新型混合励磁无刷爪极发电机的研究
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摘要
车辆发电机是车辆电气设备的主要电源,它不仅要为点火系统及其它用电设备提供电能,还要向蓄电池充电。
目前,车辆上使用的发电机主要是电励磁有刷爪极发电机,这是因为电励磁有刷爪极发电机的结构简单、成本低、励磁调节方便。电励磁有刷爪极发电机通过调节励磁电流可以方便地调节气隙磁场,但是电励磁爪极发电机存在极间漏磁大、功率密度低、励磁损耗大、电机效率低等缺陷,且采用电刷-滑环结构,可靠性不高。
随着我国社会经济的不断发展,城市车辆保有量逐渐增大,城市的交通拥堵,车辆行驶缓慢,车辆发电机的输出电压和输出功率达不到额定值,从而导致发电机既不能为蓄电池充电,也不能向点火系统及其他车载设备供电。与此同时,人们对车辆舒适性的要求越来越高,车辆附属的设备越来越多,使车辆的用电量大大增加,从而导致发电机常常处于过载运行,使发电机过热,影响使用寿命。为了克服这些缺点可以采用功率高的发电机,但是由于车辆内部结构非常紧凑,留给发电机的安装空间很小,基于上述原因,如何在不减少功率的基础上缩小其体积或者在原有的基座型号上研制一种高功率密度的新型发电机显得越来越重要。
永磁发电机具有结构简单、比功率大、效率高和可靠性高的特点,但由于车辆发电机在正常工作时是变频、变速、变负载的工况,由于永磁电机励磁无法调节,随着电机转速的增加,必须进行弱磁控制保持电枢电动势的平衡。传统永磁同步电机通过增加直轴电流,利用电枢反应的去磁作用实现气隙磁场的减弱,这种方法在拓宽转速范围的同时导致铜耗增加,使系统的效率下降,并且过大的直轴电流会引起永磁体的不可逆退磁。此外,逆变器的电压和电流也是有限的。因此永磁发电机难以满足车辆发电机变速、变负载、电压恒定的要求。
混合励磁发电机,采用了永磁励磁和电励磁相结合的励磁方式,解决了永磁发电机磁通不可调的缺点,通过励磁电流的调节,可以实现发电机在转速及负载变化范围内,输出恒定电压的技术要求。
车辆用混合励磁爪极发电机是一种新型结构电机,它采用电励磁和永磁励磁相结合的励磁方式,与传统的电励磁爪极发电机相比,具有低速性能好、输出性能较好、效率较高等优点。本文针对目前混合励磁爪极发电机的不足,提出了新型的混合励磁无刷爪极发电机,采用三维有限元法并对该电机的磁场进行了分析计算,建立该电机的改进等效磁网络模型,利用该模型对电机的输出性能进行了计算,最后进行了样机的试制及试验,为该电机的进一步深入研究和开发应用奠定了基础。
论文的研究内容主要有以下几个方面：
1、提出了一种新型的并联式结构的混合励磁无刷爪极发电机。新型混合励磁无刷爪极发电机的两个爪极焊接在一起,一个跟轴相连,另一个的极掌部分有较大的内孔,励磁支架固定在端盖上,上面绕有励磁绕组,绕组和支架伸入爪极内。爪之间的间隙数与极数相等,一半的间隙用于将两个爪极焊接在一起(采用非导磁材料),另一半用于放置梯形柱形的永磁体。新型混合励磁爪极发电机结合了电励磁无刷爪极发电机和并联式混合励磁有刷爪极发电机的优点,在不增大励磁电流的情况下增大了气隙磁密,减少了励磁损耗,提高了电机的功率密度,改善了电机的低速发电性能。同时,励磁绕组静止不动,无电刷一滑环结构,实现了无刷化,提高了发电机工作的可靠性。
2、新型混合励磁无刷爪极发电机的爪极形状不规则,电机磁场分布复杂,是典型的三维场,其设计和分析有一定的难度。本文采用Ansoft/Maxwell3D有限元分析软件对混合励磁无刷爪极发电机的性能进行了分析。首先,基于Ansoft/Maxwell3D的三维静磁场仿真平台,建立了新型混合励磁无刷爪极发电机的一对极有限元分析模型,分析了新型混合励磁无刷爪极发电机的磁场分布特点；之后,基于Ansoft/Maxwell3D的三维瞬态场仿真平台,首先建立了新型混合励磁无刷爪极发电机的三维瞬态场时步有限元分析模型,然后添加电机的整流输出电路,将它们作为一个整体进行分析,利用该模型,得到了混合励磁无刷爪极发电机的负载特性曲线。
3、建立了考虑磁场三维分布的电机改进等效磁网络模型。新型混合励磁无刷爪极发电机的磁场是典型的三维场,本文对传统的等效磁网络模型进行了改进,建立考虑磁场三维分布的改进等效磁网络模型,详细说明了建模过程中励磁磁动势、电机磁导的计算问题,采用该模型对电机空载磁场分布进行了分析,同时,利用该模型对电机的负载特性进行了计算,为爪极电机的磁场分析提供了一种新的行之有效的计算手段。
4、设计制造了一台12kW、28V样机,并进行了样机的性能试验,结果显示电机的性能良好。
5、提出了两种特殊转子结构的混合励磁无刷爪极发电机,并对这两种发电机进行分析研究。分析结果表明：与电励磁爪极发电机相比,两种特殊转子的混合励磁无刷爪极发电机具有更高的气隙磁通密度,用较小的励磁电流即可产生较大的气隙磁密,减少了励磁损耗,提高了电机的励磁效率,采用无刷结构,取消了电刷-滑环结构,提高了系统的可靠性。
Automobile alternator is the main power supply of the vehicle electrical equipment, it is not only to provide power to the ignition system and other electrical equipment, but also to charge the battery.
By now, the electric excitation claw-pole alternator has been widely used in vehicles due to its simple structure and low cost. However, the high leakage flux, low efficiency, and the existence of brushes and slip rings significantly restrict its further development.
With the continuous development of China's socio-economic, urban car ownership increases gradually, the city's traffic is congested. The output voltage and output power of the automobile alternator are less than the rating, so the alternator can not charge the battery, or neither can not supply power to the ignition system and the other vehicle equipment. At the same time, the auto ancillary equipment increases gradually, so that the electricity consumption of the car increases significantly. The alternator is often in overload operation, which made the alternator is overheated. In order to overcome all these disadvantages, the alternator with higher power could be used. However, the automobile interior structure is compact, the space leaving for the alternator is very small. For the above reasons, how to reduce the alternator's volume, or increase the power in the original volume is becoming more and more necessary.
The permanent magnet alternator eliminates the field winding, brushes and slip rings, and thus is simpler and more reliable. The efficiency and power density is improved. However, the regulation of magnetic field is difficult to be realized.
To improve the capacity of magnetic field regulation of permanent magnet alternators, hybrid excitation has been proposed. The hybrid excitation claw pole alternator has both permanent magnets (PMs) and field winding, which takes the advantages of both the electric excitation claw pole alternator and the permanent magnet alternator. Compared with traditional electric excitation claw pole alternator, the hybrid excitation claw pole alternator has higher efficiency and power density, which makes it a very promising technique in recent years.
To overcome all the drawbacks of the present hybrid claw pole alternators, a novel hybrid excitation brushless claw pole alternator is developed in this paper. This alternator combines the constant excitation source by PMs with the variable magnetic flux produced by the toroidal field winding located in the excitation bracket. The permanent magnet magnetic flux and electric excitation flux are parallel connected. This alternator eliminates the brushes and slip rings, so the reliability is greatly improved.
The main contents of the paper are as follows:
1. In chapter2, a novel hybrid excitation brushless claw pole alternator was proposed to overcome the disadvantages of the present hybrid excitation claw pole alternators. The novel hybrid excitation brushless claw pole alternator includes stator core, armature windings, claw poles, excitation bracket, DC excitation winding and permanent magnets. The rotor is composed of two claws, and the two claws are welded together with magnetic impermeable material. One claw is fixed on the shaft and the other one has a bore in the claw palm. The excitation bracket is fixed on the end closure, and the excitation winding wraps around the excitation bracket, then the excitation winding and excitation bracket insert into the claw through the bore in the claw palm. There are two additional air gaps between the bracket and the claws. The excitation winding is stationary, thus the brush and slip ring can be eliminated. Compared with the ordinary electric excitation claw-pole alternator, this hybrid excitation brushless claw-pole alternator reduces the excitation loss, increases the alternator's power density, and improves the alternator's low speed power characteristic. Furthermore, its excitation winding is stationary, thus the brush and slip ring can be eliminated. So it has good reliability.
2. Like the other kinds of claw pole alternators, the distribution of magnetic field of the proposed alternator is3-dimensional, so3-D magnetic field analysis is necessary. The no-load magnetic field distributions and the capability of flux control are obtained based on three dimensional finite element analysis.
3.3-D finite element analysis can be directly applied to the analysis of magnetic field. However,3-D finite element analysis takes long computation time. In chapter4, an improved equivalent magnetic circuit network model considering three dimensional magnetic field distributions is set up. The analytical expressions of permeability in the claw pole, air gap and the other stricture are deduced. The work of this part provides a powerful tool for the electromagnetic calculation of the novel hybrid excitation brushless claw-pole alternator.
4. In chapter5, a12kW,28V prototype was designed and manufactured. The test results showed that the prototype has good performance.
5. Two hybrid excitation brushless claw pole alternators with the field windings on the stator were proposed. Compared with the hybrid excitation brushless claw pole alternator with the field winding in the claw, the hybrid excitation brushless claw pole alternators with the field windings on the stator are simpler.
目前,车辆上使用的发电机主要是电励磁有刷爪极发电机,这是因为电励磁有刷爪极发电机的结构简单、成本低、励磁调节方便。电励磁有刷爪极发电机通过调节励磁电流可以方便地调节气隙磁场,但是电励磁爪极发电机存在极间漏磁大、功率密度低、励磁损耗大、电机效率低等缺陷,且采用电刷-滑环结构,可靠性不高。
随着我国社会经济的不断发展,城市车辆保有量逐渐增大,城市的交通拥堵,车辆行驶缓慢,车辆发电机的输出电压和输出功率达不到额定值,从而导致发电机既不能为蓄电池充电,也不能向点火系统及其他车载设备供电。与此同时,人们对车辆舒适性的要求越来越高,车辆附属的设备越来越多,使车辆的用电量大大增加,从而导致发电机常常处于过载运行,使发电机过热,影响使用寿命。为了克服这些缺点可以采用功率高的发电机,但是由于车辆内部结构非常紧凑,留给发电机的安装空间很小,基于上述原因,如何在不减少功率的基础上缩小其体积或者在原有的基座型号上研制一种高功率密度的新型发电机显得越来越重要。
永磁发电机具有结构简单、比功率大、效率高和可靠性高的特点,但由于车辆发电机在正常工作时是变频、变速、变负载的工况,由于永磁电机励磁无法调节,随着电机转速的增加,必须进行弱磁控制保持电枢电动势的平衡。传统永磁同步电机通过增加直轴电流,利用电枢反应的去磁作用实现气隙磁场的减弱,这种方法在拓宽转速范围的同时导致铜耗增加,使系统的效率下降,并且过大的直轴电流会引起永磁体的不可逆退磁。此外,逆变器的电压和电流也是有限的。因此永磁发电机难以满足车辆发电机变速、变负载、电压恒定的要求。
混合励磁发电机,采用了永磁励磁和电励磁相结合的励磁方式,解决了永磁发电机磁通不可调的缺点,通过励磁电流的调节,可以实现发电机在转速及负载变化范围内,输出恒定电压的技术要求。
车辆用混合励磁爪极发电机是一种新型结构电机,它采用电励磁和永磁励磁相结合的励磁方式,与传统的电励磁爪极发电机相比,具有低速性能好、输出性能较好、效率较高等优点。本文针对目前混合励磁爪极发电机的不足,提出了新型的混合励磁无刷爪极发电机,采用三维有限元法并对该电机的磁场进行了分析计算,建立该电机的改进等效磁网络模型,利用该模型对电机的输出性能进行了计算,最后进行了样机的试制及试验,为该电机的进一步深入研究和开发应用奠定了基础。
论文的研究内容主要有以下几个方面：
1、提出了一种新型的并联式结构的混合励磁无刷爪极发电机。新型混合励磁无刷爪极发电机的两个爪极焊接在一起,一个跟轴相连,另一个的极掌部分有较大的内孔,励磁支架固定在端盖上,上面绕有励磁绕组,绕组和支架伸入爪极内。爪之间的间隙数与极数相等,一半的间隙用于将两个爪极焊接在一起(采用非导磁材料),另一半用于放置梯形柱形的永磁体。新型混合励磁爪极发电机结合了电励磁无刷爪极发电机和并联式混合励磁有刷爪极发电机的优点,在不增大励磁电流的情况下增大了气隙磁密,减少了励磁损耗,提高了电机的功率密度,改善了电机的低速发电性能。同时,励磁绕组静止不动,无电刷一滑环结构,实现了无刷化,提高了发电机工作的可靠性。
2、新型混合励磁无刷爪极发电机的爪极形状不规则,电机磁场分布复杂,是典型的三维场,其设计和分析有一定的难度。本文采用Ansoft/Maxwell3D有限元分析软件对混合励磁无刷爪极发电机的性能进行了分析。首先,基于Ansoft/Maxwell3D的三维静磁场仿真平台,建立了新型混合励磁无刷爪极发电机的一对极有限元分析模型,分析了新型混合励磁无刷爪极发电机的磁场分布特点；之后,基于Ansoft/Maxwell3D的三维瞬态场仿真平台,首先建立了新型混合励磁无刷爪极发电机的三维瞬态场时步有限元分析模型,然后添加电机的整流输出电路,将它们作为一个整体进行分析,利用该模型,得到了混合励磁无刷爪极发电机的负载特性曲线。
3、建立了考虑磁场三维分布的电机改进等效磁网络模型。新型混合励磁无刷爪极发电机的磁场是典型的三维场,本文对传统的等效磁网络模型进行了改进,建立考虑磁场三维分布的改进等效磁网络模型,详细说明了建模过程中励磁磁动势、电机磁导的计算问题,采用该模型对电机空载磁场分布进行了分析,同时,利用该模型对电机的负载特性进行了计算,为爪极电机的磁场分析提供了一种新的行之有效的计算手段。
4、设计制造了一台12kW、28V样机,并进行了样机的性能试验,结果显示电机的性能良好。
5、提出了两种特殊转子结构的混合励磁无刷爪极发电机,并对这两种发电机进行分析研究。分析结果表明：与电励磁爪极发电机相比,两种特殊转子的混合励磁无刷爪极发电机具有更高的气隙磁通密度,用较小的励磁电流即可产生较大的气隙磁密,减少了励磁损耗,提高了电机的励磁效率,采用无刷结构,取消了电刷-滑环结构,提高了系统的可靠性。
Automobile alternator is the main power supply of the vehicle electrical equipment, it is not only to provide power to the ignition system and other electrical equipment, but also to charge the battery.
By now, the electric excitation claw-pole alternator has been widely used in vehicles due to its simple structure and low cost. However, the high leakage flux, low efficiency, and the existence of brushes and slip rings significantly restrict its further development.
With the continuous development of China's socio-economic, urban car ownership increases gradually, the city's traffic is congested. The output voltage and output power of the automobile alternator are less than the rating, so the alternator can not charge the battery, or neither can not supply power to the ignition system and the other vehicle equipment. At the same time, the auto ancillary equipment increases gradually, so that the electricity consumption of the car increases significantly. The alternator is often in overload operation, which made the alternator is overheated. In order to overcome all these disadvantages, the alternator with higher power could be used. However, the automobile interior structure is compact, the space leaving for the alternator is very small. For the above reasons, how to reduce the alternator's volume, or increase the power in the original volume is becoming more and more necessary.
The permanent magnet alternator eliminates the field winding, brushes and slip rings, and thus is simpler and more reliable. The efficiency and power density is improved. However, the regulation of magnetic field is difficult to be realized.
To improve the capacity of magnetic field regulation of permanent magnet alternators, hybrid excitation has been proposed. The hybrid excitation claw pole alternator has both permanent magnets (PMs) and field winding, which takes the advantages of both the electric excitation claw pole alternator and the permanent magnet alternator. Compared with traditional electric excitation claw pole alternator, the hybrid excitation claw pole alternator has higher efficiency and power density, which makes it a very promising technique in recent years.
To overcome all the drawbacks of the present hybrid claw pole alternators, a novel hybrid excitation brushless claw pole alternator is developed in this paper. This alternator combines the constant excitation source by PMs with the variable magnetic flux produced by the toroidal field winding located in the excitation bracket. The permanent magnet magnetic flux and electric excitation flux are parallel connected. This alternator eliminates the brushes and slip rings, so the reliability is greatly improved.
The main contents of the paper are as follows:
1. In chapter2, a novel hybrid excitation brushless claw pole alternator was proposed to overcome the disadvantages of the present hybrid excitation claw pole alternators. The novel hybrid excitation brushless claw pole alternator includes stator core, armature windings, claw poles, excitation bracket, DC excitation winding and permanent magnets. The rotor is composed of two claws, and the two claws are welded together with magnetic impermeable material. One claw is fixed on the shaft and the other one has a bore in the claw palm. The excitation bracket is fixed on the end closure, and the excitation winding wraps around the excitation bracket, then the excitation winding and excitation bracket insert into the claw through the bore in the claw palm. There are two additional air gaps between the bracket and the claws. The excitation winding is stationary, thus the brush and slip ring can be eliminated. Compared with the ordinary electric excitation claw-pole alternator, this hybrid excitation brushless claw-pole alternator reduces the excitation loss, increases the alternator's power density, and improves the alternator's low speed power characteristic. Furthermore, its excitation winding is stationary, thus the brush and slip ring can be eliminated. So it has good reliability.
2. Like the other kinds of claw pole alternators, the distribution of magnetic field of the proposed alternator is3-dimensional, so3-D magnetic field analysis is necessary. The no-load magnetic field distributions and the capability of flux control are obtained based on three dimensional finite element analysis.
3.3-D finite element analysis can be directly applied to the analysis of magnetic field. However,3-D finite element analysis takes long computation time. In chapter4, an improved equivalent magnetic circuit network model considering three dimensional magnetic field distributions is set up. The analytical expressions of permeability in the claw pole, air gap and the other stricture are deduced. The work of this part provides a powerful tool for the electromagnetic calculation of the novel hybrid excitation brushless claw-pole alternator.
4. In chapter5, a12kW,28V prototype was designed and manufactured. The test results showed that the prototype has good performance.
5. Two hybrid excitation brushless claw pole alternators with the field windings on the stator were proposed. Compared with the hybrid excitation brushless claw pole alternator with the field winding in the claw, the hybrid excitation brushless claw pole alternators with the field windings on the stator are simpler.
引文
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[2]长沙汽车电器研究所.国内汽车电器标准汇编.1993.
[3]长沙汽车电器研究所.国内汽车电器标准汇编.1994.
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