臺灣博碩士論文加值系統

隨著氣候變遷加劇，對於溫室氣體排放之限制已成為一個主要的議題。為了減輕溫室效應之影響，各國不斷提出更為嚴格之排放標準。例如歐盟已於2014年進入第六期(Euro Ⅵ)的排放檢驗標準，進一步限制氮氧化合物之排放。而台灣也參考了歐盟之排放標準，並將於2019年實施新的排放標準。隨著這些標準的提升，內燃機引擎汽車(internal combustion engine vehicle, ICEV)已很難跟上法規的變化，而將被排除在市場之外。例如挪威將於2025年禁售汽油車，而德國也將在2030年跟進。因此，低排放量的油電混合動力車(hybrid electrical vehicle, HEV)以及無排放量之純電動車(electrical vehicle, EV)便成為了各大車廠生產與研究之目標，而扮演其動力來源之電動車馬達也受到相當程度之關注。在眾多種類之馬達之中，鼠籠式感應馬達由於其製造成本低廉、強靭、控制性等優點而在中高功率之電動車應用上得到較大之青睞。然而，由於鼠籠式感應馬達其複雜之諧波交互作用，容易產生寄生力矩、振動、噪音、額外雜散損等不良效應。因此，能夠設計出一個低諧波效應之電動車馬達是相當重要的
本論文以業界常用的設計法切入，提供定子之繞線分析與設計，並推導了槽匹配之公式。由本論文之討論可以得知，降低諧波效應之關鍵在於適當之氣隙磁通密度值與定轉子槽數。並且本論文提出了一套最佳化之流程，應用在2.2kw之四極馬達上。經由最佳化設計，此顆馬達之效率、功因以及力矩漣波皆有相當程度之提升。

With increasing climate change, greenhouse gas emissions has become a serious issue. To reduce these emissions, governments continue providing new standards stricter than they were. For example, Euro 6 standard has been implemented in EU and EEA member states in 2014, having a lower level of nitrogen oxide emissions in diesel cars. Taiwan will also implement new emission standard, planned to follow the Euro 6 standard, in 2019. With a lower emission level, internal combustion engine vehicles (ICEV) are getting harder to meet these standards, and will be eliminated from the new car market. For instance, petrol or diesel cars will not be sold in Norway by 2025, and Germany will also calls for a ban on combustion engine by 2030. Therefore, Cars with low exhaust emissions, hybrid electric vehicles (HEV), or zero exhaust emissions, electric vehicles (EV), have become the subject of research and production made by car makers. Electric motors, the main component in electric vehicle transmission system, are also getting more and more concerned. Beyond numerous kind of electric motors, squirrel cage induction motor might be the best candidate for electric vehicle because of its inexpensive cost, robustness and controllability. However, due to its complex interactions between stator and rotor harmonics, squirrel cage induction motors often suffer from parasitic torques, vibrations, noises and additional stray losses. Therefore, designing a squirrel cage motor with low harmonic effects is quite important for electric vehicle.
This thesis starts with a brief design procedure used in industrial, providing an interpretation of its physical meaning. This thesis also presents a novel analysis and design procedure for winding, allowing designers to determine winding factor of any order harmonic for arbitrary winding. On the other hand, this thesis provides derivations of slots combination preventing parasitic torques, noises and vibrations, additional stray losses. With these derivations, we realize that air gap flux density and the number of slots affect harmonic effect the most. Lastly, this thesis presents an innovative optimal design procedure for electric vehicle induction motor and apply this procedure to a2.2kw, four pole induction motor. As a result, efficiency, power factor and torque ripple are all significantly improved.

第一章 緒論 1
1.1 電動車之優勢 1
1.1.1 油價 2
1.1.2 排放 3
1.1.3 油耗 7
1.2 電動巴士之現況 8
1.3 馬達種類 11
1.4 研究目的與方法 16
1.5 文獻回顧 18
1.5.1 設計法 18
1.5.2 繞線 20
1.5.3 槽匹配 21
1.5.4 寄生力矩 22
1.5.5 振動、噪音 24
1.5.6 額外損失 25
1.5.7 不平橫磁拉力 26
1.6 論文架構 27
第二章 感應馬達基礎設計流程 31
2.1 主要設計流程介紹 31
2.2 重要方程式理論推導 32
2.2.1 選擇框號以及馬達尺寸 32
2.2.2 定轉子鐵心主要尺寸 33
2.2.3 定子與轉子之槽數選擇 39
2.2.4 電負載與導體數計算 41
2.2.5 相電流與定子槽尺寸計算 54
2.2.6 轉子槽尺寸計算 63
2.2.7 磁動勢與激磁電流 69
2.2.8 電阻與電抗 77
2.2.9 馬達特性計算 106
2.3 重要參數係數來源 122
第三章 感應馬達繞線分析與設計 127
3.1 基本觀念與名詞簡介 127
3.1.1 旋轉磁場 128
3.1.2 相數 130
3.1.3 相帶 (phase belt) 130
3.1.4 相帶數 132
3.1.5 數學模型 133
3.1.6 諧波分析 144
3.2 繞線設計 145
3.2.1 單層入線 147
3.2.2 雙層入線 150
3.2.3 產生B、C相線圈與入槽之限制 150
3.3 連接線圈 156
第四章 繞線分析之驗証與繞線表 159
4.1 快速傅利葉轉換 159
4.2 驗證諧波分析與繞線表準確性 161
4.3 繞線表 167
4.3.1 相帶數2，極數4，單層入線 173
4.3.2 相帶數3，極數4，單層入線 174
4.3.3 相帶數4，極數4，單層入線 175
4.3.4 相帶數2，極數4，雙層入線 176
4.3.5 相帶數3，極數4，雙層入線 178
4.3.6 相帶數4，極數4，雙層入線 180
4.4 討論 183
4.4.1 假設合理性 183
4.4.2 數據正確性 184
第五章 1D分析流程 187
5.1 轉子側感應電流與其磁動勢 188
5.2 槽開口對有效氣隙之影響 198
5.2.1 等效氣隙與卡特係數 199
5.2.2 兩側槽開口之有效氣隙模型 200
5.3 利用能量法求得力矩 207
5.3.1 能量與輔能 208
5.3.2 利用輔能求感應馬達之力矩 212
第六章 諧波對感應馬達之影響 217
6.1 可能出現之諧波 218
6.1.1 步階諧波 219
6.1.2 飽和造成的諧波 222
6.1.3 轉子偏心造成的諧波 223
6.2 寄生力矩 226
6.2.1 寄生力矩之來源 227
6-2-1非同步寄生力矩 233
6.2.2 同步寄生力矩 237
6.2.3 寄生力矩的實驗數據 244
6.2.4 定子為24槽 244
6.2.5 定子為36槽 247
6.2.6 定子為48槽 247
6.3 電磁噪音 248
6.3.1 步階諧波之影響 253
6.3.2 考慮定轉子槽開口之影響 254
6.3.3 飽和之影響 256
6.3.4 轉子偏心之影響 256
6.4 抑制方法 257
6.4.1 增加氣隙 257
6.4.2 增加轉子電阻 258
6.4.3 改變定子繞線 258
6.4.4 減小槽開口 259
6.4.5 採用斜槽 260
6.4.6 適當的槽匹配 260
6.5 額外損失與熱 261
6.5.1 表面損 262
6.5.2 脈動損 262
6.5.3 鼠籠轉子損失 263
6.5.4 橫向電流損失 263
6.6 降低雜散損 264
第七章 最佳化設計流程 269
7.1 設計參數 269
7.1.1 改變轉子槽數 274
7.1.2 改變氣隙大小之影響 298
7.1.3 改變轉子槽深之影響 301
7.1.4 改變積厚之影響 303
7.1.5 改變轉子槽開口之影響 304
7.1.6 改變轉子靴部尺寸之影響 305
7.2 最佳化設計 315
7.2.1 最佳化流程 315
7.2.2 利用RMxprt進行靈敏度分析 319
7.2.3 利用RMxprt進行最佳化 321
7.2.4 最佳化設計 321
7.3 以有限元素驗証最佳化之結果 344
第八章 結論與未來展望 349
8.1 本論文之貢獻 350
8.2 未來展望 351
參考文獻 353

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