Axial magnetic flux hub thermomagneto for automobile wheel

Abstract

The invention discloses an axial magnetic flux hub thermomagneto for an automobile wheel. An insulating alloy plate is rolled on a shaft tube for dozens of circles and welded on the shaft tube, a steel hoop tube is sleeved outside and welded on the shaft tube, wire slots are milled on two side surfaces to form a stator magnetic pole, and the shaft tube is arranged on a hollow steel shaft and fixed by a key. Three groups of coils, three Hall effect sensor probes and three temperature sensor probes are installed on two sides of the stator. Six groups of wires penetrate through six inclined circular tubes penetrating through the hollow steel shaft and the shaft tube and then are connected with six groups of wires penetrating through the hollow steel shaft and the shaft tube. The shell is sleeved on the stator, the two rotor end covers are arranged on the hollow steel shaft through bearings, and rare earth permanent magnet magnetic pole strips arranged on the two rotor end covers face to face and have opposite magnetic polarities. The insulating alloy plate wound on the shaft tube is a thermomagnetic alloy plate, and a high-power eddy current heating coil and a low-power eddy current heating coil are arranged outside the steel hoop tube. The rotor end cover is a rotor graphene end cover, and the rare earth neodymium steel bar is fixed in a graphene end cover mold.

Description

Technical fields:

[0001] This invention relates to an axial flux hub thermomagnetic motor for automobile wheels.

[0002] Back technique:

[0003] Patent No. ZL201110377552.0, "Automotive Waste Heat Power Generation Device," Background Technology: Sourced from Yeeyan.com, "A New Alloy Can Directly Convert Heat Energy into Electrical Energy." A novel non-magnetic alloy material, when its underlying copper plate is slightly heated, suddenly becomes strongly magnetic. Researchers at the University of Minnesota have discovered that a new alloy with unique properties can directly convert heat energy into electrical energy. This alloy is composed of iron, nickel, cobalt, manganese, and tin, and depending on the temperature, it can exhibit either non-magnetic or strongly magnetic properties. According to a press release from the University of Minnesota, under certain conditions, the new alloy—Ni45Co5Mn40Sn10—undergoes a reversible phase transition: that is, when the temperature changes, one type of solid transforms into another type of solid. Specifically, the new alloy changes from non-magnetic to strongly magnetic; in this process, only a slight increase in temperature is needed. When the heated new alloy is placed near a permanent magnet—such as a rare-earth magnet—the magnetic force of the new alloy suddenly and dramatically increases. Current is generated in the surrounding coils. Researchers say that a process called hysteresis causes heat loss, but this new alloy has low hysteresis. Because of this, it can convert a large amount of waste heat into electrical energy. This material is clearly applicable to automobile exhaust pipes. Some automakers have already begun developing heat exchangers that can convert vehicle exhaust into usable electrical energy; one automaker is using an alloy called cobaltite, which is a mixture of rare-earth-doped cobalt and arsenic materials. The stator core of the automotive waste heat power generation device is made of stacked insulating sheets of the new alloy, and the stator core slots contain excitation coils and generating coils.

[0004] Electric bicycles use 300W-400W permanent magnet synchronous disc motors, which are relatively lightweight. A patent has been applied for on permanent magnet synchronous hub motors for automobiles, but a 50W permanent magnet synchronous hub motor for automobiles weighs over 10 kg. Adding the rubber tires and steel axle, the weight of a car wheel exceeds 20 kg, so permanent magnet synchronous hub motors are not used in automobiles. Axial flux motors are divided into single-rotor coreless axial flux motors, double-rotor coreless axial flux motors, single-rotor cored axial flux motors, and double-rotor cored double-coil axial flux motors. Cored axial flux motors are heavier and have higher output power. For the same weight, a cored axial flux motor has a much higher output power than a permanent magnet synchronous motor. Axial flux motors can achieve a maximum output of 51 kW per kilogram, while permanent magnet synchronous motors can only achieve 10 kW per kilogram.

[0005] On highways, axial flux motors operate at very high speeds. This results in a very high back electromotive force (EMF) for the axial flux motor. While variable frequency drives (VFDs) require increased voltage to accelerate the motor, electric vehicles typically operate at a maximum voltage of only 400 volts. To reduce the back EMF, electronic methods are needed to demagnetize the permanent magnet, and then remagnetize it again after the vehicle exits the highway. Some researchers have proposed using hydraulic rubber bladders to move the coil and adjust the distance between the coil and the permanent magnet, reducing magnetic leakage, increasing magnetic flux, and raising the EMF to accommodate high-speed driving. However, the axial flux motor reaches extremely high temperatures on highways, requiring water cooling, and its efficiency is very low. Summary of the Invention:

[0006] This is an axial flux hub-type thermomagnetic motor for automobile wheels. The axial flux hub motor consists of a stator, rotor end caps, and a hub. The stator comprises a hollow steel shaft, a shaft tube, an iron core, and a steel hoop tube. The shaft tube is fitted onto and fixed to the hollow steel shaft, the iron core is fitted onto and fixed to the shaft tube, and the steel hoop tube is fitted onto and fixed to the iron core. There are three inclined circular holes, spaced 120 degrees apart on each side of the shaft tube, penetrating the hollow steel shaft. Three sets of coils, three Hall effect sensor probes, and one temperature sensor probe are installed in the magnetic pole slots on each of the two sides of the stator's iron core. Six sets of wires connecting the six sets of coils, six Hall effect sensor probes, and two temperature sensor probes pass through the six inclined circular holes penetrating the hollow steel shaft and the shaft tube, connecting these wires to the electronic circuit board wires. When three-phase AC current is applied to the magnetic pole coils on both sides of the stator, the magnetic polarities of the back-to-back magnetic poles on the stator's iron core are opposite. The hub is fitted over the stator and rare-earth permanent magnet strips. Two rotor end caps are mounted on a hollow steel shaft via bearings. The rare-earth permanent magnet pole strips on the two rotor end caps face each other with opposite magnetic polarities. The number of rare-earth permanent magnet pole strips on the two rotor end caps is the same as the number of poles on the stator core and corresponds to each other. The two rotor end caps are screwed onto the hub. The stator core, fitted onto the shaft tube, is a thermomagnetic alloy core. An eddy current heating coil is mounted outside the steel tube. The wires of the eddy current heating coil pass through holes in the shaft tube and the hollow steel shaft and are connected to the wires on the electronic circuit board. The rotor end caps have small holes through which the solid graphene layers on the inner and outer surfaces of the rotor end caps are connected.

[0007] This is a hub-mounted thermomagnetic motor for automotive wheels. The stator's thermomagnetic alloy core is made of insulated thermomagnetic alloy sheets rolled up. At room temperature, this alloy is non-magnetic. When a copper plate beneath this non-magnetic alloy is slightly heated to 70°C, the alloy suddenly becomes strongly magnetic. This alloy is composed of iron, nickel, cobalt, manganese, and tin. Depending on the temperature, it can exhibit either non-magnetic or strongly magnetic properties. This alloy—Ni45Co5Mn40Sn10—undergoes a reversible phase transition: when the temperature exceeds 70°C, one type of solid transforms into another. Specifically, the alloy changes from non-magnetic to strongly magnetic; in this process, the temperature only needs to rise to 70°C. When the heated alloy is placed near a rare-earth magnet, the alloy's magnetic force suddenly and dramatically increases, and a current is generated in the surrounding coils. This hysteresis process causes heat loss, but this alloy exhibits low hysteresis characteristics.

[0008] The automotive wheel axial flux hub thermomagnetic motor is characterized by its small size, low weight, and high output power. This invention, employing this structure, describes the automotive wheel axial flux hub motor operating at low speed and low power when the vehicle is traveling at speeds below 60 km / h on smooth urban roads. At this time, the stator alloy core temperature is below 60°C, and the stator alloy core is made of non-magnetic material. Therefore, the automotive wheel axial flux hub motor is similar to a coreless axial flux motor, with relatively low output power, and the rare-earth permanent magnet poles do not demagnetize.

[0009] On a highway, the vehicle travels at 110 km / h. At this speed, the temperature of the stator's thermomagnetic alloy core is only 60-70°C, and the core remains non-magnetic. In this state, the vehicle's axial flux hub thermomagnetic motor is similar to a coreless axial flux motor, with relatively low output power. Based on a temperature sensor indicating the stator's thermomagnetic alloy core temperature is below 70°C, the computer controller supplies high-frequency, high-voltage AC power to the eddy current heating coil, rapidly heating the core. Even a small amount of heat is enough to quickly raise the core temperature above 70°C, transforming the non-magnetic core into a magnetic material. With the help of the three-phase AC power supplied to the stator's magnetic pole coil, an amplified rotating magnetic field is generated. At this point, the vehicle's axial flux hub thermomagnetic motor is similar to a coreless axial flux motor, with higher output power. The computer controller then adjusts the frequency and voltage of the AC power input to the eddy current heating coil based on the temperature sensor to maintain heating of the stator's thermomagnetic alloy core. Graphene's wall heat value is one-tenth that of copper, and solid graphene is stronger than steel. The heat from the stator's thermomagnetic alloy core radiates back to the rotor's rare-earth permanent magnet strips, which slowly demagnetize when their temperature exceeds 65°C. The rare-earth permanent magnet strips on the rotor end cover transfer heat to the graphene in the end cover. The rotating graphene on the rotor end cover causes airflow, which carries away the heat from the graphene, lowering the temperature of the rotor's rare-earth permanent magnet strips and preventing demagnetization.

[0010] When a car is climbing a hill, a car with gears uses a clutch and reduction gears to reduce the gear speed, increasing the wheel torque and making the car more powerful. However, for a car equipped with a wheel axial flux hub thermomagnetic motor, reducing the frequency of variable frequency speed control cannot increase the wheel torque, making the car seem underpowered. At this time, the temperature of the thermomagnetic alloy core of the stator of the wheel axial flux hub thermomagnetic motor is 60-70℃, and the thermomagnetic alloy core of the stator of the wheel axial flux hub thermomagnetic motor is still a non-magnetic material. At this time, the wheel axial flux hub thermomagnetic motor is similar to a coreless axial flux motor, with a relatively small output power. Based on a signal from a temperature sensor probe indicating that the stator's thermomagnetic alloy core temperature is below 70°C, the computer controller supplies high-frequency, high-voltage alternating current to the eddy current heating coils, rapidly heating the stator's thermomagnetic alloy core. Even a small amount of heat is enough to quickly raise the temperature of the stator's thermomagnetic alloy core above 70°C, transforming the non-magnetic material of the stator's thermomagnetic alloy core into a magnetic material. With the aid of the three-phase alternating current supplied to the stator's magnetic pole coils, an amplified rotating magnetic field is generated. At this point, the axial flux hub thermomagnetic motor of the car wheel is similar to an axial flux motor with an iron core, exhibiting higher output power, making the car appear more powerful. The computer controller then adjusts the frequency and voltage input to the eddy current heating coils to maintain heating of the stator's thermomagnetic alloy core. Graphene's wall heat value is one-tenth that of copper, and solid graphene has a higher mechanical strength than steel. The heat from the stator's thermomagnetic alloy core radiates to the rotor's rare-earth permanent magnet strips, and the rare-earth permanent magnets slowly demagnetize when their temperature exceeds 65°C. The rare earth permanent magnet strips on the rotor end cover transfer heat to the graphene on the rotor end cover. The rotating graphene on the rotor end cover causes the surrounding air to circulate. The airflow carries away the heat from the graphene on the rotor end cover, reducing the temperature of the rare earth permanent magnet strips on the rotor end cover and preventing them from demagnetizing. Attached image description:

[0011] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0012] Figure 1 This is a schematic diagram of the vertical cross-section structure of the automotive wheel axial flux hub thermomagnetic motor of the present invention.

[0013] Figure 2 This is a right view of the stator of the automobile wheel axial flux hub thermomagnetic motor in this invention.

[0014] Figure 3 This is a left view of the right rotor end cover of the automotive wheel axial flux hub thermomagnetic motor in this invention. Detailed implementation method:

[0015] Figure 1 , Figure 2 and Figure 3As shown, this is an axial flux hub thermomagnetic motor for automobile wheels. The axial flux hub motor consists of a stator, rotor end caps 6, and a hub 1. The stator comprises a hollow steel shaft 4, a shaft tube 3, an iron core, and a steel hoop tube. The shaft tube 3 is fitted onto and fixed to the hollow steel shaft 4, the iron core is fitted onto and fixed to the shaft tube 3, and the steel hoop tube is fitted onto and fixed to the iron core. There are three inclined circular holes, spaced 120 arc degrees apart on each side of the shaft tube, penetrating the hollow steel shaft. Three sets of coils, three Hall effect sensor probes, and one temperature sensor probe are installed in the magnetic pole slots on each of the two sides of the stator's iron core. Six sets of wires connecting the six sets of coils, six Hall effect sensor probes, and two temperature sensor probes pass through the six inclined circular holes penetrating the hollow steel shaft and the shaft tube, connecting the wires of the six sets of coils, six Hall effect sensor probes, and two temperature sensor probes to the electronic circuit board wires. When three-phase alternating current is applied to the magnetic pole coils on both sides of the stator, the magnetic polarities of the back-to-back magnetic poles on the stator's iron core are opposite. The hub 1 is fitted over the stator and rare-earth permanent magnet strips 5. Two rotor end covers 6 are mounted on the hollow steel shaft 4 via bearings. The rare-earth permanent magnet pole strips 5 mounted on the two rotor end covers 6 face each other with opposite magnetic polarities. The number of rare-earth permanent magnet pole strips 5 mounted on the two rotor end covers 6 is the same as the number of poles on the stator core and corresponds to each other. The two rotor end covers 6 are screwed onto the hub 1. The stator core, fitted onto the shaft tube 3, is a thermomagnetic alloy core 2. An eddy current heating coil is mounted outside the steel tube. The wires of the eddy current heating coil pass through holes in the shaft tube 3 and the hollow steel shaft 4 and are connected to the wires on the electronic circuit board. The rotor end covers 6 have small holes through which the solid graphene layers on the inner and outer surfaces of the rotor end covers 6 are connected.

[0016] Figures and Figure 2 As shown, this is an axial flux hub thermomagnetic motor for automobile wheels. The stator's thermomagnetic alloy core 2 is made of insulated thermomagnetic alloy sheets rolled up. At room temperature, this thermomagnetic alloy is a non-magnetic alloy material. When a copper plate beneath this non-magnetic alloy is slightly heated to 70°C, the alloy suddenly becomes a strongly magnetic material. This alloy is composed of iron, nickel, cobalt, manganese, and tin. Depending on the temperature, it can exhibit either non-magnetic or strongly magnetic properties. This alloy—Ni45Co5Mn40Sn10—undergoes a reversible phase transition: that is, when the temperature exceeds 70°C, one type of solid transforms into another type of solid. Specifically, the alloy changes from non-magnetic to strongly magnetic; in this process, the temperature only needs to rise to 70°C. When the heated alloy is placed near a rare-earth magnet, the alloy's magnetic force suddenly and dramatically increases significantly, and a current is generated in the surrounding coils. The hysteresis process of this alloy causes heat loss, but this alloy has low hysteresis characteristics.

[0017] The automotive wheel axial flux hub thermomagnetic motor is characterized by its small size, low weight, and high output power. This invention, employing this structure, describes the automotive wheel axial flux hub motor operating at low speed and low power when the vehicle is traveling at speeds below 60 km / h on smooth urban roads. At this time, the stator alloy core temperature is below 60°C, and the stator alloy core is made of non-magnetic material. Therefore, the automotive wheel axial flux hub motor is similar to a coreless axial flux motor, with relatively low output power, and the rare-earth permanent magnet poles do not demagnetize.

[0018] Figure 1 , Figure 2 and Figure 3 As shown, when traveling at 110 km / h on a highway, the temperature of the stator's thermomagnetic alloy core 2 is between 60 and 70°C. At this point, the stator's thermomagnetic alloy core 2 is still a non-magnetic material. Therefore, the car wheel axial flux hub thermomagnetic motor is similar to a coreless axial flux motor with relatively low output power. Based on the signal from the temperature sensor probe indicating that the stator's thermomagnetic alloy core 2 is below 70°C, the computer controller supplies high-frequency, high-voltage AC power to the eddy current heating coil, rapidly heating the stator's thermomagnetic alloy core 2. Even a small amount of heat is enough to quickly raise the temperature of the stator's thermomagnetic alloy core 2 above 70°C, transforming the non-magnetic material into a magnetic material. With the help of the three-phase AC power supplied to the stator's magnetic pole coil, an amplified rotating magnetic field is generated. At this point, the car wheel axial flux hub thermomagnetic motor is similar to a coreless axial flux motor with higher output power. Then, the computer controller adjusts the frequency and voltage of the AC power input to the eddy current heating coil based on the temperature sensor to maintain the heating of the stator's thermomagnetic alloy core 2. Graphene's wall heat value is one-tenth that of copper, and solid graphene is stronger than steel. The heat from the stator's thermomagnetic alloy core 2 radiates back to the rotor's rare-earth permanent magnet strips 5, and these rare-earth permanent magnets will slowly demagnetize if their temperature exceeds 65℃. The rare-earth permanent magnet strips 5 on the rotor end cover 6 transfer heat to the graphene in the rotor end cover 6. The rotating graphene on the rotor end cover 6 causes airflow, which carries away the heat from the graphene, lowering the temperature of the rotor's rare-earth permanent magnet strips 5 and preventing demagnetization.

[0019] Figure 1 , Figure 2 and Figure 3As shown, when a car is climbing a hill, a car with gears uses the clutch and reduction gears to reduce the gear speed, increasing the wheel torque and making the car more powerful. However, for a car equipped with a wheel axial flux hub thermomagnetic motor, reducing the frequency of variable frequency speed control cannot increase the wheel torque, making the car seem underpowered. At this time, the temperature of the thermomagnetic alloy core 2 of the stator of the wheel axial flux hub thermomagnetic motor is 60-70℃. The thermomagnetic alloy core of the stator of the wheel axial flux hub thermomagnetic motor is still a non-magnetic material. At this time, the wheel axial flux hub thermomagnetic motor is similar to a coreless axial flux motor, with a small output power. Based on the signal from the temperature sensor probe indicating that the temperature of the stator's thermomagnetic alloy core 2 is below 70℃, the computer controller supplies high-frequency, high-voltage alternating current to the eddy current heating coil, rapidly heating the stator's thermomagnetic alloy core 2. Even a small amount of heat is enough to quickly raise the temperature of the stator's thermomagnetic alloy core 2 above 70℃, transforming the non-magnetic material of the stator's thermomagnetic alloy core into a magnetic material. With the help of the three-phase alternating current supplied to the stator's magnetic pole coil, an amplified rotating magnetic field is generated. At this point, the axial flux hub thermomagnetic motor of the car wheel is similar to that of an iron-core axial flux motor, with a larger output power, making the car appear more powerful. The computer controller then adjusts the frequency and voltage input to the eddy current heating coil to maintain the heating of the stator's thermomagnetic alloy core 2. Graphene's wall heat value is one-tenth that of copper, and solid graphene has a higher mechanical strength than steel. The heat from the stator's thermomagnetic alloy core 2 radiates to the rotor's rare-earth permanent magnet strip 5, and the rare-earth permanent magnet will slowly demagnetize when its temperature exceeds 65℃. The rare earth permanent magnet strip 5 on the rotor end cover 6 transfers heat to the graphene on the rotor end cover 6. The rotating graphene on the rotor end cover 6 causes the surrounding air to flow. The flowing air carries away the heat from the graphene on the rotor end cover 6, reducing the temperature of the rare earth permanent magnet strip 5 on the rotor end cover 6, so that the rare earth permanent magnet strip 5 on the rotor end cover 6 will not demagnetize.

Claims

1. Axial flux hub thermomagnetic motor for automobile wheels. The axial flux hub motor consists of a stator, rotor end caps, and a hub. The stator is composed of a hollow steel shaft, a shaft tube, an iron core, and a steel hoop tube. The shaft tube is fitted onto and fixed to the hollow steel shaft, the iron core is fitted onto and fixed to the shaft tube, and the steel hoop tube is fitted onto and fixed to the iron core. There are three inclined circular holes penetrating the hollow steel shaft on each side of the shaft tube at 120 arc degrees. Three sets of coils, three Hall effect sensor probes, and one temperature sensor probe are installed in the magnetic pole slots on each of the two sides of the iron core of the stator. Six sets of wires connecting the six sets of coils, six Hall effect sensor probes, and two temperature sensor probes pass through the hollow steel shaft. Six inclined circular holes penetrating the hollow steel shaft and shaft tube connect the wires of six sets of coils, six Hall effect sensor probes, and two temperature sensor probes to the wires of the electronic circuit board. When three-phase AC current is applied to the magnetic pole coils on the two sides of the stator, the magnetic polarities of the back-to-back magnetic poles on the stator core are opposite. The hub is fitted over the stator and rare earth permanent magnet strips. Two rotor end covers are mounted on the hollow steel shaft via bearings. The rare earth permanent magnet pole strips on the two rotor end covers face each other and have opposite magnetic polarities. The number of rare earth permanent magnet pole strips on the two rotor end covers is the same as the number of magnetic poles on the stator core and corresponds to each other. The two rotor end covers are installed on the hub with screws. Its characteristic is: The stator core fitted on the shaft tube (3) is a thermomagnetic alloy core (2). An eddy current heating coil is installed outside the steel hoop tube. The wires of the eddy current heating coil pass through the holes on the shaft tube (3) and the hollow steel shaft (4) and are connected to the wires of the electronic circuit board. There are some small holes on the rotor end cover (6). The solid graphene layers on the inner and outer surfaces of the rotor end cover (6) are connected through the small holes on the rotor end cover (6).

2. The automobile wheel axial flux hub thermomagnetic motor according to claim 1, characterized in that: The stator's thermomagnetic alloy core (2) is made of an insulating thermomagnetic alloy sheet. The thermomagnetic alloy sheet is a non-magnetic alloy material at room temperature. When a copper plate under the non-magnetic alloy material is slightly heated to 70°C, the alloy suddenly becomes a strongly magnetic material. The alloy is composed of iron, nickel, cobalt, manganese, and tin. Depending on the temperature, it can be non-magnetic or strongly magnetic. The alloy—Ni45Co5Mn40Sn10—undergoes a reversible phase transition: that is, when the temperature exceeds 70°C, one type of solid transforms into another type of solid. Specifically, the alloy changes from non-magnetic to strongly magnetic. In this process, the temperature only needs to be raised to 70°C. When the heated alloy is placed near a rare earth magnet, the magnetic force of the alloy will suddenly increase dramatically, and current will be generated in the surrounding coils. The hysteresis process of the alloy will cause heat loss, but this alloy has low hysteresis characteristics.

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