阅读说明：本技术 电动汽车用减小电枢反应畸变的电机 (Motor for reducing armature reaction distortion for electric automobile ) 是由 史立伟 吕炳昌 卞玉康 陶学恒 丁富康 于 2019-12-11 设计创作，主要内容包括：本发明提出了电动汽车用减小电枢反应畸变的电机,包括定子铁心、第二电枢绕组、永磁体、第一电枢绕组、辅助绕组、轴、转子铁心；定子铁心上均匀布置有6个定子槽,定子槽内绕有第一电枢绕组和第二电枢绕组,定子极上开设有辅助槽,辅助槽的形状为矩形,辅助槽中绕有辅助绕组,第一电枢绕组、第二电枢绕组和辅助绕组串联成一相绕组；转子外表面上固定有4个永磁体。本发明的优点在于所述辅助绕组与第一电枢绕组配合使用适应不同工况；第一电枢绕组跨两定子极绕制,减少电枢反应；第二电枢绕组的存在,有效补充了转矩斜坡的最小值,减小了电机的转矩脉动。(The invention provides a motor for reducing armature reaction distortion for an electric automobile, which comprises a stator core, a second armature winding, a permanent magnet, a first armature winding, an auxiliary winding, a shaft and a rotor core, wherein the stator core is provided with a first armature winding and a second armature winding; the stator comprises a stator core, a stator core and a stator core, wherein 6 stator slots are uniformly arranged on the stator core, a first armature winding and a second armature winding are wound in the stator slots, auxiliary slots are formed in the stator pole, the auxiliary slots are rectangular, auxiliary windings are wound in the auxiliary slots, and the first armature winding, the second armature winding and the auxiliary windings are connected in series to form a phase winding; and 4 permanent magnets are fixed on the outer surface of the rotor. The invention has the advantages that the auxiliary winding is matched with the first armature winding for use to adapt to different working conditions; the first armature winding is wound across two stator poles, so that armature reaction is reduced; the existence of the second armature winding effectively supplements the minimum value of the torque slope, and reduces the torque ripple of the motor.)

1. Electric automobile is with motor that reduces armature reaction distortion, its characterized in that: the permanent magnet synchronous motor comprises a stator iron core, a second armature winding, a permanent magnet, a first armature winding, an auxiliary winding, a shaft and a rotor iron core;

6X stator slots are uniformly arranged on the stator core, X is a positive integer, and A-phase, B-phase and C-phase first armature windings and A-phase, B-phase and C-phase second armature windings are wound in the stator slots; the A-phase first armature winding is wound into a 6K +6 th stator slot from a 6K +2 th stator slot and then wound into a 6K +3 th stator slot from a 6K +5 th stator slot; the A-phase second armature winding is wound into the 6K +1 stator slot from the 6K +2 stator slot and then wound into the 6K +4 stator slot from the 6K +5 stator slot; the first armature winding of the phase B is wound into a 6K +2 stator slot from a 6K +4 stator slot and then wound into a 6K +5 stator slot from a 6K +1 stator slot; the second armature winding of the phase B is wound into a 6K +3 stator slot from a 6K +4 stator slot and then wound into a 6K +6 stator slot from a 6K +1 stator slot; the C-phase first armature winding is wound into the 6K +4 th stator slot from the 6K +6 th stator slot and then wound into the 6K +1 th stator slot from the 6K +3 th stator slot; the second armature winding is wound into the 6K +5 th stator slot from the 6K +6 th stator slot and then wound into the 6K +2 th stator slot from the 6K +3 th stator slot;

the rotor is fixed on the shaft, and 4X permanent magnets are fixed on the outer surface of the rotor;

the stator pole is provided with an auxiliary groove, the auxiliary groove is rectangular, the center line of the auxiliary groove is positioned at the middle point of the pole arc, and the length of the auxiliary groove is one third of that of the stator groove;

the auxiliary winding is wound into a 6K +12 th auxiliary groove from a 6K +7 th auxiliary groove, and then is wound into a 6K +9 th auxiliary groove from a 6K +10 th auxiliary groove to be attributed to the A-phase first armature winding; the auxiliary winding is wound into the 6K +8 th auxiliary slot from the 6K +9 th auxiliary slot, and then is wound into the 6K +11 th auxiliary slot from the 6K +12 th auxiliary slot to be attributed to the B-phase first armature winding; the auxiliary winding is wound into a 6K +10 th auxiliary groove from a 6K +11 th auxiliary groove, and then is wound into a 6K +7 th auxiliary groove from a 6K +8 th auxiliary groove to be attributed to the C-phase first armature winding;

the first armature winding, the second armature winding and the auxiliary winding are connected in series to form a phase winding.

2. The motor for reducing armature reaction distortion for an electric vehicle of claim 1, wherein: the first armature winding is wound across two stator poles.

3. The motor for reducing armature reaction distortion for an electric vehicle of claim 1, wherein: the matching use principle of the first armature winding and the auxiliary winding under different working conditions of the motor is as follows; when the working condition of the motor is small load, the first armature winding acts independently; when the working condition of the motor is large load, the first armature winding and the auxiliary winding act together.

4. The motor for reducing armature reaction distortion for an electric vehicle of claim 1, wherein: the first armature winding and the second armature winding act together under various working conditions of the motor.

Technical Field

The invention relates to a motor for reducing armature reaction distortion for an electric automobile, and belongs to the technical field of electric automobiles.

Background

With the shortage of energy and the deterioration of environment, the use of new energy becomes an important research field, and the application of new energy automobiles mainly including electric automobiles becomes an important research and development object in the automobile field. In the composition of electric vehicles, motors are extremely important, and therefore, the progress of motor theory and technology is important in developing energy, effectively utilizing energy, and saving energy.

The permanent magnet synchronous motor is a synchronous motor which generates synchronous rotating magnetic fields by permanent magnet excitation. Classifying according to the installation positions of the permanent magnets: surface Permanent Magnet Synchronous Machines (SPMSM) and Interior Permanent Magnet Synchronous Machines (IPMSM). Classifying according to the response potential waveform of the stator winding: sine wave permanent magnet synchronous motor, brushless permanent magnet direct current motor. The permanent magnet synchronous motor has the advantages of large power factor, low loss, flexible shape and size, simple structure, high power and the like. However, the permanent magnet synchronous motor has the defects of poor shock resistance, high total harmonic content, difficult starting, easy influence by armature reaction and the like.

Some solutions for permanent magnet synchronous motors have been proposed. For example: application No.: 201510562547.5, a permanent magnet synchronous motor rotor and a permanent magnet synchronous motor, discloses a novel motor structure, adds a radial permanent magnet between two V-shaped permanent magnets and the polarity of the radial permanent magnet is the same as that of the permanent magnets at two adjacent sides, optimizes the air gap magnetic field waveform, and reduces the cogging torque. Application No.: 201810235009.9, double stator permanent magnet synchronous motor, discloses a double stator permanent magnet synchronous motor using fractional slot concentrated winding, the double stator winding is correspondingly staggered, the composite magnetomotive force and electromotive force harmonic content of the two armatures is reduced, the eddy current loss of the permanent magnet is reduced, and the efficiency and reliability of the motor are improved.

The invention provides a motor for reducing armature reaction distortion for an electric automobile, wherein 6 stator slots are uniformly arranged on a stator core, a first armature winding and a second armature winding are wound in the stator slots, auxiliary slots are formed in a stator pole, the auxiliary slots are rectangular in shape, and auxiliary windings are wound in the auxiliary slots; the auxiliary winding is matched with the first armature winding for use to adapt to different working conditions; the first armature winding is wound across two stator poles, so that armature reaction is reduced; the existence of the second armature winding effectively supplements the minimum value of the torque slope, and reduces the torque ripple of the motor.

Disclosure of Invention

The invention provides a motor with a second armature winding for reducing armature reaction distortion for an electric automobile, aiming at the problem that the armature reaction of the motor is difficult to eliminate, and the motor supplements the minimum value of a torque slope and reduces the torque pulsation of the motor.

The invention adopts the following technical scheme:

electric automobile is with motor that reduces armature reaction distortion, its characterized in that: the permanent magnet synchronous motor comprises a stator iron core, a second armature winding, a permanent magnet, a first armature winding, an auxiliary winding, a shaft and a rotor iron core;

6X stator slots are uniformly arranged on the stator core, X is a positive integer, and A-phase, B-phase and C-phase first armature windings and A-phase, B-phase and C-phase second armature windings are wound in the stator slots; the A-phase first armature winding is wound into a 6K +6 th stator slot from a 6K +2 th stator slot and then wound into a 6K +3 th stator slot from a 6K +5 th stator slot; the A-phase second armature winding is wound into the 6K +1 stator slot from the 6K +2 stator slot and then wound into the 6K +4 stator slot from the 6K +5 stator slot; the first armature winding of the phase B is wound into a 6K +2 stator slot from a 6K +4 stator slot and then wound into a 6K +5 stator slot from a 6K +1 stator slot; the second armature winding of the phase B is wound into a 6K +3 stator slot from a 6K +4 stator slot and then wound into a 6K +6 stator slot from a 6K +1 stator slot; the C-phase first armature winding is wound into the 6K +4 th stator slot from the 6K +6 th stator slot and then wound into the 6K +1 th stator slot from the 6K +3 th stator slot; the second armature winding is wound into the 6K +5 th stator slot from the 6K +6 th stator slot and then wound into the 6K +2 th stator slot from the 6K +3 th stator slot;

the rotor is fixed on the shaft and can rotate around the shaft, 4X permanent magnets are fixed on the outer surface of the rotor, and X is a positive integer;

the stator pole is provided with an auxiliary groove, the auxiliary groove is rectangular, the center line of the auxiliary groove is positioned at the middle point of the pole arc, and the length of the auxiliary groove is one third of that of the stator groove;

the auxiliary winding is wound into a 6K +12 th auxiliary groove from a 6K +7 th auxiliary groove, and then is wound into a 6K +9 th auxiliary groove from a 6K +10 th auxiliary groove to be attributed to the A-phase first armature winding; the auxiliary winding is wound into the 6K +8 th auxiliary slot from the 6K +9 th auxiliary slot, and then is wound into the 6K +11 th auxiliary slot from the 6K +12 th auxiliary slot to be attributed to the B-phase first armature winding; the auxiliary winding is wound into a 6K +10 th auxiliary groove from a 6K +11 th auxiliary groove, and then is wound into a 6K +7 th auxiliary groove from a 6K +8 th auxiliary groove to be attributed to the C-phase first armature winding;

the first armature winding, the second armature winding and the auxiliary winding are connected in series to form a phase winding.

Electric automobile is with motor that reduces armature reaction distortion, its characterized in that: the first armature winding is wound across two stator poles;

electric automobile is with motor that reduces armature reaction distortion, its characterized in that: the first armature winding and the auxiliary winding are matched for use under different working conditions of the motor; when the working condition of the motor is small load, the first armature winding acts independently;

when the working condition of the motor is large load, the first armature winding and the auxiliary winding act together;

electric automobile is with motor that reduces armature reaction distortion, its characterized in that: the first armature winding and the second armature winding act together under various working conditions of the motor.

The invention has the following beneficial effects:

(1) the rotor adopted by the motor is free of excitation windings, and the motor is simple in structure, firm, durable, wide in speed regulation range and suitable for high-speed operation;

(2) the auxiliary winding is matched with the first armature winding to adapt to different working conditions of high load and low load respectively;

(3) the first armature winding is wound across the two stator poles in a distributed mode, so that the cogging effect can be reduced;

(4) the motor has small cogging torque, small torque pulsation, low noise, large starting torque, stable operation and high efficiency;

(5) the presence of the second armature winding supplements the torque ramp value, reducing the torque ripple of the motor.

Drawings

FIG. 1 is a schematic diagram of a motor structure for reducing armature reaction distortion for an electric vehicle according to the present invention. Wherein: 1 stator iron core, 2 stator slots, 3 second armature windings, 4 permanent magnets, 5 first armature windings, 6 auxiliary windings, 7 shafts, 8 rotor iron cores and 9 auxiliary slots;

fig. 2 is a winding diagram of a first armature winding of the motor for reducing armature reaction distortion for the electric automobile. Wherein the upper serial numbers 1-6 represent the stator pole number serial numbers, A, B, C represents a three-phase winding;

fig. 3 is a winding diagram of a second armature winding of the motor for reducing armature reaction distortion for the electric automobile. Wherein the serial numbers 1-6 at the upper part represent the serial numbers of the stator poles;

FIG. 4 is a winding diagram of an auxiliary winding of the motor for reducing the distortion of the armature reaction for the electric automobile. Wherein the serial numbers 7-12 at the upper part represent the serial numbers of the auxiliary slots;

FIG. 5 is a schematic diagram of an electric motor for reducing armature reaction distortion for an electric vehicle according to the present invention. Wherein b1 represents a magnetic flux density distribution curve generated under no load, b2 represents a magnetic flux density distribution curve generated by the independent action of the first armature winding, b3 represents a magnetic flux density distribution curve generated by the independent action of the auxiliary winding, b4 represents a magnetic flux density distribution curve generated by the independent action of the second armature winding, and b5 represents a magnetic flux density distribution curve generated when the first armature winding, the second armature winding and the auxiliary winding act together.

Detailed Description

The invention is described in further detail below with reference to the accompanying drawings.

FIG. 1 is a schematic diagram of a motor structure for reducing armature reaction distortion for an electric vehicle according to the present invention.

The motor for reducing armature reaction distortion for the electric automobile comprises a stator iron core (1), a second armature winding (3), a permanent magnet (4), a first armature winding (5), an auxiliary winding (6), a shaft (7) and a rotor iron core (8);

the rotor (8) is fixed on the shaft (7) and can rotate around the shaft (7), 4X permanent magnets (4) are fixed on the outer surface of the rotor (8), and X is 1;

6X stator slots (2) are uniformly distributed on the stator core (1), and X is 1; an A-phase first armature winding (5) and an A-phase second armature winding (3) are wound in the stator slot (2); a B-phase first armature winding (5) and a B-phase second armature winding (3); a C-phase first armature winding (5) and a C-phase second armature winding (3); the winding directions of the first armature windings (5) and the second armature windings (3) on all the stator cores (1) are consistent; an auxiliary groove (9) is formed in the stator pole, the auxiliary groove (9) is rectangular, the center line of the auxiliary groove (9) is located at the middle point of the pole arc, the length of the auxiliary groove (9) is one third of that of the stator groove (2), and an auxiliary winding (6) is wound in the auxiliary groove (9); the first armature winding (5), the second armature winding (3) and the auxiliary winding (6) are connected in series to form a phase winding.

Fig. 2 is a winding diagram of a first armature winding of the motor for reducing armature reaction distortion for the electric automobile.

A, B, C represents a phase A winding, a phase B winding and a phase C winding; the A-phase first armature winding (5) is wound into the 6K +6 th stator slot (2) from the 6K +2 th stator slot (2), and then is wound into the 6K +3 th stator slot (2) from the 6K +5 th stator slot (2); the B-phase first armature winding (5) is wound into the 6K +2 th stator slot (2) from the 6K +4 th stator slot (2), and then is wound into the 6K +5 th stator slot (2) from the 6K +1 th stator slot (2); the C-phase first armature winding (5) is wound into the 6K +4 th stator slot (2) from the 6K +6 th stator slot (2), and then is wound into the 6K +1 th stator slot (2) from the 6K +3 th stator slot (2).

Fig. 3 is a winding diagram of a second armature winding of the motor for reducing armature reaction distortion for the electric automobile.

The A-phase second armature winding (3) is wound into the 6K +1 th stator slot (2) from the 6K +2 th stator slot (2), and then is wound into the 6K +4 th stator slot (2) from the 6K +5 th stator slot (2); the B-phase second armature winding (3) is wound into the 6K +3 th stator slot (2) from the 6K +4 th stator slot (2), and then is wound into the 6K +6 th stator slot (2) from the 6K +1 th stator slot (2); the C-phase second armature winding (3) is wound into the 6K +5 th stator slot (2) from the 6K +6 th stator slot (2), and then is wound into the 6K +2 th stator slot (2) from the 6K +3 th stator slot (2).

FIG. 4 is a winding diagram of an auxiliary winding of the motor for reducing the distortion of the armature reaction for the electric automobile.

The auxiliary winding (6) is wound into the 6K +12 auxiliary slot (9) from the 6K +7 auxiliary slot (9), and then is wound into the 6K +9 auxiliary slot (9) from the 6K +10 auxiliary slot (9) and belongs to the A-phase first armature winding; the auxiliary winding is wound into the 6K +8 auxiliary slot (9) from the 6K +9 auxiliary slot (9), and then is wound into the 6K +11 auxiliary slot (9) from the 6K +12 auxiliary slot (9) and belongs to the B-phase first armature winding; the auxiliary winding is wound into the 6K +10 auxiliary slot (9) from the 6K +11 auxiliary slot (9), and then is wound into the 6K +7 auxiliary slot (9) from the 6K +8 auxiliary slot (9) and belongs to the C-phase first armature winding.

According to the motor for reducing armature reaction distortion for the electric automobile, under a large-load working condition, if current is supplied to the auxiliary winding, an auxiliary magnetic field can be generated on each stator pole. When the rotor rotates, the magnetic flux on each stator pole is sequentially increased or decreased, so that the magnetic flux of armature winding coils of each phase is changed; the auxiliary winding and the first armature winding are matched with each other to adapt to operation under different working conditions, and the first armature winding is wound across two poles, so that the cogging effect of the motor is reduced; the existence of the second armature winding effectively changes the magnetic flux density distribution curve and reduces the torque pulsation of the motor.