U.S. patent number 3,757,150 [Application Number 05/230,351] was granted by the patent office on 1973-09-04 for direct current traction motor.
This patent grant is currently assigned to S.A. Novi-P.B.. Invention is credited to Jacques H. Benezech.
United States Patent |
3,757,150 |
Benezech |
September 4, 1973 |
**Please see images for:
( Certificate of Correction ) ** |
DIRECT CURRENT TRACTION MOTOR
Abstract
A direct current traction motor comprising a rotary armature
consisting of a stack of slotted magnetic plates surrounded with a
gap by a composite multipolar induction assembly wherein each pole
comprises a core-mounted induction coil and a permanent induction
magnet, the respective inductors of the poles thus forming two sets
spaced equidistantly around the armature, either in fixed axially
aligned relationship or in variable angular relationship as between
one set and the other, and the axial distance between the coil and
the magnet at each pole bearing a predetermined relationship to the
gap between the armature and induction assembly.
Inventors: |
Benezech; Jacques H. (Le
Vesinet, FR) |
Assignee: |
S.A. Novi-P.B. (Pantin,
FR)
|
Family
ID: |
22864885 |
Appl.
No.: |
05/230,351 |
Filed: |
February 29, 1972 |
Current U.S.
Class: |
310/181;
310/154.07 |
Current CPC
Class: |
H02K
23/02 (20130101); H02K 23/16 (20130101) |
Current International
Class: |
H02K
23/16 (20060101); H02K 23/02 (20060101); H02k
023/02 () |
Field of
Search: |
;310/181,182,183,154,155,225,179,180,68 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
|
|
|
|
|
|
|
391,591 |
|
May 1933 |
|
GB |
|
1,036,382 |
|
Jul 1966 |
|
GB |
|
Primary Examiner: Duggan; D. F.
Claims
We claim:
1. A direct-current tractor motor comprising a rotatable armature
composed along its entire length of magnetically permeable
material, a series of multipolar inductors, each of the poles of
said inductors including a first and second assembly, said first
assembly comprising a core of magnetically permeable material and a
coil, said second assembly comprising a ferrite magnetic material,
a frame to support said armature for rotation and to mount the
respective first and second assemblies of each of said inductors in
alignment with each other in a direction transverse to the
direction of rotation of the armature and disposed to establish a
magnetic path between the respective first and second first and
second assemblies of each pole through said armature.
2. A motor according to claim 1, wherein at each pole, the
induction coil and the permanent induction magnet are aligned in
the axial direction.
3. A traction motor according to claim 2, wherein each permanent
induction magnet comprises a flat ferrite magnet fixed on the frame
of the motor and terminated at the side of the said gap by a polar
mass.
4. A motor according to claim 3, wherein the core of each induction
coil has T-shaped longitudinal and transverse cross-sections,
whereby to present a wider portion on the side of the said gap.
5. A motor according to claim 1, wherein the armature comprises an
insulating disc carrying conductors, and the induction assembly is
formed on the respective sides of this disc by two circular
supports, concentric with the axis of the disc, and one carrying
the induction coils and the other the permanent induction
magnet.
6. A traction motor according to claim 1, wherein each induction
coil comprises a series winding and a separate parallel
winding.
7. A traction motor according to claim 1, wherein the winding of
each induction coil is a series winding.
8. A motor according to claim 1, wherein the commutator brushes are
set at the neutral line.
9. A motor according to claim 1, wherein the brushes are made from
silver or like material having a low electrical resistance.
10. A motor according to claim 1, wherein means are provided for
producing an angular displacement of the permanent induction
magnets relative to the induction coils.
11. A motor according to claim 10, wherein the permanent induction
magnets are mounted on a surface of revolution coaxial with the
armature and inside of the frame of the motor, and wherein this
surface of revolution has an angular position which may be varied
relative to the induction coils fixed on the frame.
12. A motor according to claim 1, wherein the armature iron is
divided longitudinally into two parts by means of insulating foils
placed opposite the interval between two inductors of the same
pole.
13. A motor according to claim 1, wherein the frame of the motor
includes a ring of non-magnetic material oposite the interval
between two inductors of the same pole.
14. A motor according to claim 1, wherein the speed adjustment is
carried out by means of an electronic "chopper" arrangement
effective up to approximately 60 percent of the top speed, and by
acting on the shunt winding above this percentage.
Description
FIELD OF THE INVENTION
Vehicles with independent power sources are generally propelled by
internal combustion engines or by diesel engines. In the course of
recent developments in road transport, serious objections have been
raised to this type of propulsion, which causes substantial
pollution of the air owing both to the release of oxides of carbon
and nitrogen in the waste products of the combustion and to the
excessive production of fumes. Another source of objection is the
excessive nuisance caused by the noise by heavy goods vehicles
equipped with diesel engines.
Endeavours have been made by active and laborious research to
remedy these very serious drawbacks, but it is by no means certain
that it will be possible to achieve this object efficiently without
lowering the known high qualities of current internal combustion
engines.
Thus, in view of the justified requirements of the public services,
designers are pushed towards the development of more silent
vehicles which are equipped with power sources in which the main
defect of atmospheric pollution is absent.
The electric car, which meets these requirements, has been known
for a long time, and many embodiments of this vehicle have been
made since the start of this century. However, it has never been
commercially successful owing to the excessive weight and the bulk
of normal batteries (lead or alkaline) and the necessity of
recharging these batteries at very frequent intervals.
The substantial progress made during the last few years in the
field of electrochemical generators, such as fuel cells, zinc-air
cells, sulphur-sodium cells, etc., removes these various drawbacks,
and the moment seems near for the distribution on the market of
electric vehicles with high performance.
It therefore appears necessary to consider other features which are
necessary for such electric vehicles, and particularly traction
motors operating with direct current, and this is the subject of
the present invention. For this purpose it is necessary to realise
d.c. motors in which the commutators rotate at high speed and with
high yield, i.e., a large part of the induction field is created by
permanent magnets. However, in order to obtain a large torque
during starting and at low speeds, the field magnet must be
equipped with a series winding, whilst the control of the number of
turns in the region of high speeds requires the provision of a
separate or shunt winding.
BACKGROUND OF THE INVENTION
The d.c. motor according to this invention consists substantially
of:
A revolving central armature comprising a stock of slotted magnetic
plates;
An induction assembly with at least two equidistantly spaced poles
wherein each pole consists of an induction coil wound on an iron
core, and a permanent induction magnet, particularly flat-shaped
and of ferrite, wherein these two induction elements are arranged
at the same angular offset, either permanently or not, relative to
the armature and are separated one from the other by a distance
which is larger than twice the gap between the armature and the
induction assembly.
SUMMARY OF THE INVENTION
According to a further feature of the invention, in a motor with
cylindrical or conical coaxial armature and induction assembly, in
every pole, the induction coil and the permanent induction magnet
are aligned in the direction of generatrices either with or without
the possibility of displacing the permanent induction magnets
angularly by a cylindrical or conical ring or crown coaxial with
the armature and having an adjustable angular position.
According to the invention, in a flat motor with axial gap, the
armature is reduced to an insulating disc carrying conventional or
printed conductors, and the induction assembly is formed on either
side of this disc by two circular supports, concentric to the axis
of the disc and carrying, one the induction coil and the other the
permanent induction magnets, wherein the two induction members of
each pole are mounted on a same radius, possibly with means for
carrying out the angular displacement of the supports of the
permanent induction magnets relative to those of the induction
coils.
According to a further feature of the invention each induction
winding comprises a winding in series with a shunt winding or
not.
BRIEF DESCRIPTION OF THE DRAWINGS
Further features of the invention will be apparent from the
following description referring to the accompanying drawings,
showing two exemplified embodiments of the invention, and in
which:
FIG. 1 is a transverse cross-section of a d.c. traction motor
according to the invention with cylindrical armature and induction
assembly, with fixed poles in which the upper half section is taken
at the level of the wound induction coils and the lower half
section at the level of the permanent induction magnets;
FIG. 2 is a longitudinal cross-section of the same motor along the
line II--II in FIG. 1;
FIG. 2a shows a modification;
FIG. 3 is a longitudinal cross-section of a motor according to the
invention with conical armature and induction assembly, in which
the poles are fixed; and
FIG. 3a again shows a modification.
Prior to describing the detailed construction of these motors it
will be stated how the applicants have been led to this type of
motor with mixed induction elements.
Let us consider for example the most usual case of a motor with
cylindrical, coaxial armature and induction element.
The most simple arrangement which comes to mind for combining in
such a motor the two types of inductors is to use permanent magnets
as poles and to wind round each of them both series and shunt
windings. The applicants have abandoned consideration of this
arrangement because it is difficult, if not impossible, to
counteract the demagnetisation, because the magnets to be chosen
for reasons of permeability are permanent metal magnets, and on the
other hand the reluctance of such magnets is not sufficiently weak
to provide sufficient inductors.
Under these conditions one is led to alternate around the armature
wound inductors and permanent induction magnets, and this solution
proposes itself in a simple manner to a man skilled in the art. It
is now possible to use ferrites for the permanent induction magnets
and the problem of de-magnetisation no longer arises. However, it
is now necessary to counteract the asymmetry and the modulation of
the induction fields which are created and which become apparent by
rattling of the brushes, vibration and an aggravation iron losses.
These are unacceptable drawbacks which are extremely difficult to
overcome and the applicants have, therefore, also abandoned this
second arrangement.
For this reason and taking a non-conventional and, therefore,
surprising course, the applicants consider it preferable in these
motors to split each each pole longitudinally relative to the
generatrices into two elements, which two elements correspond
respectively to the two types of inductors. The applicants also
regard it as necessary, for the higher performance of a traction
motor within inductors constructed in this manner, to use the other
essential features described above.
It should be noted that by means of the splitting of the poles
along the generatrices, the use of ferrite magnets remains, but
there no longer exists asymmetry of the fields, since every
armature section contains in theory the sum of the generated
magnetic fluxes, and the number of ampere-turns in series and in
shunt remains normal to produce good operation.
DESCRIPTION OF SPECIFIC EMBODIMENT
FIGS. 1 and 2 show an example of a motor with a coaxial,
cylindrical armature and induction assembly according to the
invention. This motor is mounted on a shaft 10 running at its ends
in ball bearings 11 and 12. On the other side of the ball bearing
12, the shaft carries a gear 13 for the transmission of its
movement. This mechanical arrangement is not essential and may be
modified in any known or suitable manner, according to the product
specification and the maximum speed in r.p.m. of the motor.
The frame of the motor consists of two lateral side pieces 14 and
15 which are connected by a housing of magnetic iron or steel 16.
The rigidity and stability of this frame are reinforced by
amagnetic stays such as 17.
The cylindrical armature 18 of the motor comprises a longitudinal
stack of magnetic plates 19 with peripheral slots 20 containing the
insulated conductors of an induction winding 21. This armature has
longitudinal channels 22 and the side pieces of the frame are
provided with holes 23 to ensure cooling by means of circulating
air.
According to the principle of the invention the inductor is formed
from a certain number of poles distributed regularly about the
armature, for example four, wherein each pole is split into two
elements aligned along their generatrices, one permanent induction
magnet 24, and one induction coil 25. Each induction magnet 24
comprises a flat magnet 26, preferably of ferrite, fixed on the
frame, more particularly by gluing, and terminated on the side of
the gap by a polar mass 27 (FIG. 1), of soft iron, or a soft
magnetic material with minimum reluctance so as to conduct the flux
of the magnet well in a radial direction.
Each induction coil 25 includes a core 28 of a high grade soft
magnetic material in which the useful longitudinal cross-section in
the shape of a T is greatest. In order to reduce induction and
inhibit saturation. The core is fixed to the frame and has on the
side of the gap in cross-section a pole piece which channels the
force lines and distributes them along the armature, as shown in
FIG. 1, wherein this cross-section has the shape of a T. The
winding 29 of this inductor may be a compound winding, i.e., a
series winding and a separate parallel winding, i.e., a series
winding and a separate parallel winding, or more simply a single
series winding (vehicles with low maximum speed).
In the embodiment shown in FIGS. 1 and 2, the two induction
elements of each pole are assumed to be fixed relative to each
other, and relative to the cylindrical periphery of the armature.
As shown in FIG. 2, the gap d between them is clearly larger than
double the gap between inductor and armature.
The motor is also equipped (FIG. 2) with a commutator 30 on which
rests brushes such as 31. In view of the fact that the action of
the permanent magnet inductors will usually be the most important,
these brushes are adjusted on the centre line and may be made of a
material with low electrical resistance, for example of silver.
The function and the adjustment of the motor just described are as
follows.
The configuration of the magnetic lines of force follows well known
theories relating to d.c. motors with induction coils or magnets,
i.e., they start at one pole, pass through the gap into the
armature, travelling along a certain number of sections of the
winding, and continue to the adjacent pole after passing a second
time through the gap, wherein the lines of force are closed by the
frame of the motor.
It is obvious that, as with all electromagnetic machines, this
motor has magnetic losses which limit its performance. If we
consider the lines of force starting from the induction coil, they
have little chance of being directed towards the magnet because the
latter is of ferrite and has a permeability which is equal to unit
value, and does not form a preferential path for the magnetic flux.
The magnetic losses of the induction coil into the magnetic are,
therefore, insignificant.
If we consider the lines of force coming from the magnet we could
ask if these could be shifted towards the core of the induction
coil. Two loss paths may be envisaged in the two cases of possible
operation, i.e., with and without current in the induction
coil.
In these two cases, the direct passage of the lines of force from
the magnet to the core of the induction coil is comparatively rare
in view of the distance separating these, compared with the gap. a.
In the case of as non-energised induction coil, a certain
proportion of the lines of force coming from the magnet may
penetrate to a slight depth into the armature and return to the
inductor after passing twice across the gap. These lines of force
have passed through the armature in the gaps between the slots,
without traversing all sections of the winding of the armature,
i.e., with less efficiency, but this path has a reluctance which
limits the magnitude of these losses (leakages); in fact, these
lines of force must pass through the armature in the direction of
the stack of plates. b. The induction coil is energised and since
it creates a field in the same direction as the magnet, this field
opposes magnetic leakges, and these are therefore further reduced
compared with the preceding case.
The motor under consideration is a multipolar motor (it is assumed
to be a quadripolar motor) having a main field coming from the
permanent magnets. At a given supply voltage, this motor has,
therefore, a stable speed and a constant torque. In certain
embodiments, the speed may reach a nominal value near 5,000 r.p.m.
Since this motor is assumed to have a compound induction coil, the
series winding brings about the advantage of a high torque during
starting and generally at low speed, whilst the separate parallel
winding, which is independently controlled, makes it possible to
adapt the speed in the range of the nominal value.
In practice, the motor will function with a permanently connected
series excitation, and a separate excitation which is variable from
zero to maximum.
Generally, the speed control will be effected in the following
manner:
Up to 60 percent of the top speed, the variations of the speed will
be produced by acting on the voltage or the armature current. It is
possible for the main current to be chopped, for example by an
electronic device of the "chopper" type in which either the
frequency or the width of the pulses are varied. One type of such
apparatus is described in the "SCR Manual" published by the General
Electric Company, pages 237 - 239, wherein a Jones SCR Chopper is
explained. From this speed range of about 60 percent, the
adjustment up to maximum speed is made by controlling the separate
winding, by reducing the value of this field for increasing the
speed.
The series winding is of considerable importance because it
provides an important torque in the difficult conditions for the
vehicle: starting on level ground or uphill, travelling over ramps,
which corresponds to operation in low rotational ranges. As the
speed rises the counter-electromotive force rises very rapidly,
according to one of the known properties of motors with magnets. It
follows that as the consumption current drops, the field of
excitation caused by the series winding decreases to a point where
it is negligible, which is interesting for the stability of the
speed and for the output of the motor. At the same time, this
phenomenon reduces fatigue of the commutator and of the brushes by
suppressing arcing. Examination of the operational characteristics
discloses also a further phenomenon: the voltage drops due to the
armature reaction are reduced.
As d.c. motors in general, this motor may be braked in the usual
manner. a. By a rheostatic process, by making the motor operate on
a resistance, with or without the use of induction coils. b. By
recovery, by switching on the d.c. generator, if this generator is
reversible.
It can be deduced, from these various properties, what happens in
the course of an accidental failure of the induction coils, either
by rupture of their windings or by an incident at the level of
commutation.
If the vehicle is travelling normally, the speed will be stabilised
at maximum speed without obstruction if the field of the magnets is
maintained; braking, either rheostatic or by recovery may be
carried out normally. This property is a very important safety
factor for the vehicle.
The output of the motor according to the FIGS. 1 and 2 may be
improved by arranging the induction magnets and the induction coils
on different generatrices for each pole, i.e., with a different
angular offset about the armature for each type of inductance.
More generally, the magnetic inductors will be mounted on an inner
cylinder coaxial with the frame and adapted to rotate relative
thereto in order to change the distance between the magnetic
inductors and the induction coil. Thus, when the induction coils
are in use (series and parallel inductors) the magnetic inductors
are aligned and the offset has the optimum value for the induction
coils. When the induction coils are in substantially reduced use
(only the series remains at low intensity) the movement of the
magnetic inductors is carried out relative to the brushes to
provide optimum offset for this case, i.e., substantially on the
neutral line for the brushes.
In the case where a motor, such as that of FIGS. 1 and 2, has such
proportions that it must be anticipated that the magnetic leakages
between the inductors are too large, this drawback may be overcome
in the following manner:
At the centre of the armature opposite the interval between the two
inductors of the same pole, insulating foils are introduced which
separate the armature iron into two iron parts which are distinct
in the longitudinal direction, whilst the winding remains the same,
thus the lines of force coming from each type of inductor remain in
the corresponding part of the armature, thereby avoiding a leakage
from one inductor to the other through the armature iron.
It is also possible to reduce magnetic leakages between two
inductors without modifying the magnetic armature circuit, i.e.,
leaving it as one whole but introducing into the outer frame an
amagnetic ring opposite the interval between the two inductors of
the same pole, thereby preventing the return of the lines of force
between these two inductors.
This may be realised with a cylindrical or with a conical motor
(FIG. 3a), preferably with a ring of aluminum alloy 35 or 36 (FIG.
2a).
The choice of any one of these two solutions will depend generally
on the geometry of the motor.
Furthermore, and as already outlined above, the motor may be
further simplified by designating it without a separate parallel
winding, in which case the general properties are maintained,
although slightly diminished, and the supplementary speed control
in the high speed ranges is omitted.
The choice between the arrangement outlined above will depend
naturally on the type of vehicle for which the motor is intended to
be used (motorcycle, urban motorcar, road motorcar, etc.).
The nature of the vehicle and its arrangement may require the use
of a modification of the motor with conical armature and inductors,
as mentioned hereinbefore, and as shown for mixed induction motors
in cross-section in FIG. 3.
In this Figure, the same reference numerals are used as in FIGS. 1
and 2 in order to mark the same elements. Substantially, this
conical arrangement will provide the following advantages:
A substantial weight reduction of the armature, more particularly
with regard to the iron; reduction in weight, in volume, in iron
losses, in Joule losses and in mechanical losses. The ventilation
may be improved by means of channels 32, 33 and 34; the arrows
indicate the flow paths for the circulating cooling medium.
Finally, it should be noted that, as already pointed out above, the
motor according to the invention may be constructed as a flat
motor, but such a motor would have to be controlled by a "chopper,"
specially constructed for a motor with particularly low
self-induction.
* * * * *