehicle more energy-efficient and improving its performance.

[0072] The permanent magnet motor 10 has the following structure: Figure 2 Disassembly of permanent magnet motor Figures 5 to 13 As shown, the sensing end of the rotor speed sensor 26A can be embedded in the rotor shaft seat 12 protruding from the end shell of the rotor 11 of the permanent magnet motor 10, so as to sense the speed of the permanent magnet motor 10 in real time and transmit the feedback to the aforementioned stator pole pair switching microprocessor 27. The stator pole pair switching microprocessor 27 then determines the speed and performs automatic frequency conversion control of the permanent magnet motor 10.

[0073] And the specific stator winding structure and winding order, for this stator teeth 36 and the number of rotor permanent magnet 48, three-phase low-speed for the stator 12 pole pairs drive (note: that is 12 cycle drive power) permanent magnet motor 10 low-speed high-torque utilization; three-phase medium-speed for 6 pole pairs drive (note: that is 6 cycle drive power) drive permanent magnet motor 10 medium-speed torque utilization; three-phase high-speed for 3 pole pairs drive (note: that is 3 cycle drive power) drive permanent magnet motor 10 high-speed low-torque utilization as an example, list as follows, with Figure 5 It can be understood by comparison.

[0074] Figure 8 , 7 and 7 shown in the stator 3 pole pairs winding sequence as follows: (high speed)

[0075]

[0076] Figure 11 , 9 and 10 shown in the stator 6 pole pairs winding sequence as follows: (medium speed)

[0077]

[0078] Figure 14 , 12 and 13 shown in the stator 12 pole pairs winding sequence as follows: (low speed)

[0079]

[0080] Thus, the above table belongs to the low-speed action of the inverter 23 (inverter 23 please see the previous figure described) output to the low-speed group of three-phase winding line 28A, so that the line group L1, L2, L3 ring around the winding number of stator teeth (number of stator teeth and winding sequence, please see the table related fields), each phase must be stator teeth number with equal arc distance to take non-adjacent teeth winding, phase and phase between the ring around the winding sequence phase staggered through all the stator teeth (from T1 to T36, no skip number) are wound, and each phase must have a line end with a line end of the other phase into a common point Y1, and the inverter 24 (inverter 24 please see the previous figure described) belonging to the medium-speed action of the output to the medium-speed group of three-phase winding line 28B, so that its line group L4, L5, L6 also ring around the winding number of stator teeth, each phase must be stator teeth with equal arc distance to take two adjacent teeth winding, phase and phase between the ring around the winding sequence phase staggered through all the stator teeth (from T1 to T36, no skip number) are wound, and each phase must have a line end with a line end of the other phase into a common point Y2, and the inverter 25 (inverter 25, please see the previous figure described) belonging to the high-speed action of the output to the high-speed group of three-phase winding line 28C, so that its line group L7, L8, L9 also ring around the winding number of stator teeth (number of stator teeth and winding sequence, please see the table related fields), each phase must be stator teeth (from T1 to T36) with equal arc distance to take four adjacent teeth winding, phase and phase between the ring around the winding sequence phase staggered through all the stator teeth (from T1 to T36, no skip number) are wound, and each phase must have a line end with a line end of the other phase into a common point Y3 rule, and, the entire switching movement of the operating speed and torque of the permanent magnet motor 10 also follows the law of conservation of energy, high-speed drive fast operation must make the power generated per tooth per unit time lower than the low-speed drive fast operation, and the relationship between work and force can be derived from the output size and the speed of the high speed, and the speed and the speed of the high speed, so it must be as Figure 15 shown, the performance curve P1 represents three-phase high-speed (note: winding into the stator 3 pole pairs, permanent magnet motor 10 every turn of the circle has to 3 period drive power) with high-speed low-torque performance, and the performance curve P2 represents three-phase medium-speed (note: winding into the stator 6 pole pairs, permanent magnet motor 10 every turn of the circle has to 6 period drive power) with medium-speed medium-torque, and the performance curve P3 represents three-phase low-speed (note: winding into the stator 12 pole pairs, permanent magnet motor 10 every turn of the circle has to 12 period drive power) with low-speed high-torque operation, the above although the stator teeth number 36 and the number of permanent magnet rotor 48 are used as an example to illustrate. Actual production is limited by the above relationship between the number of magnetic poles and the number of winding teeth, and the number of winding teeth and permanent magnets can also be increased or decreased.

[0081] Thus, the three-stage speed regulation can directly drive the vehicle, avoiding the existing permanent magnet motor output shaft to connect the mechanical transmission to drive the electric vehicle transmission structure, saving the load energy consumption of the electric vehicle using mechanical transmission, making the electric vehicle more power saving and improving the efficiency. In addition, the examples shown, although the inner rotor type permanent magnet motor, but also can be applied to the same reason as Figure 16 The outer rotor type permanent magnet motor 30 is shown.

[0082] In addition, as shown in Figure 4 The speed regulation unit 21 in the control device 20 is a three-way single-throw double-throw contact relay 21E, and the array three-phase winding circuit 28D, 28E is divided into two groups, one group is the low-speed group circuit, and the other group is the high-speed group circuit. The inverter 23A is single, and the relay 21E switches to the three-way contact points 21F, 21G, 21H, which are three normally closed points, to supply power to the low-speed group three-phase winding circuit 28D in the permanent magnet motor. When the speed of the permanent magnet motor 10 is increased (see the previous figure for the permanent magnet motor 10), the inverter 23A is switched on by the three-way single-throw double-throw contact relay 21E to supply power to the high-speed group three-phase winding circuit 28E in the permanent magnet motor 10. As for the permanent magnet motor speed transmission circuit 26, the rotor speed sensor 26A is connected to the voltage reduction and rectification circuit 26C. The rotor speed sensor 26A senses the output of the permanent magnet motor 10 speed transmission power to the voltage reduction and rectification circuit 26C, and then flows to the relay electromagnet 21L in the relay 21E. When the speed of the permanent magnet motor 10 is sensed to increase to the predetermined speed at which the high-speed group circuit should be switched, the high voltage causes the relay 21E to act, allowing the inverter 23A to supply power to the low-speed group three-phase winding circuit 28D in the permanent magnet motor 10, and to supply power to the high-speed group three-phase winding circuit 28E in the permanent magnet motor 10. The automatic generation of the required power to increase the speed of the permanent magnet motor 10 is generated. Conversely, when the speed of the permanent magnet motor 10 is sensed to decrease, the low voltage causes the relay 21E to return, allowing the inverter 26 to supply power to the high-speed group three-phase winding circuit 28E in the permanent magnet motor 10, and to supply power to the low-speed group three-phase winding circuit 28D in the permanent magnet motor 10. The speed of the permanent magnet motor 10 is adjusted back to low speed.

[0083] The rotor speed sensor 26A senses the speed of the rotor permanent magnet strip 1, 2, and the sensing coil circuit 26B is installed in the same position as shown in ​The sensing coil circuit 26B of the rotor speed sensor 26A can be embedded in the rotor shaft seat 12 protruding from the end shell of the corresponding rotor 11 of the permanent magnet motor 10. The voltage reduction and rectification circuit 26C is composed of a bridge rectifier circuit 26D, a voltage reduction resistor 26E, and an electrolytic capacitor 26F. The bridge rectifier circuit 26D is connected to the two ends of the sensing coil circuit 26B of the rotor speed sensor 26A to import alternating current. The two ends of the bridge rectifier circuit 26D outputting direct current are connected to the electrolytic capacitor 26F, and then the voltage reduction resistor 26E is connected in series to supply power to the relay electromagnet 21L. When the sensing speed is raised to output sufficient power to the relay electromagnet 21L, the relay electromagnet 21L has sufficient magnetic force to drive the relay 21E to switch the three-way contact points, changing the inverter 23A to provide power to the three-phase winding circuit 28E of the high-speed group. Thus, the structure of the present application can be implemented in, for example, an electric motor vehicle, which can handle the speed range of the electric motor vehicle with only two groups of winding structures, or can be simply applied to a high-low polarized speed division.

[0084] The above-described embodiments are only exemplary descriptions of the present application and do not limit the scope of the present application. Various modifications and improvements to the technical solutions of the present application made by those of ordinary skill in the art without departing from the design spirit of the present application shall fall within the protection scope of the present application as defined by the claims.

Claims

1. A multi-stator pole pair shifting control system for permanent magnet motors that eliminates the need for gearboxes and continuously variable transmissions, differing from existing permanent magnet motors where a mechanical gearbox is required on the motor's power output shaft to perform multi-gear shifting and torque variation in vehicles, characterized in that: It consists of a permanent magnet motor and a control device. The ratio of the number of permanent magnet bars on the rotor to the number of teeth on the stator of the permanent magnet motor differs by one, and both the number of permanent magnet bars on the rotor and the number of teeth on the stator are even numbers, and the number of teeth on the stator is a multiple of three. The control device consists of an inverter, a speed-changing unit, a permanent magnet motor speed transmission circuit, and an array of three-phase winding circuits. The three-phase winding circuits are respectively inserted into the permanent magnet motor and wound around the corresponding stator gear disks in equal sections. The speed-changing unit controls the inverter to supply power to the three-phase winding groups of the permanent magnet motor with the required number of pole pairs for the corresponding speed. The speed-changing unit is also regulated by the power output from the sensing terminal of the permanent magnet motor speed transmission circuit. This allows the permanent magnet motor to generate multiple speeds and directly drive the vehicle. This avoids the need for the output shaft of the existing permanent magnet motor to be connected to a mechanical gearbox for multi-speed driving of electric vehicles, saving the load energy consumption of electric vehicles using mechanical gearboxes and making electric vehicles more energy-efficient and improving their performance.

2. The multi-stator pole pair shifting control system for permanent magnet motors in the gearless gearbox and continuously variable transmission as described in claim 1, wherein, The permanent magnet motor is an internal rotor type permanent magnet motor.

3. The multi-stator pole pair shifting control system for permanent magnet motors in the gearless gearbox and continuously variable transmission as described in claim 1, wherein, The permanent magnet motor is an external rotor type permanent magnet motor.

4. The multi-stator pole pair shifting control system for permanent magnet motors in the gearless gearbox and continuously variable transmission as described in claim 1, wherein, The speed-changing unit of the control device includes a multi-stage hand switch, a grip speed controller, and a stator pole number switching microprocessor. The inverter is divided into low speed, medium speed, and high speed. The three-phase winding circuit is divided into low speed group circuit, medium speed group circuit, and high speed group circuit. The permanent magnet motor speed transmission circuit of the control device includes a rotor speed sensor, which is connected to a DC power supply via the stator pole number switching microprocessor. Each inverter outputs a set of three-phase winding groups corresponding to the permanent magnet motor circuit. The three-phase winding groups are wound around several stator teeth. According to the torque required for its speed, each phase selects up to four adjacent teeth with equal arc spacing to wind several stator teeth. The winding sequence of the same phase and the phases between phases is staggered so that all the stator teeth are wound around. Each phase must have one wire end connected to the wire end of another phase. The input terminals of the three-phase low-speed inverter, the three-phase medium-speed inverter, and the three-phase high-speed inverter are respectively connected to a contact point of the corresponding multi-segment manual control switch, and are respectively branched to the corresponding output terminal of the stator pole-pair switching microprocessor. The entire contact point of the multi-segment manual control switch is then connected to a message input terminal of the stator pole-pair switching microprocessor via the grip speed controller. The other message input terminal of the stator pole-pair switching microprocessor is connected to the sensing terminal of the rotor speed sensor.

5. The multi-stator pole pair shifting control system for permanent magnet motors in the gearless gearbox and continuously variable transmission as described in claim 1, wherein, The speed-changing unit in the control device is a relay with three single-pole double-throw contacts, and the three-phase winding circuit is divided into two groups: one group is the low-speed group circuit and the other group is the high-speed group circuit. The inverter is a single unit, and the relay switches to three normally closed contacts with three contact points to supply power to each phase segment of the three-phase winding circuit in the low-speed group inside the permanent magnet motor. When the speed of the permanent magnet motor increases, the inverter is switched on by three single-pole double-throw relays, which activate the three normally open contacts of the three contacts to supply power to each phase of the three-phase winding circuit of the high-speed assembly within the permanent magnet motor. The permanent magnet motor speed transmission circuit of the control device consists of a rotor speed sensor connected to a step-down and rectifier circuit. The permanent magnet motor speed signal power output from the sensing terminal of the rotor speed sensor flows to the step-down and rectifier circuit, and then to the relay electromagnet within the relay, causing the permanent magnet motor speed to increase to the predetermined high-speed switching point. When the speed of the circuit group is high, a high voltage is generated, causing the relay to activate. This causes the inverter to switch from supplying power to the three-phase winding of the low-speed group inside the permanent magnet motor to supply power to the three-phase winding of the high-speed group inside the permanent magnet motor. This automatically generates the power required to increase the speed of the permanent magnet motor. Conversely, when the speed of the permanent magnet motor decreases, a low voltage is generated, causing the relay to reset. This causes the inverter to switch from supplying power to the three-phase winding of the high-speed group inside the permanent magnet motor to supply power to the three-phase winding of the low-speed group inside the permanent magnet motor, thus adjusting the permanent magnet motor back to low-speed operation.

6. The multi-stator pole pair shifting control system for permanent magnet motors in the gearless gearbox and continuously variable transmission as described in claim 4, wherein, The sensing end of the rotor speed sensor is a Hall integrated circuit sensing circuit that senses the rotation speed of the rotor permanent magnet strip in close proximity.

7. The multi-stator pole pair shifting control system for permanent magnet motors in the gearless gearbox and continuously variable transmission as described in claim 4, wherein, The sensing end of the rotor speed sensor is an induction coil circuit that is close to the rotor permanent magnet bar rotation speed of the permanent magnet motor.

8. The multi-stator pole pair shifting control system for permanent magnet motors in the gearless gearbox and continuously variable transmission as described in claim 5, wherein, The sensing end of the rotor speed sensor is an induction coil circuit that senses the rotational speed of the rotor permanent magnet strip in close proximity.

9. The multi-stator pole pair shifting control system for permanent magnet motors in gearless and continuously variable transmissions as described in claim 4 or 5, wherein, The sensing end of the speed sensor is embedded in the rotor shaft seat, which is a protruding end shell adjacent to the end face of the rotor wheel of the corresponding permanent magnet motor.

10. The multi-stator pole pair shifting control system for permanent magnet motors in the gearless gearbox and continuously variable transmission as described in claim 4, wherein, The sensing end of the grip speed controller is a Hall integrated circuit sensing circuit that senses the rotational speed of the grip magnetic point and the address.

11. The multi-stator pole pair shifting control system for permanent magnet motors in the gearless gearbox and continuously variable transmission as described in claim 4, wherein, The sensor of the grip speed controller is a variable Hull integrated circuit speed controller that senses the rotation speed and address of the grip rotation contact point.

12. The multi-stator pole pair shifting control system for permanent magnet motors in the gearless gearbox and continuously variable transmission as described in claim 8, wherein, The step-down and rectifier circuit consists of a bridge rectifier circuit, a step-down resistor, and an electrolytic capacitor. The two ends of the bridge rectifier circuit that receive the AC power are connected to the induction coil circuit of the rotor speed sensor. The two ends of the bridge rectifier circuit that receive the DC power are connected in parallel with the electrolytic capacitor, and then the step-down resistor is connected in series to supply power to the relay electromagnet. When the induced speed increases and the output power is sufficient for the relay electromagnet, the relay electromagnet has sufficient magnetic force to actuate the relay to switch the three contact points, thereby changing the frequency supplied by the inverter to the three-phase winding circuit of the high-speed unit.

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