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 utility model relates to a permanent magnet motor and a control device for switching speed regulation of multiple sets of stator pole pairs, and in particular to a permanent magnet motor capable of producing two to three stages of pole pair replacement, such as replacing 12 pole pairs with 6 pole pairs, or replacing 6 pole pairs with 3 pole pairs to directly drive a vehicle, thereby avoiding the need for the output shaft of the existing permanent magnet motor to be connected to a mechanical gearbox for multi-speed transmission structure of an electric vehicle, saving load energy consumption of the electric vehicle using a mechanical gearbox, and making the electric vehicle more power-saving and efficient. Background Art

[0002] Although the present era has made progress since the Industrial Revolution, environmental and energy problems have come one after another, such as the burning of fossil energy causing excessive carbon dioxide emissions into the atmosphere, leading to global warming, and the depletion of oil energy. Countries around the world have developed new technological development strategies in the hope that environmental protection and sustainable economic development can achieve a win-win situation in the future. Among them, the most popular are electric vehicles that consume clean energy, such as electric cars, electric bicycles, electric ships or large electric aircraft.

[0003] like Figure 1 As shown, in addition to relying on the high energy storage capacity of the battery 4, the power performance of today's electric vehicles such as automobiles is mainly determined by the role of the electric motor 5. However, the electric motor 5 used in general electric vehicles runs at a high speed of 6000 to 20000 rpm, and is reduced to 3000 rpm through a mechanical transmission 6 such as a gear set transmission reduction box or a continuously variable transmission (CVT). Although the mechanical structure has the characteristics of a solid and durable structure, the mechanical transmission body is quite heavy. Installing it on the electric vehicle will increase a lot of load weight, and the backlash between the gears and the transmission friction will cause unnecessary energy consumption, reduce the efficiency of the motor, increase the vehicle's driving energy consumption by 20 to 30%, and shorten the cruising range.

[0004] If the electric motor itself can switch between multiple stator pole pairs (Pole pair) to directly drive the wheels to drive the vehicle body, then the car no longer needs to be equipped with a mechanical transmission. The 20-30% load energy saved can be transferred to increase electricity consumption in other aspects of the car. The entire car will become lighter, consume less power, run faster, and have a longer endurance. Even electric vehicles without mechanical transmissions can be equipped with fewer battery packs than electric vehicles with mechanical transmissions to achieve the same vehicle speed and endurance performance, making electric vehicles more energy-efficient and improving performance, reducing the cost of using batteries, and being better for the environment and energy conservation.

[0005] However, the performance of current electric motors is still not ideal. For example, in the patent application with the publication number CN101800458A and the title "Integrated Dual-Power Control Brushless Motor", the patent application with the patent number 1228342 and the title "Permanent Magnet Rotating Armature", and the Chinese Taiwan patent with the publication number 201614947 and the title "Variable Structure Motor and Its Driving Circuit", etc., their structures generally have the following deficiencies:

[0006] 1. When switching the winding group of the electric motor, there will be a short time without power supply, which will cause delays in the speed change process and instantaneous speed fluctuations.

[0007] 2. For example, if the stator has 36 teeth and the rotor has 48 permanent magnets, which is 4 stator pole pairs (4 Pole pairs), if it is changed to other pole pairs, it may not operate, and the ratio cannot be arbitrarily set.

[0008] 3. When the motor runs at high speed, the copper loss and iron loss are very large, resulting in a loss of torque and power consumption of 20 - 30%, shortening the cruising range.

[0009] 4. The Chinese Taiwan patent with the publication number 201614947 and the title "Variable Structure Motor and Its Driving Circuit" only changes the series-parallel current of two groups from 1 to 1.73 times, and it is not a multi-speed variable-pole permanent magnet motor structure that is more suitable for the multi-speed switching requirements of transportation tools. Summary of the Invention

[0010] The purpose of the present invention is to provide a multi-set stator pole pair shifting control system for a permanent magnet motor that eliminates the use of a gearbox and a continuously variable transmission. Different from the existing structure where a mechanical transmission needs to be installed on the motor power output shaft of a permanent magnet motor to achieve multi-speed shifting and torque conversion for transportation tools, it consists of a permanent magnet motor and a control device. The reduction ratio difference between the number of rotor permanent magnets and the number of stator teeth of this permanent magnet motor is one, and both the number of rotor permanent magnets and the number of stator teeth are even numbers, and the number of stator teeth is a multiple of three; the control device consists of an inverter, a speed-changing unit, a permanent magnet motor speed transmission circuit, and several sets of three-phase winding circuits. These three-phase winding circuits are grouped and wound and connected in series around the corresponding evenly distributed stator tooth discs of the permanent magnet motor. The speed-changing unit controls the inverter to supply power to the three-phase winding group with the required frequency corresponding to the speed inside the permanent magnet motor, and the speed-changing unit is also regulated by the power output of the permanent magnet motor speed transmission circuit. Thus, the permanent magnet motor can generate multiple speed regulations, can directly drive transportation tools, avoid the transmission structure where the output shaft of the existing permanent magnet motor needs to be connected to a mechanical transmission for multi-speed variable drive of electric transportation tools, save the load energy consumption of using a mechanical transmission in electric transportation tools, and make electric transportation tools more power-saving and efficient.

[0011] Another object of the present utility model is to provide a multi-set stator pole-pair shifting control system for a permanent magnet motor without using a gearbox and a continuously variable transmission. The permanent magnet motor is a DC permanent magnet brushless variable frequency motor, with a structure of multiple three-phase winding groups wound around the same silicon steel sheet stator and embedded with several permanent magnet bars (note: the permanent magnet bars are made of neodymium iron boron permanent magnet material), which can regulate the switching of the stator pole pairs, change the speed of the permanent magnet motor, and the structure can indeed prevent the exposure of several permanent magnet bars, which is likely to cause damage and affect the performance of the motor.

[0012] Another object of the present utility model is to provide a multi-set stator pole-pair shifting control system for a permanent magnet motor without using a gearbox and a continuously variable transmission. Among them, the three-phase high-speed inverter, three-phase medium-speed inverter, and three-phase low-speed inverter provided by the control device each output a set of three-phase winding groups corresponding to a speed to wind around several stator teeth in a loop. The first set of three-phase winding groups is connected to the three-phase low-speed inverter and can be a 12-pole pair winding group. That is, the rotor of the electric motor needs 12 cycles of power supply to rotate one circle, which has the characteristics of high torque and low speed and can be used as the starting gear and reverse gear of a vehicle. The second set of three-phase winding groups is connected to the three-phase medium-speed inverter and can be a 6-pole pair winding group. That is, the rotor of the electric motor needs 6 cycles of power supply to rotate one circle, and the normal operating speed after normal startup is medium speed. The third set of three-phase winding groups is connected to the three-phase high-speed inverter and can be a 3-pole pair winding group. That is, the rotor of the electric motor needs 3 cycles of power supply to rotate one circle. After the desire to improve the rapid low-torque operation, it can rotate quickly in this gear. By successively switching the 12-pole pair winding group, 6-pole pair winding group, and 3-pole pair winding group, it is possible to achieve low-speed high-torque, medium-speed medium-torque, and high-speed low-torque operations without a gearbox or a steel belt drive continuously variable transmission device (abbreviation: CVT), saving cost expenditure, and there are no situations such as low torque reduction, increased power consumption, and excessive motor temperature. The torque of the permanent magnet motor is increased by 30%, the cruising range is increased by 30 - 50%, and the secondary battery (lithium battery) can be reduced by 30 - 50%, reducing the vehicle weight and cost.

[0013] In addition, the permanent magnet motor used in the present utility model is a DC permanent magnet brushless variable frequency motor. Its low, medium, and high speed gears can be automatically and manually switched by a control device, truly considering the need of the vehicle to adjust the speed manually or automatically according to local conditions, time, or the driver's judgment for intervention operations. For example, when driving on a flat road with less driving resistance and the vehicle speed will naturally increase, if the driver neglects to manually operate and set the low-speed gear at this time and still advances at an unnecessarily slow speed with high torque, due to the automatic induction of the control device that the rotational speed of the speed motor increases spontaneously while the power supply frequency does not correspond to the increased speed, the stator pole pair switching microprocessor will automatically make a higher-speed three-phase inverter replace the original lower-speed three-phase inverter to complete the speed increase conversion. And if the driver anticipates driving on a rough road or uphill, he can also manually intervene to cancel the automatic mode of the stator pole pair switching microprocessor and shift to the low-speed gear of the permanent magnet motor he wants to drive. Or when the automatic speed regulation fails, there is still manual speed regulation for rescue during driving. In short, whether switching to high speed or low speed, effective mutual restraint can be achieved through manual or automatic control to maintain the best controllability. Or, the DC permanent magnet motor, being a brushless variable frequency type, can also have only two speed gears, low and high, and the motor pole pairs can be automatically converted according to the rotational speed by the control device, also effectively maintaining the best rotational speed controllability of the permanent magnet motor.

[0014] More specifically, the permanent magnet motor provided by the present utility model is a DC permanent magnet brushless variable frequency motor. Since it is not an induction motor, what is easily overlooked by ordinary people is that if the ratio of the number of magnetic poles to the number of winding teeth is incorrect, it will not be able to operate. Therefore, to ensure smooth starting and speed regulation of the electric motor, without jamming or dull operation during the operation process, the ratio of the number of permanent magnets buried in the rotor (one pair is one pole) to the number of stator winding teeth (three teeth are one pole) is specifically restricted, so that the reduced ratio of the number of permanent magnet bars on the rotor to the number of stator teeth differs by one, and both the number of permanent magnet bars on the rotor and the number of stator teeth are 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 bars is 3:2 or 2:3 or 4:3 or 3:4, or even 9:8 or 9:10. At any time, each permanent magnet bar on the rotor is always facing a winding address with one more tooth or a winding address with one less tooth, so that when the electric motor starts to be powered on or changes the electromagnetic force concentration amount and the electromagnetic force ring distance distribution instantaneously, a magnetic force torsion can be formed for rapid starting or speed change reaction. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the power transmission of an electric vehicle.

[0016] Figure 2 It is a circuit diagram of the control device in the multi-set stator pole pair shifting control system of the permanent magnet motor without using a gearbox and a continuously variable transmission of the present utility model.

[0017] Figure 3Disassembly of the permanent magnet motor in the multi - set stator pole - pair shifting control system of the permanent magnet motor for the gear - free transmission and stepless transmission of the present utility model Figure 1 。

[0018] Figure 4 Disassembly of the permanent magnet motor in the multi - set stator pole - pair shifting control system of the permanent magnet motor for the gear - free transmission and stepless transmission of the present utility model Figure 2 。

[0019] Figure 5 Diagram of the winding and tooth - laying positions of the U - phase line segment of the three - phase high - speed winding group of the permanent magnet motor in the multi - set stator pole - pair shifting control system of the permanent magnet motor for the gear - free transmission and stepless transmission of the present utility model.

[0020] Figure 6 Diagram of the winding and tooth - laying positions of the V - phase line segment of the three - phase high - speed winding group of the permanent magnet motor in the multi - set stator pole - pair shifting control system of the permanent magnet motor for the gear - free transmission and stepless transmission of the present utility model.

[0021] Figure 7 Diagram of the winding and tooth - laying positions of the W - phase line segment of the three - phase high - speed winding group of the permanent magnet motor in the multi - set stator pole - pair shifting control system of the permanent magnet motor for the gear - free transmission and stepless transmission of the present utility model.

[0022] Figure 8 Diagram of the winding and tooth - laying positions of the U - phase line segment of the three - phase medium - speed winding group of the permanent magnet motor in the multi - set stator pole - pair shifting control system of the permanent magnet motor for the gear - free transmission and stepless transmission of the present utility model.

[0023] Figure 9 Diagram of the winding and tooth - laying positions of the V - phase line segment of the three - phase medium - speed winding group of the permanent magnet motor in the multi - set stator pole - pair shifting control system of the permanent magnet motor for the gear - free transmission and stepless transmission of the present utility model.

[0024] Figure 10 Diagram of the winding and tooth - laying positions of the W - phase line segment of the three - phase medium - speed winding group of the permanent magnet motor in the multi - set stator pole - pair shifting control system of the permanent magnet motor for the gear - free transmission and stepless transmission of the present utility model.

[0025] Figure 11 Diagram of the winding and tooth - laying positions of the U - phase line segment of the three - phase low - speed winding group of the permanent magnet motor in the multi - set stator pole - pair shifting control system of the permanent magnet motor for the gear - free transmission and stepless transmission of the present utility model.

[0026] Figure 12 Diagram of the winding and tooth - laying positions of the V - phase line segment of the three - phase low - speed winding group of the permanent magnet motor in the multi - set stator pole - pair shifting control system of the permanent magnet motor for the gear - free transmission and stepless transmission of the present utility model.

[0027] Figure 13Permanent magnet motor multi - set stator pole - pair shifting control system of the utility model that dispenses with gearboxes and continuously variable transmissions, W - phase wire segment winding and tooth - layout diagram of the three - phase low - speed winding of the permanent magnet motor.

[0028] Figure 14 Torque - speed performance comparison curve diagram of the permanent magnet motor multi - set stator pole - pair shifting control system of the utility model that dispenses with gearboxes and continuously variable transmissions.

[0029] Figure 15 Another embodiment diagram of the permanent magnet motor of the permanent magnet motor multi - set stator pole - pair shifting control system of the utility model that dispenses with gearboxes and continuously variable transmissions.

[0030] Figure 16 Another embodiment circuit diagram of the control device in the permanent magnet motor multi - set stator pole - pair shifting control system of the utility model that dispenses with gearboxes and continuously variable transmissions.

[0031] Reference numerals:

[0032] 1, 2, 3 - Rotor permanent magnet bars;

[0033] 4 - Storage 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 - Speed - changing unit;

[0041] 21A - Multi - stage manual switch;

[0042] 21B, 21C, 21D - Section contacts;

[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 - Grip speed governor;

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

[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 Rectification 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 Winding Circuit;

[0060] 29 - DC Power Supply;

[0061] 30 - Outer Rotor Permanent Magnet Motor;

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

[0063] T1, T2, T3, T4, T5, T6, T7, T8, T9, T10, T11, T12, T13, T14, T15, T16, T17, T18, T19, T20, 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 Points;

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

[0069] Please refer to the circuit diagram of the control device in Figure 2, and Figure 3 the disassembly of the permanent magnet motor inFigure 1 , and Figure 4 Disassembly of the permanent magnet motor Figure 2 , as shown in these figures, the utility model consists of a permanent magnet motor 10 and a control device 20. The reduction ratio difference between the number of rotor permanent magnet bars 1, 2, 3 and the number of stator teeth T1, T2, T3 of this permanent magnet motor 10 is one, and both the number of rotor permanent magnet bars 1, 2, 3 and the number of stator teeth T1, T2, T3 are even numbers; the number of stator teeth T1, T2, T3 is a multiple of three. In the figure, the number of stator teeth T1, T2, T3 is shown as a 36-tooth column, and the number of rotor permanent magnet bars 1, 2, 3 is 48. It is an embedded permanent magnet motor with the permanent magnet bars 1, 2, 3 buried in the shallow layer of the outer ring surface of the rotor 11, and it is also a DC permanent magnet brushless variable frequency motor using silicon steel sheets as the stator material and neodymium iron boron as the permanent magnet bar material.

[0070] As Figure 2 shown, the control device 20 is composed of inverters 23, 24, 25, a speed change unit 21, a permanent magnet motor speed communication circuit 26, and several groups of three-phase winding circuits 28A, 28B, 28C. As Figure 3 shown, these three-phase winding circuits 28A, 28B, 28C are grouped and placed around the corresponding evenly distributed partitioned stator teeth T1, T2, T3 of the permanent magnet motor 10. The speed change unit 21 controls the inverters 23, 24, 25 to supply power to the corresponding group of three-phase winding circuits required for the corresponding speed in the permanent magnet motor 10, and the speed change unit 21 is also regulated by the output power of the permanent magnet motor speed communication circuit 26. Thus, the permanent magnet motor 10 can generate multi-stage speed regulation and switch the pole pair number to adjust the torque.

[0071] Describe its structure in detail. The speed change unit 21 includes a multi-stage manual switch 21A, a grip speed governor 22, and a stator pole pair switching microprocessor 27. The inverters 23, 24, 25 are divided into low speed, medium speed, and high speed, and all are correspondingly connected to introduce a DC power supply 29. Also, several groups of three-phase winding circuits 28A, 28B, 28C are correspondingly divided into a low-speed group circuit, a medium-speed group circuit, and a high-speed group circuit. For example, the reference numerals L1, L2, L3 are the low-speed group, L4, L5, L6 are the medium-speed group, and L7, L8, L9 are the high-speed group, and they loop around and wind around the stator teeth T1, T2, T3 (for the labels T1, T2, T3, please see Figure 3) According to the torque required by its speed, the maximum number of four adjacent tooth columns are selected for each phase with equal arc distance for winding, so that all stator teeth T1, T2, T2 are bypassed with the starting sequence of the same phase and between phases staggered, and there must be a wire end of each phase connected to a wire end of another phase (i.e., connected to the common connection points Y1, Y2, Y3 as shown in the figure). The detailed winding structure will be described later. The input ends of these inverters 23, 24, 25 are respectively connected to one section of the contacts 21B, 21C, 21D of the corresponding multi-section manual switch 21A, and are respectively cross-connected to the corresponding output ends of the stator pole pair switching microprocessor 27. The full-section common contact 21D of the multi-section manual switch 21A is then connected through the grip speed regulator 22 to a corresponding message input end of the stator pole pair switching microprocessor 27, and the other message input end of the stator pole pair switching microprocessor 27 is connected to the output end 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, and the sensing end of the rotor speed sensor 26A can be a Hall integrated circuit sensing circuit for proximally sensing the rotation speed of the permanent magnet bars 1, 2 of the rotor. For the permanent magnet bars 1, 2 of the rotor, please refer to Figure 3 , or as before Figure 2 shown, the sensing end of the rotor speed sensor 26A can be an induction coil circuit 26B for proximally sensing the rotation speed of the permanent magnet bars 1, 2 of the rotor belonging to the permanent magnet motor 10, and the sensing end of the grip speed regulator 22 can be a Hall integrated circuit sensing circuit for proximally sensing the rotation speed and rotation address of the grip magnetic point, or as shown in the figure, the sensing end of the grip speed regulator 22 can be a variable Hall integrated circuit speed regulator 22A for proximally sensing the rotation speed and rotation address of the grip rotation guide contact point. Thus constituted, it can directly drive the vehicle, avoiding the need for the output shaft of the existing permanent magnet motor 10 to be further connected to a mechanical gearbox for multi-speed driving of the electric vehicle transmission structure, saving the load energy consumption of the electric vehicle using the mechanical gearbox, and making the electric vehicle more power-saving and energy-efficient.

[0072] In the structure of this permanent magnet motor 10, as Figure 4 the disassembly of the permanent magnet motor Figure 2 shown, the sensing end of the rotor speed sensor 26A can be embedded into the rotor shaft seat 12 protruding from the end shell of the wheel end face of the rotor 11 belonging to the corresponding permanent magnet motor 10, so as to constantly sense the rotation speed of the permanent magnet motor 10 and transmit it back to the aforementioned stator pole pair switching microprocessor 27, and then be judged by the stator pole pair switching microprocessor 27, and perform variable frequency automatic control on the permanent magnet motor 10 to adjust the speed.

[0073] Specifically, for the stator winding structure and winding sequence, taking the number of stator teeth 36 and the number of permanent magnets on the rotor 48 as an example, the three-phase low speed is for the permanent magnet motor 10 to utilize low speed and high torque with 12 pole pairs of the stator driving (note: that is, driving power for 12 cycles); the three-phase medium speed is for the permanent magnet motor 10 to utilize medium speed torque with 6 pole pairs of driving (note: that is, driving power for 6 cycles); the three-phase high speed is for the permanent magnet motor 10 to utilize high speed and low torque with 3 pole pairs of driving (note: that is, driving power for 3 cycles). The list is as follows, and it can be understood by comparison with Figures 5 to 13 It can be understood by comparison.

[0074] Figure 5 , 7 The winding sequence of the 3-pole pair stator winding shown in and 7 is as follows: (high speed)

[0075]

[0076] Figure 8 , 9 The winding sequence of the 6-pole pair stator winding shown in and 10 is as follows: (medium speed)

[0077]

[0078] Figure 11 , 12 The winding sequence of the 12-pole pair stator winding shown in and 13 is as follows: (low speed)

[0079]

[0080] Thus, the above-listed attribution is output from the inverter 23 (see the previous figure for the inverter 23) for low-speed operation to the three-phase winding circuit 28A of the low-speed group, causing its line groups L1, L2, and L3 to wind around the stator teeth with the number of winding turns (for the number of stator teeth, number, and winding sequence, see the relevant fields in the above table). Each phase will wind around non-adjacent teeth by equally dividing the number of stator teeth at equal arc distances, and all stator teeth (from T1 to T36, without skipping or missing numbers) will be bypassed with the winding start sequence staggered between phases. Moreover, each phase must have a wire end connected to a wire end of another phase to form a common connection point Y1. And the attribution is output from the inverter 24 (see the previous figure for the inverter 24) for medium-speed operation to the three-phase winding circuit 28B of the medium-speed group, causing its line groups L4, L5, and L6 to also wind around the stator teeth with the number of winding turns. Each phase will wind around two adjacent teeth by equally dividing the number of stator teeth at equal arc distances, and all stator teeth (from T1 to T36, without skipping or missing numbers) will be bypassed with the winding start sequence staggered between phases. Moreover, each phase must have a wire end connected to a wire end of another phase to form a common connection point Y2. And the attribution is output from the inverter 25 (see the previous figure for the inverter 25) for high-speed operation to the three-phase winding circuit 28C of the high-speed group, causing its line groups L7, L8, and L9 to also wind around the number of stator teeth (for the number of stator teeth, number, and winding sequence, see the relevant fields in the above table). Each phase will wind around four adjacent teeth (from T1 to T36) by equally dividing the number of stator teeth at equal arc distances, and all stator teeth (from T1 to T36, without skipping or missing numbers) will be bypassed with the winding start sequence staggered between phases. Moreover, each phase must have a wire end connected to a wire end of another phase to form a common connection point Y3. Additionally, 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 driving and rapid operation will necessarily result in less work generated per tooth per unit time than low-speed driving and rapid operation. And the relationship between work and force can lead to the conclusion that the output force is inversely proportional to the rotational speed, and the speed is directly proportional to the rotational speed. Therefore, it is inevitable that as Figure 14 shown, the performance curve P1 represents the performance of three-phase high-speed (note: the winding is made into a stator with 3 pole pairs, and there are 3 cycles of driving power for each revolution of the permanent magnet motor 10) with high-speed and low torque, and the performance curve P2 represents the performance of three-phase medium-speed (note: the winding is made into a stator with 6 pole pairs, and there are 6 cycles of driving power for each revolution of the permanent magnet motor 10) with medium-speed and medium torque. As for the performance curve P3 represents the performance of three-phase low-speed (note: the winding is made into a stator with 12 pole pairs, and there are 12 cycles of driving power for each revolution of the permanent magnet motor 10) with low-speed and high torque operation. Although the above example uses 36 stator teeth and 48 permanent magnet numbers of the rotor for illustration. In actual production, according to the above rules for the relationship between the number of pole pairs and the number of winding teeth, the number of winding teeth and the number of permanent magnets can also be increased or decreased.

[0081] Thus, it can directly drive a vehicle with three-speed regulation, avoiding the need to connect the output shaft of an existing permanent magnet motor to a mechanical gearbox for multi-speed driving of an electric vehicle, saving the load energy consumption of using a mechanical gearbox in the electric vehicle, making the electric vehicle more power-saving and energy-efficient. In addition, the illustrated examples given, although they are inner-rotor permanent magnet motors, can similarly apply this structure to, for example, Figure 15 the outer-rotor permanent magnet motor 30 shown.

[0082] In addition, it can also be implemented as shown in Figure 16 wherein the speed-changing unit 21 in the control device 20 is a three-way single-pole double-throw contact relay 21E, and the array of three-phase winding circuits 28D, 28E is divided into two groups, one is the low-speed group circuit and the other is the high-speed group circuit, and the inverter 23A is single. The relay 21E switches to the three normally closed contacts 21F, 21G, 21H of the three-way contact points, and supplies power to each phase segment of the three-phase winding circuit 28D of the low-speed group in the permanent magnet motor. When the speed of the permanent magnet motor 10 increases (see the previous figure for the permanent magnet motor 10), the inverter 23A is switched on by the three-way single-pole double-throw contact relay 21E to conduct the three normally open contacts 21I, 21J, 21K, and supplies power to each phase segment of the three-phase winding circuit 28E of the high-speed group in the permanent magnet motor 10. As for the permanent magnet motor speed transmission circuit 26, it is composed of a rotor speed sensor 26A connected to a step-down and rectification circuit 26C. After the speed electrical power of the permanent magnet motor 10 sensed and output by the rotor speed sensor 26A passes through the step-down and rectification circuit 26C, it flows to the relay electromagnet 21L in the relay 21E. When the speed of the permanent magnet motor 10 is sensed and increased to the speed at which the high-speed group circuit should be switched, the high voltage causes the relay 21E to act, so that the inverter 23A originally supplies power to the three-phase winding circuit 28D of the low-speed group in the permanent magnet motor 10 and changes to supply power to the three-phase winding group 28E of the high-speed group in the permanent magnet motor 10, automatically generating the power required to increase the speed of the permanent magnet motor 10 to high speed. Conversely, when the speed of the permanent magnet motor 10 is sensed and decreased, the low voltage causes the relay 21E to return, so that the inverter 26 supplies power to the three-phase winding circuit 28E of the high-speed group in the permanent magnet motor 10 and changes back to supply power to the three-phase winding circuit 28D of the low-speed group in the permanent magnet motor 10, adjusting the permanent magnet motor 10 to low-speed operation.

[0083] The sensing end of the rotor speed sensor 26A is an induction coil circuit 26B for proximally sensing the rotation speed of the rotor permanent magnet bars 1, 2, and the installation position can also be referred to simultaneously in Figure 4, the induction coil circuit 26B of the rotor speed sensor 26A can be embedded into the rotor shaft seat 12 protruding from the end shell of the end face of the rotor 11 corresponding to the permanent magnet motor 10. The step-down and rectification circuit 26C is composed of a bridge rectifier circuit 26D, a step-down resistor 26E, and an electrolytic capacitor 26F. The two ends of the alternating current introduced into the bridge rectifier circuit 26D are connected to the induction coil circuit 26B of the rotor speed sensor 26A. After the electrolytic capacitor 26F is connected in parallel to the two ends of the direct current output by the bridge rectifier circuit 26D, the step-down resistor 26E is connected in series and then supplies power to the relay electromagnet 21L. When the induced speed increases and the output power to the relay electromagnet 21L is sufficient, the relay electromagnet 21L has sufficient magnetic force to drive the relay 21E to switch three sets of contact points, changing the power supplied by the inverter 23A to the three-phase winding circuit 28E of the high-speed group. Thus, the structure of the present invention can be implemented in, for example, an electric locomotive. With only two winding structures, it can handle the speed regulation range of the electric locomotive, or be used for simplified assembly applications with only high and low polarized speeds, etc.

[0084] The embodiments described above are only exemplary descriptions of the present invention and do not limit the scope of the present invention. Without departing from the design spirit of the present invention, various deformations and improvements made by those of ordinary skill in the art to the technical solutions of the present invention shall fall within the protection scope determined by the claims of the present invention.

Claims

1. A gear shift control system for a permanent magnet motor with multiple stator pole pairs that does not require a gearbox or a stepless gearbox. This system is different from the existing permanent magnet motor in which the motor power output shaft must be equipped with a mechanical gearbox to perform multi-gear shifting and torque conversion on a vehicle. The system is characterized by: It consists of a permanent magnet motor and a control device, wherein the ratio of the number of permanent magnet strips on the rotor of the permanent magnet motor to the number of stator teeth is one, and both the number of permanent magnet strips on the rotor and the number of stator teeth are even numbers, and the number of stator teeth is a multiple of three; The control device is composed of an inverter, a speed change unit, a permanent magnet motor speed signaling circuit, and an array of three-phase winding circuits. The three-phase winding circuits are respectively placed in the permanent magnet motor to be wound around the corresponding number of stator teeth in the evenly divided area. The speed change unit controls the inverter to supply power to the three-phase winding group of the winding group with the number of pole pairs required for the corresponding speed in the permanent magnet motor, and the speed change unit is also regulated by the output power of the induction end of the permanent magnet motor speed signaling circuit, thereby enabling the permanent magnet motor to produce multi-stage speed regulation and directly drive the vehicle, avoiding the need for the existing permanent magnet motor output shaft to be connected to a mechanical gearbox for multi-speed transmission 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.

2. The gear-free and stepless gearbox-free permanent magnet motor multi-set stator pole pair shift control system according to claim 1, wherein: The permanent magnet motor is an inner rotor permanent magnet motor.

3. The gear-free and stepless gearbox-free permanent magnet motor multi-set stator pole pair shift control system according to claim 1, wherein: The permanent magnet motor is an outer rotor permanent magnet motor.

4. The gear-free and stepless gearbox-free permanent magnet motor multi-set stator pole pair shift control system according to claim 1, wherein: The speed change unit of the control device includes a multi-stage manual switch, a handle speed regulator, and a stator pole pair switching microprocessor, and the inverter is divided into low speed, medium speed and high speed; and the three-phase winding circuits are arranged in an array, divided into a low speed group circuit, a medium speed group circuit and a 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 correspondingly by a stator pole pair switching microprocessor; Each inverter outputs a corresponding circuit three-phase winding group to the permanent magnet motor circuit. The three-phase winding group is wound around a plurality of stator teeth. According to the torque required by the speed, each phase selects a maximum of four adjacent tooth columns with equal arc distances to wind around the plurality of stator teeth, so that the winding sequence of the same phase and the interphase is staggered to wind around all the stator teeth, and each phase must have a line end connected to a line end of another phase; The input ends 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 of a corresponding multi-stage manual switch, and are respectively forked to the corresponding output end of the stator pole pair switching microprocessor. The common contact of all sections of the multi-stage manual switch is then connected through the handle speed regulator to a message input end corresponding to the stator pole pair switching microprocessor, and the other message input end of the stator pole pair switching microprocessor is connected to the sensing end of the rotor speed sensor.

5. The gear-free and stepless gearbox-free permanent magnet motor multi-set stator pole pair shift control system according to claim 1, wherein: The speed change unit in the control device is a relay with three single-pole double-throw contacts, and the three-phase winding circuit of the array is divided into two groups, one group is a low-speed group circuit, and the other group is a high-speed group circuit, and the inverter is a single relay, and the relay is switched to three normally closed points of the three-way contact points to supply power to each phase segment of the three-phase winding circuit of the low-speed group in the permanent magnet motor; When the speed of the permanent magnet motor increases, the inverter is switched on by a three-way single-pole double-throw contact relay to conduct the three normally open points of the three-way contact points, and power is supplied to each phase section of the three-phase winding line of the high-speed group in the permanent magnet motor; the permanent magnet motor speed communication circuit of the control device is composed of a rotor speed sensor connected to a step-down and rectifier circuit. The sensing end of the rotor speed sensor outputs the permanent magnet motor speed communication power to the step-down and rectifier circuit, and then flows to the relay electromagnet in the relay, so that the permanent magnet motor speed is increased to a predetermined speed when the induction is switched to high speed. When the speed of the group circuit increases, a high voltage is generated to activate the relay, so that the inverter originally supplies power to the three-phase winding circuit of the low-speed group in the permanent magnet motor, and changes to supply power to the three-phase winding circuit of the high-speed group in the permanent magnet motor, automatically generating the power required to increase the speed of the permanent magnet motor. Conversely, when the speed of the permanent magnet motor is inductively reduced, a low voltage is generated to prompt the relay to recover, so that the inverter supplies power to the three-phase winding circuit of the high-speed group in the permanent magnet motor, and changes back to supply power to the three-phase winding circuit of the low-speed group in the permanent magnet motor, and adjusts the permanent magnet motor back to low-speed operation.

6. The gear-free and stepless gearbox-free permanent magnet motor multi-set stator pole pair shift control system as claimed in claim 4, wherein: The sensing end of the rotor speed sensor is a Hall integrated circuit sensing circuit that is in close contact with the rotation speed of the rotor permanent magnet strip.

7. The gear-free and stepless gearbox-free permanent magnet motor multi-set stator pole pair shift control system according to claim 4, wherein: The sensing end of the rotor speed sensor is an induction coil circuit that is close to sensing the rotation speed of the permanent magnet strip of the rotor of the permanent magnet motor.

8. The gear-free and stepless gearbox-free permanent magnet motor multi-set stator pole pair shift control system according to claim 5, wherein: The sensing end of the rotor speed sensor is an induction coil circuit that is close to sensing the rotation speed of the rotor permanent magnet strip.

9. The gear shift control system for a permanent magnet motor with multiple stator pole pairs without using a gearbox and a stepless gearbox as claimed in claim 4 or 5, wherein: The induction end of the rotation speed sensor is embedded in a rotor shaft seat protruding from an end shell adjacent to the end face of the rotor wheel of the corresponding permanent magnet motor.

10. The gear-free and stepless gearbox-free permanent magnet motor multi-set stator pole pair shift control system according to claim 4, wherein: The sensing end of the handle speed regulator is a Hall integrated circuit sensing circuit that is close to sensing the rotation speed and address of the handle magnetic point.

11. The gear-free and stepless gearbox-free permanent magnet motor multi-set stator pole pair shift control system according to claim 4, wherein: The sensing end of the handle speed regulator is a variable Hull integrated circuit speed regulator that is close to sensing the rotation speed and address of the handle rotation guide contact.

12. The gear-free and stepless gearbox-free permanent magnet motor multi-set stator pole pair shift control system according to claim 8, wherein: The step-down and rectification circuit is composed of a bridge rectifier circuit, a step-down resistor and an electrolytic capacitor. The two ends of the bridge rectifier circuit that import AC power are connected to the induction coil circuit of the rotor speed sensor. After the two ends of the bridge rectifier circuit that transmit DC power are connected in parallel to the electrolytic capacitor, the step-down resistor is connected in series to supply power to the relay electromagnet. When the induction speed increases and the output power reaches the relay electromagnet, the relay electromagnet has sufficient magnetic force to drive the relay to switch the three-way contact points, thereby changing the inverter to provide electrical frequency to the three-phase winding circuit of the high-speed group.

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