请教电动轮原理资料，希望不吝赐教

hunny8888

     学校要开发130顿以上的电动轮汽车，我刚接触这个，有些免为其难，希望各位老师介绍一些相关资料，和原理性知识介绍。
          在此先谢过了

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hunny8888  网友 　:
请你认真研究下列资料　
  
TheWheel?- what it is and what it does
A self-propelled electrically powered wheel, operating at more than 90% energy efficiency, with optional 180?electric or mechanical steering including suspension, ride-height control and shock dampening, delivers up to 120 KW of direct drive traction at the only place where it matters,.....at the wheel.
The genius ofTheWheel?/b>lies in the complete absence of power transfer through gearing of any kind and the use of an electromotor in the opposite manner in which it is customarily used.  Usually the center of an electromotor spins around and the housing remains stationary.  In the case ofTheWheel?/b>this is reversed.  The exterior of the motor, with permanent magnets affixed to the inside, spins around and the center, which contains the electromagnets and remains stationary.  The tire is mounted directly to exterior of the direct drive motor. The greater the diameter of the motor within the wheel, the greater the torque.  For smaller applications an external direct drive engine has been developed delivering virtually all the same benefits.

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Unlike traditional electric motors,the management of power requirements for each movement of TheWheel?is internal.  The energy supply is constant while the modulation is regulated internally withinTheWheel?/b>based on the data input from the operator.  For high voltage/amperage requirements operators can opt to connect the standard embedded cooling system.   
When mounting more than one propelled wheel on a traditionally powered vehicle a mechanical differential is needed to equalize the force needed for the differing radius experienced by each wheel for each turn.  When using more than oneTheWheel?/b>, however, the embedded and external hardware and software together resolve this problem electronically without the need for complicated and heavy mechanical solutions.  By simply reducing the energy use ofTheWheel?/b>on the inside of the turn and/or adding energy toTheWheel?/b>on the outside of the turn all thus powered wheels obtain full optimum traction at all times.  As an additional benefit, this same electronic management systemincludes both traction control and anti-lock braking.
Braking is done electrically, or more precisely magnetically, by simply powering the engine(s) in the opposite direction. The energy of the forward motion arrested by the braking action is converted back to electrical power.  This process is called regenerative braking.  When simply coasting down a hill the engines also function as generators.  Theregeneration of poweradds substantially to the endurance of the batteries, which lessens the need for auxiliary power supplementation.
Batteries are intended to be the principal source of electric energy supply for vehicles equipped withTheWheel?/b>.   On averageTheWheel?uses only half the electric energy of a typical geared traction motor. This means that only half the amount of battery capacity and generative power is required.  The battery capacity needed obviously varies for each application. For optimum energy efficiency, the weight of a vehicle is kept to a practical minimum.  High capacity batteries can weigh a considerable amount. A balance, therefore, needs to be achieved between the typical usage cycle of the vehicle and the combined endurance of the batteries, the availability of scheduled external battery charging using external power and the capacity of an onboard generator.  The onboard generator, including a fuel cell, could use a wide variety of fuels.  The key to energy efficiency is primarily on how it is used instead of how it is generated.  If environmentally friendly generated power, like for instance with a fuel cell, is wasted with inefficient applications, such as geared electric motors, the financial and environmental benefits are not optimized.  
Themaintenance requirementsofTheWheel?/b>are a fraction of that of conventional fossil fuel engines. In the unlikely event that this should ever be needed,engine changeonly requires removal of twelve bolts and a plug consisting of just three wires, a positive&negative power supply and a data cable.  The simplicity of application and functionality will afford limitless variations on the use ofTheWheel?/b>.
An important feature ofTheWheel?and also its smaller derivative thee-Traction?nbsp;SM350not only provides an extremely efficient means of traction, it also can be just as easily used as an efficient generator.
TheWheel?- Prototype Applications
After five years of development the introduction ofTheWheel?/b> took place in 2001 with its placement for the energy companyNUON as a generator driven by a watermill in揾et Geldersch Landschap?/b>.  This unit runs the equivalent of 100,000 kilometers per year in a wet environment generating roughly 20,000 KWH annually.

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This project was followed in April of 2002 by the application ofTheWheel?/span> to a technology demonstrator forklift truck forSKF.  Not only did we provideTheWheel?/b> SM500and the electronic controls for this HFO forklift-truck, we also designed and installed electric components needed to enable all other movements (steering and lifting) without the use of hydraulic fluids.
e-Traction?nbsp; Europe B.V. is ready to deliver the first of an order of ten vehicles, capable of carrying roughly 15 passengers, to the揔oningin Juliana Toren?/span>amusement park in the town of Apeldoorn, the Netherlands. Each vehicle utilizes twoTheWheel?/b> SM500 units which are mounted in the front on the speciale-Traction suspension arm.  These vehicles will ultimately move visitors from the parking lot to the front entrance and look, consistent with the theme of the amusement park, like a roving mouse.  Thus the tubular frame structure on the picture below during acceptance trials in October of 2002.

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The projects described thus far utilized the SM500/1 version of TheWheel?/span>.  As a two-wheel version this unit delivers sufficient traction needed to power cars in the SUV class and smaller transit vehicles. By installing four of these units the traction capabilities double, which should suffice for lightweight buses, and which would obviously also significantly improve bad weather road handling characteristics.
In January 2004 the SM500motor series will be augmented by SM500/2,which has a 100% increase in performance despite a less than 30% increase in width. This is of particular significance for applications that need more torque and/or are restricted with the placement of larger diameter motors in vehicles.
This newSM500/2 motor is ideally suited for our own Technology Demonstrator bus. This hybrid powered bus was originally built for RET, the public transit company of Rotterdam, but abandoned after achieving disappointing results. We are fortunate that this vehicle, which is being delivered to us in November of 2003, came relatively inexpensively. The new specially for this bus developed small diameterSM500/2 motor does not require the same invasive conversion work as was needed in the bus for the town of Apeldoorn referenced below.  

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This bus is almost entirely made of very sturdy composites and comes with the auxiliary power supply already installed. We will merely have to rebuild the rear axle and bring the system and electronics up to our much higher standards. The intent is, provided the required permits can be obtained, to bring this bus for a brief period to North America as part of a promotional tour.
By the summer of 2003 the SM500/1got both a larger and a smaller sibling.  The SM700/3 is intended for buses and trucks depending on the customer needs in both two and four wheel drive applications. The SM350is intended for SUV class or smaller cars and differs from its siblings in that the direct drive actual motor is placed outside the wheel for torque requirements.
As part of a truly groundbreaking project in the Netherlands through cooperation between the town of Apeldoorn (sponsor), the Province of Gelderland(subsidy provider), Connexxion (bus operator), VDL Berkhof(coach builder), and NUON(local energy company) the first SM700/3抯 were installed on a new and specially e-Traction?/span>adapted Ambassador type bus, which was subsequently dubbed 搕he Whisper?/span>.   

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The Whisperis expected to provide the operator with fuel savings in excess of 50%, while the air and noise pollution have declined to less than 10%, compared to a conventional diesel powered sibling. Tests to establish these parameters are scheduled for early December 2003.
The company has recently been awarded a subsidy to cover 50% of the development cost for a Roll-On/Roll-Offvehicle for Europort Container Terminal utilizing four steel versions of the TheWheel SM700/3motor. A wide variety of other similar projects involving the motor type are in the negotiating stage at this time.

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The e-Traction?/span> SM350system will be installed in two SUV抯.  With a Mercedes jeep on indefinite loan from the Royal Netherlands Army we will experiment with a combination of two TheWheel?SM500/1抯 in the rear and two e-Traction?/span> SM350抯 in the front.  A Land Rover Range Rover 4.6HSE will be converted with four e-Traction?/span> SM350抯.   Both vehicles will ultimately be compared with original examples to demonstrate the fuel efficiency and operational capabilities.

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TheWheel橲M500
  
The first direct-drive synchronous electromotive engine introduced in 2001. Suited for lightweight trucks, buses and SUV's.

Front view with rim

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Front view without rim