Motor with electric control energy-saving effect

Abstract

The utility model discloses a motor with an electric control energy-saving effect, which comprises a support and a motor, an inertia wheel is rotatably connected onto the support, an electromagnet is fixedly connected onto the support, the motor comprises a shell and a main shaft, the shell is connected with the support, a stator is arranged in the shell, a plurality of first windings and a plurality of second windings are wound on the stator, and the first windings and the second windings are wound on the main shaft. The first winding is located between the two adjacent second windings, the main shaft is rotationally connected with the shell, the main shaft penetrates through the inertia wheel, the main shaft and the inertia wheel are coaxial, a rotor is fixedly connected to the main shaft, a plurality of magnetic parts distributed around the main shaft are arranged on the rotor, the first winding and the second windings are distributed around the rotor, and the main shaft is sleeved with a reset mechanism. The reset mechanism is elastically connected with a contact disc, and the inertia wheel is located between the electromagnet and the contact disc. The utility model provides a motor with an electric control energy-saving effect, and the cruising ability of a vehicle carrying a high-power motor is improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive electric motors, and in particular to an electric motor with energy-saving electronic control effects. Background Technology

[0002] With the rapid development of electric vehicle technology, in order to meet users' demands for vehicle power performance, the power of electric motors in automobiles has generally increased to over 50kW. While high-power electric motors can significantly improve vehicle acceleration performance and load capacity, they also lead to a substantial increase in the rate of energy consumption. Especially under conditions of frequent starts or high-speed driving, the instantaneous energy consumption of the power system rises sharply, directly exacerbating the degradation of the battery pack's capacity.

[0003] Therefore, how to effectively reduce the negative impact of high-power motors on driving range while ensuring the power output of the motor has become a technical challenge that urgently needs to be overcome in this field. Utility Model Content

[0004] The purpose of this invention is to provide an electric motor with energy-saving electronic control, thereby improving the range of vehicles equipped with high-power electric motors.

[0005] The technical solution adopted by the electric motor with energy-saving effect disclosed in this utility model is as follows:

[0006] The device includes a bracket and a motor. An inertia wheel is rotatably connected to the bracket, and an electromagnet is fixedly connected to the bracket. The motor includes a housing and a main shaft. The housing is connected to the bracket, and a stator is provided inside the housing. Multiple first windings and multiple second windings are wound on the stator. The first windings are located between two adjacent second windings. The main shaft is rotatably connected to the housing and passes through the inertia wheel. The main shaft and the inertia wheel are coaxial. A rotor is fixedly connected to the main shaft. The rotor has multiple magnetic components arranged around the main shaft. Both the first and second windings are arranged around the rotor. A reset mechanism is sleeved on the main shaft, and a contact plate is elastically connected to the reset mechanism. The inertia wheel is located between the electromagnet and the contact plate.

[0007] As a preferred embodiment, the outer casing has a through hole, and one end of the stator extends with multiple buckles. The multiple buckles are arranged around the center of the stator. The first winding and the second winding are both electrically connected with wires. The multiple wires all pass through the through hole and out of the outer casing around the stator, and the wires are snapped into the buckles.

[0008] As a preferred embodiment, the outer casing is connected to an intake pipe and an exhaust pipe, which are respectively located near the two ends of the rotor.

[0009] As a preferred embodiment, the reset mechanism includes a connector and a connecting plate. The connector is sleeved on the outside of the main shaft and is fixedly connected to the connecting plate. An elastic element is fixedly connected to the connecting plate, and the contact plate is fixedly connected to the elastic element.

[0010] As a preferred embodiment, the inertial wheel has a groove, and the electromagnet is located in the groove.

[0011] As a preferred embodiment, the bottom of the groove is provided with a through groove, the through groove passes through the inertia wheel, and the through groove is close to the contact plate.

[0012] The beneficial effects of the electric motor with energy-saving electrical control disclosed in this utility model are as follows:

[0013] When the vehicle starts moving and the motor is started, the motor requires a large current to start the main shaft to rotate. When the electromagnet is de-energized, the reset mechanism pulls the contact plate away from the inertia wheel, so that the main shaft is disengaged from the inertia wheel, reducing the resistance to the rotation of the main shaft. At the same time, the first winding and the second winding conduct alternating current, driving the main shaft to start rotating.

[0014] When a vehicle is traveling at a constant speed, due to the vehicle's forward inertia, it is only necessary to conduct current to the first winding or the second winding to drive the motor, thereby reducing the electrical energy consumed in driving the motor and extending the vehicle's driving range. Furthermore, since the first winding or the second winding will generate a high operating temperature when running alone, by cyclically switching between the first winding and the second winding, when the operating temperature of either winding becomes too high, the other winding is switched to, thereby effectively reducing the operating temperature of the component and the electrical energy loss.

[0015] When the vehicle is traveling at high speed, the electromagnet attracts the contact plate to contact the inertia wheel, and the main shaft drives the inertia wheel to rotate synchronously through the reset mechanism and the contact plate in sequence. After the vehicle decelerates, the power supply to the motor is cut off, and the rotational inertia of the inertia wheel drives the main shaft to continue rotating, thereby improving the inertial power generation efficiency of the motor when the vehicle is coasting and further extending the vehicle's driving range. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of an electric motor with electric control and energy-saving effect according to this utility model.

[0017] Figure 2 This is a schematic diagram of the installation of the inertia wheel and reset mechanism of an electric motor with electric control and energy-saving effect according to this utility model.

[0018] Figure 3 This is a cross-sectional view of the inertia wheel and reset mechanism of an electric motor with electronic control and energy-saving effect according to this utility model.

[0019] Figure 4This is a schematic diagram of the installation of a reset mechanism for an electric motor with energy-saving electrical control, according to this utility model.

[0020] Figure 5 This is a cross-sectional view of an electric motor with energy-saving electrical control according to the present invention.

[0021] Figure 6 This is a schematic diagram of the stator and first winding of an electric motor with energy-saving electrical control according to this utility model.

[0022] Figure 7 This is a schematic diagram of the stator and second winding of an electric motor with energy-saving electrical control according to this utility model.

[0023] Figure 8 This is a schematic diagram of the installation of the rotor and magnetic components of an electric motor with energy-saving electrical control according to this utility model. Detailed Implementation

[0024] The present invention will be further described and illustrated below with reference to specific embodiments and the accompanying drawings:

[0025] Please refer to Figures 1-3 .

[0026] The present invention discloses an electric motor with energy-saving electrical control, comprising a bracket 1 and a motor 2;

[0027] An inertia wheel 11 is rotatably connected to the bracket 1. A first bearing 111 is sleeved on the bracket 1. The inertia wheel 11 is sleeved on the outer ring of the first bearing 111. The inertia wheel 11 is rotatably connected to the bracket 1 through the first bearing 111.

[0028] Furthermore, a groove 112 is provided on the inertia wheel 11. In this embodiment, the groove 112 is preferably annular. A through groove 113 is provided at the bottom of the groove 112, and the through groove 113 passes through the inertia wheel 11. An electromagnet 12 is fixedly connected to the bracket 1. In this embodiment, the electromagnet 12 is preferably annular and is located in the groove 112. The groove 112 can reduce the thickness of a part of the inertia wheel 11, allowing the magnetism of the electromagnet 12 to be transmitted to the outside of the inertia wheel 11.

[0029] The bracket 1 is equipped with a dust cover 13, which covers the outside of the inertia wheel 11. The dust cover 13 can isolate the dust from the outside and prevent the dust from adhering to the inertia wheel 11 and affecting the balance of the inertia wheel 11. A second bearing 131 is embedded in the dust cover 13, and the first bearing 111 and the second bearing 131 are coaxial.

[0030] Please refer to Figures 2-5 .

[0031] The motor 2 includes a housing 21 and a main shaft 23. The housing 21 is fixedly connected to the bracket 1. A third bearing 211 and a fourth bearing 212 are embedded in the housing 21. A second bearing 131 is coaxial with the third bearing 211 and the fourth bearing 212. The third bearing 211 and the fourth bearing 212 are both sleeved on the outside of the main shaft 23. The main shaft 23 is rotatably connected to the housing 21 through the third bearing 211 and the fourth bearing 212. The main shaft 23 passes through the bracket 1 and the inertia wheel 11. The main shaft 23 is coaxial with the inertia wheel 11. A fifth bearing 141 is embedded in the bracket 1. The fifth bearing 141 is sleeved on the outside of the main shaft 23. The main shaft 23 is rotatably connected to the bracket 1 through the fifth bearing 141. The second bearing 131 is sleeved on the outside of the main shaft 23. The main shaft 23 is rotatably connected to the dust cover 13 through the second bearing 131.

[0032] A reset mechanism 3 is sleeved on the spindle 23 and is located inside the dust cover 13. The reset mechanism 3 includes a connector 31 and a connecting plate 32. The connector 31 is sleeved on the outside of the spindle 23 and is fixedly connected to the spindle 23. Multiple first rivets 311 are riveted on the connector 31, and the connector 31 is fixedly connected to the connecting plate 32 through the first rivets 311. An elastic element 321 is fixedly connected to the connecting plate 32. In this embodiment, the elastic element 321 is preferably made of rubber, so that the elastic element 321 has high elastic deformation performance. In this embodiment, there are preferably three elastic elements 321, and the three elastic elements 321 are respectively located in three directions of the contact plate 33.

[0033] Furthermore, a contact plate 33 is elastically connected to the reset mechanism 3. In this embodiment, the contact plate 33 is preferably made of metal. Multiple second rivets 331 are riveted to the contact plate 33. The second rivets 331 penetrate the connecting plate 32. The contact plate 33 is fixedly connected to the elastic member 321 through the second rivets 331. The connecting plate 32 is located between the elastic member 321 and the contact plate 33. The through groove 113 is close to the contact plate 33. The inertia wheel 11 is located between the electromagnet 12 and the contact plate 33. There is a gap between the contact plate 33 and the inertia wheel 11. In this embodiment, the width of the gap is preferably 1.5 mm.

[0034] When the electromagnet 12 is energized, the electromagnet 12 attracts the contact plate 33, which is tightly attached to the inertia wheel 11. The contact plate 33 pulls the elastic element 321 to deform elastically through the second rivet 331. The main shaft 23 drives the inertia wheel 11 to rotate synchronously through the reset mechanism 3. When the power supply to the motor 2 is cut off, the inertia wheel 11 can use its rotational inertia to drive the main shaft 23 to rotate synchronously. When the power supply to the electromagnet 12 is cut off, the contact plate 33 loses the attraction of the electromagnet 12. The elastic element 321 pulls the second rivet 331 to reset, so that the contact plate 33 moves away from the inertia wheel 11, allowing the inertia wheel 11 to detach from the main shaft 23. Furthermore, the elastic element 321, made of rubber, has a high shock absorption and vibration isolation effect, reducing or isolating the vibration generated by the inertia wheel 11 from being transmitted to the main shaft 23 through the reset mechanism 3.

[0035] Please refer to Figures 5-8 .

[0036] The outer casing 21 contains a stator 22, on which multiple first windings 222 and multiple second windings 223 are wound. In this embodiment, the number of first windings 222 is the same as the number of second windings 223. In this embodiment, the stator 22 is preferably a hollow cylindrical shape, and the main shaft 23 passes through the center of the stator 22. The main shaft 23 is coaxial with the stator 22. The first windings 222 and the second windings 223 are evenly distributed on the inner wall of the stator 22. The first windings 222 are located between two adjacent second windings 223, and the multiple first windings 222 and the multiple second windings 223 are arranged alternately.

[0037] Furthermore, the outer casing 21 has through holes, and one end of the stator 22 extends multiple latches 221. The multiple latches 221 are arranged at intervals around the center of the stator 22, and the latches 221 are close to the outer side of the stator 22. The first winding 222 and the second winding 223 are both electrically connected to wires 25. Multiple wires 25 are all arranged around the stator 22 and pass through the through holes to exit the outer casing 21. The wires 25 are snapped into the latches 221.

[0038] A rotor 24 is fixedly connected to the main shaft 23. The rotor 24 is provided with multiple magnetic components 241 arranged around the main shaft 23. The rotor 24 is located inside the stator 22. The first winding 222 and the second winding 223 are both arranged around the rotor 24.

[0039] An intake pipe 213 and an exhaust pipe 214 are connected on the outer casing 21. The intake pipe 213 and the exhaust pipe 214 are close to the two ends of the rotor 24, respectively. The diameter of the exhaust pipe 214 is larger than that of the intake pipe 213, so that the high temperature generated by the motor 2 during operation can be discharged from the exhaust pipe 214 more quickly.

[0040] When the vehicle is traveling at high speed, the temperature of motor 2 rises. At this time, high-pressure gas is introduced into the housing 21 of motor 2 through intake pipe 213. When the gas flows through the gap between rotor 24 and stator 22, it absorbs heat. Then the gas is discharged through exhaust pipe 214, carrying away the heat and effectively reducing the operating temperature of motor 2. Since the third bearing 211 and the fourth bearing 212 are both located inside the housing 21, the gas flows through and contacts the third bearing 211 and the fourth bearing 212 at the same time, reducing the operating temperature of the third bearing 211 and the fourth bearing 212.

[0041] The motor 2 uses high-pressure gas for heat dissipation. When water vapor or metal debris enters the motor 2, the gas can carry it away and discharge it from the exhaust pipe 214, thereby extending the service life of the motor.

[0042] Because the car generates headwind when driving at high speed, the filtered headwind air is introduced into the motor 2 for cooling, without the need for additional power consumption.

[0043] Please refer to Figures 1-8 .

[0044] Operating principles and details:

[0045] When the vehicle starts and the motor 2 is started, the electromagnet 12 is de-energized because the motor 2 requires a large current and high power in the initial stage of starting. The reset mechanism 3 pulls the contact plate 33 away from the inertia wheel 11, so that the main shaft 23 is disengaged from the inertia wheel 11, reducing the resistance to the rotation of the main shaft 23. The first winding 222 and the second winding 223 simultaneously conduct alternating current, so that the motor 2 enters high-power operation to drive the main shaft 23 to rotate.

[0046] When the vehicle is traveling at low speed (less than 15 km / h) and under light load, motor 2 enters a low-speed operating state. It only needs to conduct current to the first winding 222 or the second winding 223 to drive motor 2, thereby reducing energy consumption and extending the vehicle's driving range. Since the first winding 222 or the second winding 223 will generate a high operating temperature when running alone, by cyclically switching the operation of the first winding 222 and the second winding 223, when the operating temperature of either winding is too high, it will switch to the other winding, thereby effectively reducing the operating temperature of the component and energy loss.

[0047] Furthermore, the electromagnet 12 can be energized, and the electromagnet 12 attracts the contact plate 33 to contact the inertia wheel 11. The inertia wheel 11 rotates synchronously with the main shaft 23 and increases the rotational inertia of the main shaft 23. The inertia wheel 11 can increase the rotational inertia of the main shaft 23, allowing the rotor 24 to rotate through the de-energized first winding 222 or second winding 223.

[0048] The function of not starting the generator when the vehicle is traveling at low speed can reduce the jerking sensation of the vehicle and thus improve the comfort of the ride.

[0049] When the vehicle is traveling at low speed (less than 15 km / h) and under heavy load, the electromagnet 12 is energized, and the electromagnet 12 attracts the contact plate 33 to contact the inertia wheel 11. The inertia wheel 11 rotates synchronously with the main shaft 23. The first winding 222 and the second winding 223 are energized at the same time, allowing the motor 2 to enter high-power operation. The inertia wheel 11 acts on the main shaft 23 with its large rotational inertial force, thereby indirectly driving the main shaft 23 to rotate synchronously. This can increase the output power and output torque of the motor 2 without changing the rotational speed.

[0050] When the vehicle is traveling at high speed, greater than 15km / h, and the load is light, it is only necessary to conduct current to the first winding 222 or the second winding 223 to drive the motor 2, thereby reducing energy consumption and extending the vehicle's driving range.

[0051] Furthermore, the electromagnet 12 can be energized, and the inertia wheel 11 rotates synchronously with the main shaft 23, increasing the rotational inertia of the main shaft 23. After the vehicle decelerates, the power supply to the motor 2 is cut off, and the rotational inertia of the inertia wheel 11 drives the main shaft 23 to continue rotating, thereby improving the inertial power generation efficiency of the motor 2 when the vehicle is coasting, and further extending the vehicle's driving range.

[0052] When the vehicle is traveling at low speed, the speed is greater than 15km / h, and the load is heavy, the electromagnet 12 is energized, causing the inertia wheel 11 to rotate synchronously with the main shaft 23; the first winding 222 and the second winding 223 are energized at the same time, allowing the motor 2 to output maximum power and maximum torque.

[0053] When the vehicle travels at ultra-high speed, exceeding 120 km / h, the electromagnet 12 is de-energized, causing the main shaft 23 to disengage from the inertia wheel 11, reducing the resistance to the rotation of the main shaft 23; the first winding 222 and the second winding 223 are simultaneously energized, causing the motor 2 to enter high-power operation.

[0054] This utility model provides an electric motor with energy-saving electronic control. When the vehicle starts and the motor is started, the motor requires a large current to start the main shaft rotation. When the electromagnet is de-energized, the reset mechanism pulls the contact plate away from the inertia wheel, so that the main shaft is disengaged from the inertia wheel, reducing the resistance to the rotation of the main shaft. The first winding and the second winding simultaneously conduct alternating current, driving the main shaft to start rotating.

[0055] When a vehicle is traveling at a constant speed, due to the vehicle's forward inertia, it is only necessary to conduct current to the first winding or the second winding to drive the motor, thereby reducing the electrical energy consumed in driving the motor and extending the vehicle's driving range. Furthermore, since the first winding or the second winding will generate a high operating temperature when running alone, by cyclically switching between the first winding and the second winding, when the operating temperature of either winding becomes too high, the other winding is switched to, thereby effectively reducing the operating temperature of the component and the electrical energy loss.

[0056] When the vehicle is traveling at high speed, the electromagnet attracts the contact plate to contact the inertia wheel, and the main shaft drives the inertia wheel to rotate synchronously through the reset mechanism and the contact plate in sequence. After the vehicle decelerates, the power supply to the motor is cut off, and the rotational inertia of the inertia wheel drives the main shaft to continue rotating, thereby improving the inertial power generation efficiency of the motor when the vehicle is coasting and further extending the vehicle's driving range.

[0057] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit the scope of protection of this utility model. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the essence and scope of the technical solutions of this utility model.

Claims

1. An electric motor with energy-saving electrical control, characterized in that, Includes the bracket and the motor; An inertia wheel is rotatably connected to the bracket, and an electromagnet is fixedly connected to the bracket; The motor includes a housing and a main shaft. The housing is connected to a bracket. A stator is provided inside the housing. Multiple first windings and multiple second windings are wound on the stator. The first windings are located between two adjacent second windings. The main shaft is rotatably connected to the housing. The main shaft passes through an inertia wheel and is coaxial with the inertia wheel. A rotor is fixedly connected to the main shaft. The rotor is provided with multiple magnetic components arranged around the main shaft. Both the first windings and the second windings are arranged around the rotor. A reset mechanism is sleeved on the main shaft, and a contact plate is elastically connected to the reset mechanism. The inertia wheel is located between the electromagnet and the contact plate.

2. The electric motor with energy-saving electronic control effect as described in claim 1, characterized in that, The outer casing has a through hole, and one end of the stator extends with multiple buckles. The multiple buckles are arranged around the center of the stator. The first winding and the second winding are electrically connected to wires. The multiple wires all pass through the through hole and out of the outer casing around the stator, and the wires are snapped into the buckles.

3. The electric motor with energy-saving electronic control effect as described in claim 2, characterized in that, An intake pipe and an exhaust pipe are connected to the outer casing, and the intake pipe and exhaust pipe are respectively located near the two ends of the rotor.

4. A motor with energy-saving electrical control as described in any one of claims 1 or 3, characterized in that, The reset mechanism includes a connector and a connecting plate. The connector is sleeved on the outside of the spindle and is fixedly connected to the connecting plate. An elastic element is fixedly connected to the connecting plate, and the contact plate is fixedly connected to the elastic element.

5. The electric motor with energy-saving electrical control effect as described in claim 4, characterized in that, The inertia wheel has a groove, and the electromagnet is located in the groove.

6. The electric motor with energy-saving electrical control effect as described in claim 5, characterized in that, The bottom of the groove has a through groove that passes through the inertia wheel and is close to the contact plate.

Images