RU2667208C2 - Method for creating a driving torque in the wheel of a vehicle with a load-carrying capacity of 170 tons and device for implementation thereof - Google Patents

Abstract

FIELD: machine building.SUBSTANCE: group of inventions relates to engine location in driving wheels of a vehicle. Method for creating a driving torque in the wheel of a vehicle with a load-carrying capacity of 170 tons is as follows. Non-interconnected primary elements – inductors having open curved magnetic circuits – are located inside the wheel hub. Secondary elements, non-interconnected by a common magnetic circuit, are fixed on a movable hub so that pairs of inductor – secondary element form sectors in the hub volume. Number of sectors is determined by calculation. Magnetic fields of inductors in each sector are synchronized, and driving torques produced by each inductor through the air gap in the secondary sector element are summed. Also claimed is a device for creating a driving torque comprising a bearing cylinder in the wheel suspension, on which a circular cassette with primary elements – inductors, is rigidly fixed. As secondary elements, magnetized plates with a radial direction of the magnetic field are fixed on the inner surface of the hub.EFFECT: technical result is increased reliability of the electromechanical transmission.2 cl, 2 dwg

Description

The invention relates to the field of electrical engineering and can be used in the design of electric drives of vehicles of especially high carrying capacity (170 tons and above), as well as in large technological mechanisms where it is possible to use a “motor-wheel”.

. Частота вращения колеса n_k при редукции i=28,8 и n_g=1900 об/мин

. Для получения такой частоты вращения без редуктора на валу нагрузки в приводе переменного тока необходим двигатель, имеющий число пар полюсов

, где f - частота сети, s_н - номинальное скольжение,

. Мощность двигателя

кВт, где М_с - момент приведенный к валу двигателя М_мех - момент нагрузки механизма в КГМ

, i - передаточное отношение редуктора. В безредукторном (совмещенном) мотор-колесе i=1 и момент нагрузки на валу двигателя возрастает в 28,8 раз. Для создания движущего момента Mg=F⋅R, где F - магнитодвижущая сила, R - радиус приложения силы F. При неизменном R величина F должна увеличиться в 28,8 раз! Это значит, что для создания такой силы весо-габаритные показатели активных материалов необходимо увеличить в соответствующее число раз! При исключении двигателя и редуктора активные материалы необходимо разместить внутри колеса! Известно, что объем цилиндра ступицы колеса O=πr²L (r - внутренний радиус цилиндра ступицы колеса, L - длина цилиндра по оси). Параметр F обратно-пропорционален значению i в редукторном варианте, а О - пропорционален R². Очевидно, что зависимость объема цилиндра от квадрата радиуса создает возможность размещения активных материалов (медь и сталь) в безредукторном варианте только при значительном увеличении R. При увеличении R в 28,8 раза сохраняются электромеханические характеристики редукторного мотор-колеса. Но такое увеличение R в пределах даже диаметра колеса 3,6 м невозможно. Рассмотрим вариант модернизации привода без классического двигателя с редуктором - на базе первичных - вторичных элементов линейных асинхронных двигателей (ЛАД), в которых первичный элемент (индуктор) имеет 3-х фазную обмотку с разомкнутым магнитопроводом, -ир но в качестве вторичного элемента использован постоянный магнит. Соотношение между параметрами колеса со встроенными внутри ступицы индукторами определяем за один оборот колеса при максимальных значениях: мощности Р, частоты напряжения питающей сети f, скорости перемещения механизма V, являющиеся независимыми величинами. Магнитодвижущая сила F вторичных элементов, радиус точки приложения F (R_F), редукция i - количество секторов (индукторов) в объеме ступицы, ширина ступицы L (размер по оси вращения), диаметр шин, создающих контактную поверхность колеса с поверхностью движения - D_ш являются производными величинами. В условиях работы с короткими плечами (расстояние между погрузкой и выгрузкой) карьерных самосвалов их производительность определяется в основном величиной грузоподъемности (Г.П.) и простоем под погрузкой. В связи с этим параметр V весьма консервативен. Так для линейки БелАЗ Г.П. от 75 тонн (БелА3-549) до Г.П. 450 тонн (БелА3-75710) Vmax=40÷65 км/час. Существенную роль играет наличие разработок и выпуска комплектующих изделий. Увеличение Г.П. самосвалов решается за счет применения полноприводной трансмиссии (отдельный привод каждого колеса) и увеличения числа шин на колесе (увеличения параметра L). Предельная величина R_F ограничивается диаметром шины и толщиной стенки цилиндра ступицы колеса с учетом элементов крепления шин и размерами по оси постоянных магнитов. Увеличение объема ступицы колеса легче осуществить за счет варьирования параметра L. Если при заданной мощности Р разместить объемы элементов (сталь, электропроводные материалы) в ступице не удается, то радикальным решением следует считать увеличение D_ш, но при этом необходимо увеличить редукцию, т.е. число секторов и число индукторов в ступице, чтобы снизить частоту вращения колеса до 1 об/сек при f=50 Гц. Частота вращения колеса при V_max км/час и D_ш в метрах

должна соответствовать

, где i - величина редукции, р - число пар полюсов, f_max - максимальная частота в секунду, тогда

;

. При f_max=50 Гц, D_ш=5M, р=1, \/_max=50 км/час . Таким образом внутри ступицы колеса необходимо разместить 56 пар индуктор - постоянный магнит, образующих в 56 секторах непрерывные поверхности. Индукторы можно запитать через концентрические шины, установленные в конструкции колеса. Каждый ИР взаимодействует с вторичным элементом на подвижной ступице колеса в своем секторе. Варьируя, числом и характеристиками ИР, можно создать унифицированный ряд, который позволит набирать электропривод мотор-колесо для различных машин и механизмов из серийно выпускаемых электротехнических изделий. Металлоемкие детали устройства при разнообразии типажа конкретных электроприводов могут быть спроектированы и изготовлены только производителями самого технологического оборудования, причем конструктор, рассчитывая плечо рычага определяет соотношение между параметрами движущего момента - магнитодвижущей силой ИР и точкой ее приложения, т.е. величину R.We show a possible upgrade of a Yuclide dump truck with a carrying capacity of 170 tons with DC motors switched on by differential circuit (ED) [STATEKS system of traction engines from General Electric, Pennsylvania 16531, USA, 1981]. When dividing the rated voltage U _n = 620B on the rectifier bridge of a synchronous generator with a capacity of 1600 hp and current I _m = 1600A in the ED circuit, the power of one engine

. The frequency n _k wheel speed reduction when i = 28,8 and n _g = 1900 rev / min

. To obtain such a speed without a gearbox on the load shaft in an AC drive, an engine having the number of pole pairs is required

where f is the network frequency, s _n is the nominal slip,

. Engine power

kW, where M _s is the moment reduced to the motor shaft M _mech is the load moment of the mechanism in KGM

, i is the gear ratio of the gearbox. In a gearless (combined) motor wheel i = 1 and the load moment on the motor shaft increases by 28.8 times. To create a torque Mg = F⋅R, where F is the magnetomotive force, R is the radius of the force F. With constant R, the value of F should increase by 28.8 times! This means that to create such a force, the weight and dimensions of the active materials must be increased by an appropriate number of times! With the exception of the engine and gearbox, active materials must be placed inside the wheel! It is known that the volume of the wheel hub cylinder is O = πr ² L (r is the inner radius of the wheel hub cylinder, L is the axis length of the cylinder). The parameter F is inversely proportional to the value of i in the gear version, and O is proportional to R ² . Obviously, the dependence of the cylinder volume on the square of the radius makes it possible to place active materials (copper and steel) in a gearless version only with a significant increase in R. With an increase of R by 28.8 times, the electromechanical characteristics of the gear motor wheel are preserved. But such an increase in R even within the diameter of the wheel 3.6 m is impossible. Consider the option of upgrading a drive without a classic motor with a gearbox - on the basis of primary - secondary elements of linear asynchronous motors (LAD), in which the primary element (inductor) has a 3-phase winding with an open magnetic circuit, - but a permanent magnet is used as a secondary element . The relationship between the parameters of the wheel with inductors integrated inside the hub is determined in one revolution of the wheel at the maximum values: power P, voltage frequency of the supply network f, movement speed of the mechanism V, which are independent values. The magnetomotive force F of the secondary elements, the radius of the application point F (R _F ), the reduction i is the number of sectors (inductors) in the volume of the hub, the width of the hub L (size along the axis of rotation), the diameter of the tires creating the contact surface of the wheel with the surface of movement - D _W are derived quantities. When working with short shoulders (the distance between loading and unloading) of mining trucks, their productivity is determined mainly by the capacity (GP) and downtime for loading. In this regard, the parameter V is very conservative. So for the line BelAZ G.P. from 75 tons (BelA3-549) to G.P. 450 tons (BelA3-75710) Vmax = 40 ÷ 65 km / h. A significant role is played by the availability of development and production of components. Increase G.P. dump trucks is solved through the use of all-wheel drive transmission (separate drive of each wheel) and an increase in the number of tires on the wheel (increase in parameter L). The limit value R _{F is} limited by the diameter of the tire and the wall thickness of the wheel hub cylinder, taking into account the fastening elements of the tires and the dimensions along the axis of the permanent magnets. An increase in the volume of the wheel hub is easier to accomplish by varying the parameter L. If at a given power P it is not possible to place the volumes of elements (steel, electrically conductive materials) in the hub, then a radical solution should be considered to be an increase in D _w , but it is necessary to increase the reduction, i.e. . the number of sectors and the number of inductors in the hub to reduce the wheel speed to 1 r / s at f = 50 Hz. Wheel speed at V _max km / h and D _w in meters

must comply

where i is the reduction value, p is the number of pole pairs, f _max is the maximum frequency per second, then

;

. When f _max = 50 Hz, D _w = 5M, p = 1, \ / _max = 50 km / h. Thus, it is necessary to place 56 pairs of inductor - permanent magnet inside the wheel hub, forming continuous surfaces in 56 sectors. Inductors can be powered via concentric tires mounted in the wheel structure. Each IR interacts with a secondary element on the movable wheel hub in its sector. By varying the number and characteristics of IR, you can create a unified series that will allow you to dial an electric motor-wheel for various machines and mechanisms from commercially available electrical products. The metal-consuming parts of the device with a variety of types of specific electric drives can be designed and manufactured only by manufacturers of the technological equipment itself, and the designer, calculating the lever arm determines the relationship between the parameters of the driving moment - the magnetomotive force IR and the point of its application, i.e. value R.

In the further description of the invention, the authors do not use the following terms: engine - LAD, stator, rotor, as unacceptable to explain the physical processes and design principles of the proposed device, since it uses only part of the LAD - inductor, and as a whole it should be considered as an engine only in a virtual sense. Inductors through the air gap interact with secondary elements - electrically conductive or magnetically conductive plates mounted on the inner surface of the wheel hub. Both parts (inductor and secondary element) occupy a sector, the angle of which is determined by part of the internal volume of the wheel hub per one pair of interacting elements from their calculated number. Magnetic fields, synchronously running periodically through the magnetic circuit of the inductor, create moving moments in the secondary elements, which, when combined, move the wheel hub to the specified angle. In this way, the wheel speed is reduced, and the "step" pushing of the hub by numerous inductors ensures its continuous rotational movement. This mode, with some approximation, can be compared with the operation of a stepper electric drive along a circular path. Based on the foregoing, the authors introduced the above terminological limitations in the present invention.

We know the proposal of the authors on the application for the invention No. 2014114662/07 (022988) dated 04/15/2014 (published in Bulletin No. 29 dated 10/20/2015), which was withdrawn by the FIPS decision of 05/16/2016 in connection with the correction by the authors of materials that “change the essence the claimed invention. " The adjustment was carried out in connection with the opinion of the substantive examination that in the initial application “the features are formulated in such a way that they do not provide an understanding on the basis of the technical level of their semantic content”.

Indeed, the claimed method of "forming a magnetic field in the external rotor of a 3-phase asynchronous high-power motor" is formulated "in an overly generalized form and does not allow to determine the purpose of the claimed invention." In addition, on the elemental basis of the claimed method of summing magnetic fields is not at all, since the secondary elements, as well as primary, are not connected by a single magnetic circuit.

The term "high-power induction motor" is used only in a virtual sense, as an analogue for performing calculations. Is the device known by the "document" WO 2010119357 A2? Y02r 41025.21.10.2010, in which one of the options for the actuator using 3 LADs, spaced in space from each other around the circumference at intervals calculated in meters, on the outside of the rotatable capsule of the tomograph, on which a narrow tape with a thickness of up to 10 is fixed, is considered mm - "secondary element" LAD, operating in repeated - short-term mode. In this device, the traction forces of 3 LADs are summed up on this tape, and the capsule rotation frequency does not depend on their number. Obviously, only with a change: the diameter of the tape, the radius of the segment, which is a common secondary element for installed LAD, or the length of their magnetic circuit, will this frequency change. The “document” did not address issues: compensation of transverse forces arising in the secondary element of LAD, the influence of vortex magnetic fluxes; the law of unity of form and content is violated since in the design primary elements with open magnetic circuits interact with secondary elements in the form of a closed ring or a common electrically conductive segment. When the LAD is located close to each other, questions arise about the design's operability. In the authors' project, inductors that do not have a common magnetic circuit are arranged one after another and form a common circular surface, while the secondary elements are also not connected by a common magnetic circuit, are installed one after another inside the wheel hub and fill the volume in the form of a composite cylinder.

In known devices of linear induction motors containing an inductor with a core having a 3-phase winding and a secondary element of electrically conductive material, in order to create efforts for lateral stabilization of the mutual arrangement of the LAD elements, the inductor winding coils form rows in the longitudinal and transverse directions, longitudinal rows the coils form the same phase sequence, and the transverse rows of coils have one to the middle, and the opposite phase sequence after the middle (see AS No. 868942, IPC Н0 2K 41/025, 09/30/1981; RF patent No. 2211524, IPC Н02K 41/025, 2003). Known LAD (RF patent No. 2268543 C1, IPC Н02K 41/025, 2006, 01) with an additional inductor on a common ferromagnetic base located parallel to the main one, with the same phase sequence and a secondary element formed by a combination of five electrically conductive strips with different active resistance .

In a rigid wheel design, lateral stabilization of the arrangement of interacting elements can be solved by establishing axial shields with ball bearings.

The energy of the electric drive in the asynchronous version largely depends on the size of the air gap between the primary and secondary elements. During sudden load surges due to possible radial deformation of both the wheel hub bearing cylinder and the suspension cylinder with insufficient rigidity, this size should exclude the possibility of jamming of rotating parts, and a significant reduction in the energy performance of the electric drive cannot be allowed.

In the synchronous version, when permanent magnets are used as the secondary element, the requirements for the size of the air gap are sharply reduced, so this option may be more effective.

The essence of the invention is illustrated by an example of its specific implementation with reference to the accompanying drawing, in which FIG. 1 schematically shows the construction of a gearless device (side view - section along the axis of rotation). FIG. 2 - mounting IR in the wheel (section along the plane of the wheel).

In FIG. 1 and FIG. 2 is indicated:

1 - hollow cylinder wheel hub; 1A is a curved plate of a permanent magnet;

2, 2A - external and internal roller bearing shields;

3, 3A - roller bearings of the shields 2, 2A;

4 - mounting window of the shield 2;

5 - hollow supporting cylinder;

6 - cylindrical cassette mounting IR;

7 - TS;

8 - ring tires of electrical wiring;

9 - jumper between the terminals of the windings IR and tires;

10 - wires from a voltage source;

11, 11A - external and internal ball bearing shields;

12, 12A - external and internal ball-thrust bearings of the shields 11, 11A;

13 - rod-lock position of the cylinder of the wheel hub;

14 - tire wheels;

15 - hollow wheel suspension console;

16 - bolted connection;

16A - screw connection;

17 - end cap of the suspension bracket console;

18, 18A are mounting holes in the bearing cylinder 5 and the console 15 of the wheel suspension cylinder.

The arrows indicate the direction of movement of the wheel hub.

Drawing FIG. 1 is made with reference to a roller bearing 3003296 having the limit parameters: inner diameter 480 mm, outer diameter 870 mm, width 310 mm.

Tapered roller bearings, the inner diameter of which does not exceed 170 mm, are unacceptable in this case, therefore, a combination of roller and ball bearings is used.

Obviously, in order to maintain uniformity of the air gap between the composite cylinder of the secondary elements inside the wheel hub and the TS, the latter must have the surface of the active part corresponding to the curvature.

The proposed invention, on the one hand, increases the amount of work in mechanical engineering associated with the need to design and manufacture metal-intensive parts with increased requirements for the quality of materials and precision manufacturing related to electrical equipment, but on the other hand, with an increase in the volume of transported goods, it is promising a means of limiting the growth of unit power of engines and allows the electrical industry to increase the seriality of high-tech inductor in average power with an open magnetic circuit (IR).

In the device in question:

- the input of the supply network 9 to the inductors 7 is carried out through the cavities inside the console 15 of the suspension of the wheels of the bearing cylinder 5, the latter being fixed with pins so that the mounting holes 18 and 18A, intended for laying wires to the bus rings 8 coincide;

- during installation and dismantling, the wheel hub cylinder 1 is propped up through the adjusting device with the rod of the wheel hub cylinder position lock 13 passing through holes in parts 5, 15 from the cavity of the wheel suspension cylinder and the gap between the two upper inductors 7 in the cassette 6 for interfacing parts 1, 2 and 1, 2A, because the air gap is two orders of magnitude smaller than the linear dimensions of the parts to be joined. In operating mode, the latch rod 13 is removed from the air gap;

- the dimensions of the aperture 4 in the bearing shield 2 provide a recess IR 7 and disconnect the windings IR from the tires 8. In operating mode, the opening is closed with a lid with a seal;

- fixing the cylinders 5, 15 with a sliding fit 5 on the console 15, the cover 11 is carried out by a bolted connection 16; fastening the cover 11A with the part 5 is carried out with screws 16A without penetrating into the body of the console 15, working in this section at a break under high static and impact loads;

- the contact of the shields 11, 11A with the shields 2, 2A is done with stuffing box seals;

- the outer end of the cylinders 5, 15 is closed by a cover 17 with a seal.

The method and device allows:

1. To exclude the engine and gear in the electric drive of the wheel due to the crushing of one revolution of the wheel hub into sectors according to the number of pairs of primary and secondary elements.

2. The unit drive power should be recruited from removable inductors, which greatly simplifies the repair and installation work of the equipment and is the only alternative to limiting the growth of the unit power of electric motors with an increase in the carrying capacity of vehicles.

The number of inductors is defined as reduction at the maximum frequency of the voltage of the power source and the estimated outer diameter of the wheel based on the relationship between the magnetomotive force, the radius of the point of its application and the width of the wheel.

The cassette can be rigidly mounted on the carrier cylinder by welding, and the carrier cylinder itself, which has a sliding fit, must be bolted to the wheel suspension cylinder from the side of the outer end. In the considered example of a dump truck with a carrying capacity of 170 tons, the wheel parts are subject to static and dynamic loads of many tens of tons, which can cause their deformation, therefore, for carrying out preventive and installation works, it is necessary to unclip the roller bearing shields, and the position lock of the wheel hub cylinder, in the form of a rod passing from the cavity of the wheel suspension cylinder is vertically screwed or moved with a sliding wedge. By turning the detached external bearing shield around the circle (with the latch inserted) through the mounting window in this shield, you can:

1. Conduct installation - dismantling of any IR, including the connections of its wiring to the tires, inspect the mounts in the area of the dovetail.

2. Perform periodic inspection and preventive maintenance on electrical equipment.

3. Check the quality of installation of parts to control the uniformity of the air gap.

Additional materials:

1. The electric differential of especially heavy-duty vehicles. Automobile transport, No. 5, 1985, with. 49-50.

2. Tkachev VM, Some questions of terminology in the theory and practice of electric drive-electrical engineering. Proceedings of the IX International (XX All-Russian) Conference on Automated Electric Drives AEP-2016 (ICPDS'2016). Moscow - Perm. 2016.

Claims (2)

1. A method of creating a driving moment in a vehicle wheel with a carrying capacity of 170 tons or more, characterized in that non-interconnected primary elements — inductors having open curved magnetic circuits with 3-phase windings — are continuously placed next to each other on the fixed carrier cylinder inside the wheel hub connected to an AC source of variable frequency voltage, and secondary elements that are not connected by a common magnetic circuit, are continuously fixed to each other on a movable hub so that the inductor - secondary element pairs form sectors in the hub volume, the number of which is determined by the given vehicle speed by calculating the relationships between the values: the outer diameter of the wheel tire, the hub width, the magnetomotive force in the driving moment and the radius of the point of application of the magnetomotive force based on the possibility placement in the hub of all elements for a given power of the electric drive, taking into account the increase in the volume of elements due to additional energy losses from eddy currents, magnetic fields tori synchronized in each sector, and the driving moments produced by each inductor through the air gap in the secondary cell sectors are summed. 2. The device according to claim 1, comprising a bearing cylinder in the wheel suspension, on which a circular cassette with primary elements-inductors and three rings of insulated busbars are rigidly fixed, and also are located: two tightly seated roller bearings with radial shields, which, respectively, are one - on the left, the other - on the right sides are rigidly connected to the wheel hub, and the shield on the outside of the hub has a mounting window located against one of the inductors mounted on the cartridge with a dovetail connection with a tight fit, two tightly seated ball bearings with axial shields, one on the left and the other on the right, fix the position of the hub along the axis of the wheel bearing cylinder, and from the cavity of the suspension cylinder through the technological holes in the suspension cylinder and the bearing cylinder, and a gap between the upper inductors has a latch-rod for holding the hub in horizontal position when unfastening the radial shield with the mounting window with the hub, through the second technological holes of the suspension cylinder and wires of the existing cylinder are introduced from the power source to the ring buses, to which the leads of the windings of the inductors are connected, characterized in that magnetized plates with a radial direction of the magnetic field are fixed as secondary elements on the inner surface of the hub, the surface curvature in each sector corresponds to the curvature of the inductors magnetic circuits, ensuring uniformity of the air gap between the surfaces of the primary and secondary elements, and the secondary elements form a common component cylinder.

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