CA1223920A - Electric drive for vehicle windows or roof panel - Google Patents
Electric drive for vehicle windows or roof panelInfo
- Publication number
- CA1223920A CA1223920A CA000419872A CA419872A CA1223920A CA 1223920 A CA1223920 A CA 1223920A CA 000419872 A CA000419872 A CA 000419872A CA 419872 A CA419872 A CA 419872A CA 1223920 A CA1223920 A CA 1223920A
- Authority
- CA
- Canada
- Prior art keywords
- motor
- torque
- speed reducer
- winding
- resistance
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 59
- 238000004804 winding Methods 0.000 claims abstract description 33
- 230000003252 repetitive effect Effects 0.000 claims description 8
- 230000000712 assembly Effects 0.000 claims description 3
- 238000000429 assembly Methods 0.000 claims description 3
- 238000010438 heat treatment Methods 0.000 abstract description 4
- 230000004048 modification Effects 0.000 description 8
- 238000012986 modification Methods 0.000 description 8
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 239000005357 flat glass Substances 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 238000013213 extrapolation Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 229910000859 α-Fe Inorganic materials 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05F15/00—Power-operated mechanisms for wings
- E05F15/60—Power-operated mechanisms for wings using electrical actuators
- E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
- E05F15/665—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for vertically-sliding wings
- E05F15/689—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for vertically-sliding wings specially adapted for vehicle windows
- E05F15/697—Motor units therefor, e.g. geared motors
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
- H02H7/085—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load
- H02H7/0851—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load for motors actuating a movable member between two end positions, e.g. detecting an end position or obstruction by overload signal
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H9/00—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection
- H02H9/02—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection responsive to excess current
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
- H02K11/25—Devices for sensing temperature, or actuated thereby
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05F15/00—Power-operated mechanisms for wings
- E05F15/40—Safety devices, e.g. detection of obstructions or end positions
- E05F15/41—Detection by monitoring transmitted force or torque; Safety couplings with activation dependent upon torque or force, e.g. slip couplings
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
- E05Y2900/00—Application of doors, windows, wings or fittings thereof
- E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
- E05Y2900/53—Type of wing
- E05Y2900/55—Windows
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Stopping Of Electric Motors (AREA)
Abstract
AN ELECTRIC MOTOR-SPEED REDUCER UNIT, IN
PARTICULAR FOR MOVING MOVABLE ELEMENTS
OF AN AUTOMOBILE VEHICLE
ABSTRACT OF THE DISCLOSURE
This motor-speed reducer unit comprises a small electric motor (4) which is normally incapable of effect-ing the desired operational cycle and which has a conver-ted armature winding, a resistance (5) exterior to the motor and in series with the armature winding, and a speed reducer (7). A judicious choice of the winding, of the exterior resistance and of the ratio of the speed reducer permits the obtainment of the required performances without excessive heating of the motor with a great saving in weight and overall size.
PARTICULAR FOR MOVING MOVABLE ELEMENTS
OF AN AUTOMOBILE VEHICLE
ABSTRACT OF THE DISCLOSURE
This motor-speed reducer unit comprises a small electric motor (4) which is normally incapable of effect-ing the desired operational cycle and which has a conver-ted armature winding, a resistance (5) exterior to the motor and in series with the armature winding, and a speed reducer (7). A judicious choice of the winding, of the exterior resistance and of the ratio of the speed reducer permits the obtainment of the required performances without excessive heating of the motor with a great saving in weight and overall size.
Description
I
DESC~IPI ION
TITLE:
An electric motor-speed reducer unit, in particular for moving movable elements of an automobile vehicle "
The present invention relates to motor-speed reducer units adapted to operate with a supply voltage V in accordance with a repetitive cycle comprising two phases of given durations in the course of which are demanded of the unit respectively a first torque and a I distinctly higher second torque, with two given rotational speeds.
These motor-speed reducer units are employed in particular for moving movable elements such as window glasses, sliding roofs, etc. in automobile vehicles.
They must then furnish a substantially constant torque at a given rotational speed during the moving of the movable element and a much higher torque during a shorter period when the element abuts at the end of its travel.
One of the main problems which arise when it is desired -to miniaturize the motor speed reducer units is the necessity to dissipate from the motor in the course of each operational cycle the amount of heat given off by the motor by the Joule effect without reaching excess-very high temperatures in the motor.
indeed, in order to satisfy thermal requirements, one is led to increase the heat capacity and the heat exchange surfaces of the motor, which increases the .:
dimensions and the weight. Efforts to improve the materials employed have not resulted in an economically acceptable solution at the present time An object of the invention is to provide a motor-speed reducer unit capable of operating in accordance with the aforementioned cycle of operation under good thermal conditions and with very low weight and very small overall size.
According to the invention there is provided a motor speed reducer unit for operating with a supply voltage V
in accordance with a repetitive cycle which comprises a first phase of a first duration which demands a first torque and a corresponding first rotational speed of the unit and a second phase of a second duration which demands a second torque which is distinctly higher than the first torque and a corresponding second rotational speed of the unit, said unit comprising- (a) an electric motor which comprises an armature having a winding and an output shaft and which, in operating alone at said voltage V, would develop, in the absence of saturation phenomenon said first torque at a third rotational speed which is distinctly higher than said first rotational speed and would generate an excessive thermal power in developing, with the frequency of the cycle, said first torque during said first duration and said second torque during said second duration; (b) a resistance which is exterior to ,.~
I
said motor, which is connected in series with the winding of said armature and is of sufficient value with respect to the resistance of said winding of said armature to dissipate a major part of the power absorbed when said second torque is demanded of said motor, and I a spend reducer for reducing the rotational speed of said output shaft of the motor to said first speed at said first torque The ratio of said third speed to said first speed is preferably higher than 1~5 and in particular higher than or equal to 2.
The motor may be in particular a do motor or a motor of the universal type having a field winding connected in parallel to the armature winding.
By way of a modification, the motor-speed reducer unit according to the invention may comprise at least two identical electric motor-exterior resistor assemblies such as defined herein before, and a single speed reducer driven by all -the output shafts of the motors and bringing their rotational speed, at said first torque, to said first speed. This enables a thorough standardization of the manufacture of the electric motors to be envisaged.
According to another more general aspect, the invention has for object to provide a motor speed reducer unit for operating with a supply voltage V in accordance with a repetitive cycle comprising two phases of given durations in the course of which phases there are demanded of the unit respectively a first torque and a second torque which is distinctly higher than the first torque, and with two glen rotational speeds, said unit comprising: (a) an electric motor which comprises an armature having a winding and an output shaft; (by a resistance which is exterior to said motor, is connected in series with the winding of said armature and is of sufficient value with respect to the resistance of said winding of said armature to dissipate a major part of the power absorbed when said second torque is demanded of said motor, and (c) a speed reducer.
The ratio of the exterior resistance to the resistance of the winding may be in particular higher than 0.5 and preferably higher than or equal to l.
Further features and advantages of the invention will be apparent from the ensuing description which is given solely by way of example with reference to the accompanying drawing, in which:
Fig. 1 is a diagram of a typical cycle according to which the moor speed reducer unit according to the invention must operate;
Fig. 2 is a general diagram of a motor-speed reducer unit according to the invention;
Fig. 3 is a diagram of another operational cycle;
Fig. 4 shows diagrammatically, with a part cut away one embodiment of a motor-speed reducer unit according to the invention; and ,. I, ~23~
Fig. 5 is a general design similar to Fig. 2 showing another motor-speed reducer unit according Jo the invention.
The motor-speed reducer unit provided by the invention is adapted to move between two end-of-travel stops, a movable element such as a window glass of an automobile vehicle. For this purpose it must be capable of operating in a repetitive manner, without excessive heating, in accordance with the cycle of operation shown in Fig. 1.
This cycle comprises a first phase 1 whose duration, plotted as abscissae, is for example 4 seconds and during which the demanded torque, plotted as ordinates has a given value Clue with a rotational speed No. Then, during a distinctly shorter period, for example of 1 second, the demanded torque, in a second phase 2 corresponding to the stoppage of the movable element, in an end-of-travel position of abutment (namely No = I
is distinctly higher, for example C2 a 4 Clue Then, the phase 2 is followed by a third phase of rest 3 which lasts for example 10 seconds The complete cycle therefore lasts 15 seconds in the presently-described embodiment.
The motor-speed reducer unit employed for effecting the cycle shown in Fig. 1 under good thermal conditions, is diagrammatically shown in Fig. 2. It comprises an electric motor 4 having a wound armature and supplied with Jo I
- pa -do power by a battery of accumulators 6 of for example 12 V. The cycle is initiated by closing switch pa which is opened at the end of phase 2. Connected in series in the armature circuit is a resistor 5 outside the motor 4, and the output shaft of this motor is connected to a speed-reducer 7.
In order to understand the construction of the motor 4, there will be considered another do motor (not shown) which is capable of effecting in a repetitive manner without excessive heating a cycle sommeliers to the times and rotational speediest that shown in Fig. 1, Of 4C
but with lower torques at = _ 2 ok 1), as shown in Fig. 3. It will be observed thaw, whatever be the type of do motor employed, there is always a suit table coefficient k, this coefficient being the larger as the motor is smaller.
The considered initial motor is modified in the following way :
(a) the number of coils of the armature of the motor is divided by k ;
(b) the section of the armature winding wire is multiplied by k ;
(c) there is added in series in the armature air-cult an exterior resistor R so that :
e R + r = to e 1 k in which Rio and n designate respectively the armature resistance of the initial motor and that of the motor which has teen subjected to the modifications (a) and (b), and (d) a speed reducer having a ratio k is added.
The modifications (a) and (b) result in an armature whose resistance is divided by k2 : n = k2 with an unchanged total wire section, and consequently with an unchanged overall size of the armature winding.
The motor obtained in this way is the motor 4 shown in Fig. 2, the resistance Rye is the resistance 5 and the speed reducer is the reducer 7.
The result of the modification (c), in neglecting the resistance of the supply wires of the initial aroma-lure, Waco is in practice a correct approximation, is that the total resistance of the armature circuit has been divided by k so that the maximum magnitude of the current has been multiplied by k. Consequently, the aye thermal power dissipated it the rotor is P = r It Rio x (k I = PJMo this power is therefore unchanged and -the final motor-speed reducer unit operates under good thermal conditions.
Further, dividing the number of coils by k multi-plies the speed by k, and this speed is divided by k by the modification (d). The speed of the output shaft is consequently unchanged.
Moreover, the torque furnished by the motor alone is proportional to the product of the number of coils by the current. It is consequently unchanged, but the final reduction in the speed multiplies it by k.
In all, the final motor-speed reducer unit delivers the twirls k x at = C1 at speed No and k x 4 at = 4 C1 in the blocked state, with no increase in overall size or thermal power dissipated in the motor and consequently with no increase in the heating of the motor, which was initially satisfactory by hypothesis. This motor-speed reducer unit therefore satisfies the desired conditions with pa small overall size and low weight.
Note that if the motor 4 was made -to operate alone with the same supply voltage, it would furnish at speed k.Nl a torque equal to Crown the absence of saturation phenomenon and lower than -this value in the opposite cozily giving off the thermal power PJM0 x k2 In effecting the cycle shown it Fig. 1 in respect of I
torque and times, really or by extrapolation, this motor could not support such a generation of heat.
Further, it can be seen that Rio r o = ok - 1) 2 = (k - 1) n, wherein n designates the armature resistance of the motor 4.
In considering in more detail the thermal phenomena, it was seen that the total resistance of the armature circuit was divided by k. The total power dissipated by the Joule effect in this circuit is consequently multi-plied by k : PI = PRO x k, but it is divided into PRO dissipated in the motor and PRO x (k - 1) dissipated in the exterior resistance Rev In phase 1 of the cycle, the current Ion which is proportional to -the torque Of, is relatively low. A
small part of the power consumed is therefore dissipated by the Joule effect in the resistance Rev the major part of the power consumed being converted into mechanical power by the motor. On the other hand, in phase 2, in which the current is It = a If, the armature circuit behaves as a passive resistance and the major part of the power absorbed fraction k k 1 ) is dissipated in the resistance Rev Thus it may be said that there occurs a transfer of thermal power from the motor to the exit nor resistance between the phases 1 and 2 of the cycle.
The foregoing considerations demonstrate that I
theoretically any motor can be used, however small, for the motor-speed reducer according to the invention, since it is always possible to define the coefficient k and the modifications made therein neither modify its overall size nor modify the thermal power it dissipates. The sole practical limitation is of a mechanical order and concerns the speed of rotation of its armature. Cons-quaintly, the invention permits a considerable reduction in the weight and overall size of the motor-speed reducers employed in automobile vehicles. The weight may in par-titular be reduced in a ratio of 2 to 3 with-the small ~Qtors available at the present time with a coefficient k of the order of 2 to 3.
Of course, one might start with a motor-speed reducer unit instead of a motor alone. The ~fdrementioned modification (d) would then consist in replacing the speed reducer by another speed reducer having a ratio which is k times higher.
By way of a numerical example, in order to be able to actuate a window glass raiser of an automobile in accordance with the cycle shown in Fig. 1 with Of = 2.4m.N
and C2 = 6m.N, a conventional arrangement employs the following motor-speed reducer unit :
motor : 30 coils of 0.5 mm diameter copper wire, n = 0.86 AL
Rye (supply wires) = 0.1 Q which is a negligible value from the thermal point of view, I = AYE at 12 V
C - 0.26 men in -the blocked state N = 4150 rum under no load.
a reducer of ratio 1/50, whence N = 83r~ under no load.
The motor-speed reducer unit according to the in-mention has the following features :
motor 4 : 60 coils of 0.35 mm diameter copper wire, Al = 0.48 -no exterior resistance 5 : Rye = .48 seducer 7 of ratio 1/250~
This motor-speed reducer unit, bearing in mind the efficiency which may easily be the same as before, also develops 6 men in the blocked state, with a current of 12.5 A and with a speed of 83 rum under no load.
Comparatively, in -the absence of the resistance 5, the torque would be twice as much, but the thermal power dissipated in the motor would be excessive and would destroy it. It may be considered that this motor-speed reducer unit is obtained by the four aforementioned mod-fixations in starting with the following initial motor-speed reducer unit :
motor : 120 coils of 0.25 mm diameter copper wire n = 1.92 Q
Rye (supply wires) I
C - 0.058 men in the blocked state N - 10,325 rum under no load reducer of ratio isle, this motor-speed reducer unit rotating at 83 rum under no load but only having a torque in the blocked state of 3 men, namely a ratio k = 2.
The possibility of employing small electric motors for moving relatively heavy elements opens the way to a modular conception of the motors employed in automobi-lest If the aforementioned modifications (a) to result in an excessively high rotational speed of -the motor, at least two identical small motors may be coupled in parallel with a single speed reducer driven by all the output shafts of the motors. This is illustrated in Fig. 4 in which there can be seen two identical motors PA, By enclosed in a common parallelepipedic housing 9 and connected in parallel to the battery 6. The two output shafts 10 extend out of the housing 9 and each carry a pinion 11. These two pinions mesh with a common gear wheel wish is rotatively mounted in the housing 9, at two diametrically opposed points of the wheel, so as to constitute the reducer 7 and the shaft 13 of -the gear wheel 12 constitutes the output shaft of the motor-speed reducer unit. The exterior resistance of each rotor is here formed by its supply wires PA, 5B themselves which have a resistance distinctly higher than that of the usual wires, in accordance with the aforementioned formula R = (k - in Such an arrangement also results in a great saving in weight and overall size and a great reduction in the manufacturing cost, since the small motors are very cheap.
The invention is applicable to do motors having ferrite or field windings, and to other types of similar motors such as a universal motor 14 (Figure 5); having a field winding connected in parallel with the armature winding (shunt-excited universal motors). Figure 5 also shows the resistor 16 connected in series with the armature winding 14 and the winding 15.
DESC~IPI ION
TITLE:
An electric motor-speed reducer unit, in particular for moving movable elements of an automobile vehicle "
The present invention relates to motor-speed reducer units adapted to operate with a supply voltage V in accordance with a repetitive cycle comprising two phases of given durations in the course of which are demanded of the unit respectively a first torque and a I distinctly higher second torque, with two given rotational speeds.
These motor-speed reducer units are employed in particular for moving movable elements such as window glasses, sliding roofs, etc. in automobile vehicles.
They must then furnish a substantially constant torque at a given rotational speed during the moving of the movable element and a much higher torque during a shorter period when the element abuts at the end of its travel.
One of the main problems which arise when it is desired -to miniaturize the motor speed reducer units is the necessity to dissipate from the motor in the course of each operational cycle the amount of heat given off by the motor by the Joule effect without reaching excess-very high temperatures in the motor.
indeed, in order to satisfy thermal requirements, one is led to increase the heat capacity and the heat exchange surfaces of the motor, which increases the .:
dimensions and the weight. Efforts to improve the materials employed have not resulted in an economically acceptable solution at the present time An object of the invention is to provide a motor-speed reducer unit capable of operating in accordance with the aforementioned cycle of operation under good thermal conditions and with very low weight and very small overall size.
According to the invention there is provided a motor speed reducer unit for operating with a supply voltage V
in accordance with a repetitive cycle which comprises a first phase of a first duration which demands a first torque and a corresponding first rotational speed of the unit and a second phase of a second duration which demands a second torque which is distinctly higher than the first torque and a corresponding second rotational speed of the unit, said unit comprising- (a) an electric motor which comprises an armature having a winding and an output shaft and which, in operating alone at said voltage V, would develop, in the absence of saturation phenomenon said first torque at a third rotational speed which is distinctly higher than said first rotational speed and would generate an excessive thermal power in developing, with the frequency of the cycle, said first torque during said first duration and said second torque during said second duration; (b) a resistance which is exterior to ,.~
I
said motor, which is connected in series with the winding of said armature and is of sufficient value with respect to the resistance of said winding of said armature to dissipate a major part of the power absorbed when said second torque is demanded of said motor, and I a spend reducer for reducing the rotational speed of said output shaft of the motor to said first speed at said first torque The ratio of said third speed to said first speed is preferably higher than 1~5 and in particular higher than or equal to 2.
The motor may be in particular a do motor or a motor of the universal type having a field winding connected in parallel to the armature winding.
By way of a modification, the motor-speed reducer unit according to the invention may comprise at least two identical electric motor-exterior resistor assemblies such as defined herein before, and a single speed reducer driven by all -the output shafts of the motors and bringing their rotational speed, at said first torque, to said first speed. This enables a thorough standardization of the manufacture of the electric motors to be envisaged.
According to another more general aspect, the invention has for object to provide a motor speed reducer unit for operating with a supply voltage V in accordance with a repetitive cycle comprising two phases of given durations in the course of which phases there are demanded of the unit respectively a first torque and a second torque which is distinctly higher than the first torque, and with two glen rotational speeds, said unit comprising: (a) an electric motor which comprises an armature having a winding and an output shaft; (by a resistance which is exterior to said motor, is connected in series with the winding of said armature and is of sufficient value with respect to the resistance of said winding of said armature to dissipate a major part of the power absorbed when said second torque is demanded of said motor, and (c) a speed reducer.
The ratio of the exterior resistance to the resistance of the winding may be in particular higher than 0.5 and preferably higher than or equal to l.
Further features and advantages of the invention will be apparent from the ensuing description which is given solely by way of example with reference to the accompanying drawing, in which:
Fig. 1 is a diagram of a typical cycle according to which the moor speed reducer unit according to the invention must operate;
Fig. 2 is a general diagram of a motor-speed reducer unit according to the invention;
Fig. 3 is a diagram of another operational cycle;
Fig. 4 shows diagrammatically, with a part cut away one embodiment of a motor-speed reducer unit according to the invention; and ,. I, ~23~
Fig. 5 is a general design similar to Fig. 2 showing another motor-speed reducer unit according Jo the invention.
The motor-speed reducer unit provided by the invention is adapted to move between two end-of-travel stops, a movable element such as a window glass of an automobile vehicle. For this purpose it must be capable of operating in a repetitive manner, without excessive heating, in accordance with the cycle of operation shown in Fig. 1.
This cycle comprises a first phase 1 whose duration, plotted as abscissae, is for example 4 seconds and during which the demanded torque, plotted as ordinates has a given value Clue with a rotational speed No. Then, during a distinctly shorter period, for example of 1 second, the demanded torque, in a second phase 2 corresponding to the stoppage of the movable element, in an end-of-travel position of abutment (namely No = I
is distinctly higher, for example C2 a 4 Clue Then, the phase 2 is followed by a third phase of rest 3 which lasts for example 10 seconds The complete cycle therefore lasts 15 seconds in the presently-described embodiment.
The motor-speed reducer unit employed for effecting the cycle shown in Fig. 1 under good thermal conditions, is diagrammatically shown in Fig. 2. It comprises an electric motor 4 having a wound armature and supplied with Jo I
- pa -do power by a battery of accumulators 6 of for example 12 V. The cycle is initiated by closing switch pa which is opened at the end of phase 2. Connected in series in the armature circuit is a resistor 5 outside the motor 4, and the output shaft of this motor is connected to a speed-reducer 7.
In order to understand the construction of the motor 4, there will be considered another do motor (not shown) which is capable of effecting in a repetitive manner without excessive heating a cycle sommeliers to the times and rotational speediest that shown in Fig. 1, Of 4C
but with lower torques at = _ 2 ok 1), as shown in Fig. 3. It will be observed thaw, whatever be the type of do motor employed, there is always a suit table coefficient k, this coefficient being the larger as the motor is smaller.
The considered initial motor is modified in the following way :
(a) the number of coils of the armature of the motor is divided by k ;
(b) the section of the armature winding wire is multiplied by k ;
(c) there is added in series in the armature air-cult an exterior resistor R so that :
e R + r = to e 1 k in which Rio and n designate respectively the armature resistance of the initial motor and that of the motor which has teen subjected to the modifications (a) and (b), and (d) a speed reducer having a ratio k is added.
The modifications (a) and (b) result in an armature whose resistance is divided by k2 : n = k2 with an unchanged total wire section, and consequently with an unchanged overall size of the armature winding.
The motor obtained in this way is the motor 4 shown in Fig. 2, the resistance Rye is the resistance 5 and the speed reducer is the reducer 7.
The result of the modification (c), in neglecting the resistance of the supply wires of the initial aroma-lure, Waco is in practice a correct approximation, is that the total resistance of the armature circuit has been divided by k so that the maximum magnitude of the current has been multiplied by k. Consequently, the aye thermal power dissipated it the rotor is P = r It Rio x (k I = PJMo this power is therefore unchanged and -the final motor-speed reducer unit operates under good thermal conditions.
Further, dividing the number of coils by k multi-plies the speed by k, and this speed is divided by k by the modification (d). The speed of the output shaft is consequently unchanged.
Moreover, the torque furnished by the motor alone is proportional to the product of the number of coils by the current. It is consequently unchanged, but the final reduction in the speed multiplies it by k.
In all, the final motor-speed reducer unit delivers the twirls k x at = C1 at speed No and k x 4 at = 4 C1 in the blocked state, with no increase in overall size or thermal power dissipated in the motor and consequently with no increase in the heating of the motor, which was initially satisfactory by hypothesis. This motor-speed reducer unit therefore satisfies the desired conditions with pa small overall size and low weight.
Note that if the motor 4 was made -to operate alone with the same supply voltage, it would furnish at speed k.Nl a torque equal to Crown the absence of saturation phenomenon and lower than -this value in the opposite cozily giving off the thermal power PJM0 x k2 In effecting the cycle shown it Fig. 1 in respect of I
torque and times, really or by extrapolation, this motor could not support such a generation of heat.
Further, it can be seen that Rio r o = ok - 1) 2 = (k - 1) n, wherein n designates the armature resistance of the motor 4.
In considering in more detail the thermal phenomena, it was seen that the total resistance of the armature circuit was divided by k. The total power dissipated by the Joule effect in this circuit is consequently multi-plied by k : PI = PRO x k, but it is divided into PRO dissipated in the motor and PRO x (k - 1) dissipated in the exterior resistance Rev In phase 1 of the cycle, the current Ion which is proportional to -the torque Of, is relatively low. A
small part of the power consumed is therefore dissipated by the Joule effect in the resistance Rev the major part of the power consumed being converted into mechanical power by the motor. On the other hand, in phase 2, in which the current is It = a If, the armature circuit behaves as a passive resistance and the major part of the power absorbed fraction k k 1 ) is dissipated in the resistance Rev Thus it may be said that there occurs a transfer of thermal power from the motor to the exit nor resistance between the phases 1 and 2 of the cycle.
The foregoing considerations demonstrate that I
theoretically any motor can be used, however small, for the motor-speed reducer according to the invention, since it is always possible to define the coefficient k and the modifications made therein neither modify its overall size nor modify the thermal power it dissipates. The sole practical limitation is of a mechanical order and concerns the speed of rotation of its armature. Cons-quaintly, the invention permits a considerable reduction in the weight and overall size of the motor-speed reducers employed in automobile vehicles. The weight may in par-titular be reduced in a ratio of 2 to 3 with-the small ~Qtors available at the present time with a coefficient k of the order of 2 to 3.
Of course, one might start with a motor-speed reducer unit instead of a motor alone. The ~fdrementioned modification (d) would then consist in replacing the speed reducer by another speed reducer having a ratio which is k times higher.
By way of a numerical example, in order to be able to actuate a window glass raiser of an automobile in accordance with the cycle shown in Fig. 1 with Of = 2.4m.N
and C2 = 6m.N, a conventional arrangement employs the following motor-speed reducer unit :
motor : 30 coils of 0.5 mm diameter copper wire, n = 0.86 AL
Rye (supply wires) = 0.1 Q which is a negligible value from the thermal point of view, I = AYE at 12 V
C - 0.26 men in -the blocked state N = 4150 rum under no load.
a reducer of ratio 1/50, whence N = 83r~ under no load.
The motor-speed reducer unit according to the in-mention has the following features :
motor 4 : 60 coils of 0.35 mm diameter copper wire, Al = 0.48 -no exterior resistance 5 : Rye = .48 seducer 7 of ratio 1/250~
This motor-speed reducer unit, bearing in mind the efficiency which may easily be the same as before, also develops 6 men in the blocked state, with a current of 12.5 A and with a speed of 83 rum under no load.
Comparatively, in -the absence of the resistance 5, the torque would be twice as much, but the thermal power dissipated in the motor would be excessive and would destroy it. It may be considered that this motor-speed reducer unit is obtained by the four aforementioned mod-fixations in starting with the following initial motor-speed reducer unit :
motor : 120 coils of 0.25 mm diameter copper wire n = 1.92 Q
Rye (supply wires) I
C - 0.058 men in the blocked state N - 10,325 rum under no load reducer of ratio isle, this motor-speed reducer unit rotating at 83 rum under no load but only having a torque in the blocked state of 3 men, namely a ratio k = 2.
The possibility of employing small electric motors for moving relatively heavy elements opens the way to a modular conception of the motors employed in automobi-lest If the aforementioned modifications (a) to result in an excessively high rotational speed of -the motor, at least two identical small motors may be coupled in parallel with a single speed reducer driven by all the output shafts of the motors. This is illustrated in Fig. 4 in which there can be seen two identical motors PA, By enclosed in a common parallelepipedic housing 9 and connected in parallel to the battery 6. The two output shafts 10 extend out of the housing 9 and each carry a pinion 11. These two pinions mesh with a common gear wheel wish is rotatively mounted in the housing 9, at two diametrically opposed points of the wheel, so as to constitute the reducer 7 and the shaft 13 of -the gear wheel 12 constitutes the output shaft of the motor-speed reducer unit. The exterior resistance of each rotor is here formed by its supply wires PA, 5B themselves which have a resistance distinctly higher than that of the usual wires, in accordance with the aforementioned formula R = (k - in Such an arrangement also results in a great saving in weight and overall size and a great reduction in the manufacturing cost, since the small motors are very cheap.
The invention is applicable to do motors having ferrite or field windings, and to other types of similar motors such as a universal motor 14 (Figure 5); having a field winding connected in parallel with the armature winding (shunt-excited universal motors). Figure 5 also shows the resistor 16 connected in series with the armature winding 14 and the winding 15.
Claims (11)
1. A motor-speed reducer unit for operating with a supply voltage V in accordance with a repetitive cycle which comprises a first phase of a first duration which demands a first torque and a corresponding first rotational speed of the unit and a second phase of a second duration which demands a second torque which is distinctly higher than the first torque and a corresponding second rotational speed of the unit, said unit comprising:
(a) an electric motor which comprises an armature having a winding and an output shaft and which, in operating alone at said voltage V, would develop, in the absence of saturation phenomenon, said first torque at a third rotational speed which is distinctly higher than said first rotational speed and would generate an excessive thermal power in developing, with the frequency of the cycle, said first torque during said first duration and said second torque during said second duration;
(b) a resistance which is exterior to said motor, which is connected in series with the winding of said armature and is of sufficient value with respect to the resistance of said winding of said armature to dissipate a major part of the power absorbed when said second torque is demanded of said motor, and (c) a speed reducer for reducing the rotational speed of said output shaft of the motor to said first speed at said first torque.
(a) an electric motor which comprises an armature having a winding and an output shaft and which, in operating alone at said voltage V, would develop, in the absence of saturation phenomenon, said first torque at a third rotational speed which is distinctly higher than said first rotational speed and would generate an excessive thermal power in developing, with the frequency of the cycle, said first torque during said first duration and said second torque during said second duration;
(b) a resistance which is exterior to said motor, which is connected in series with the winding of said armature and is of sufficient value with respect to the resistance of said winding of said armature to dissipate a major part of the power absorbed when said second torque is demanded of said motor, and (c) a speed reducer for reducing the rotational speed of said output shaft of the motor to said first speed at said first torque.
2. A motor-speed reducer unit according to claim 1, wherein the exterior resistance has a value Re given by Re = (k - 1)ri, wherein k designates the ratio of said third speed to said first speed and ri designates the resistance of the armature winding.
3. A motor-speed reducer unit according to claim 2, wherein the speed reducer has k for its ratio.
4. A motor-speed reducer unit according to claim 2 or 3, wherein the number k is higher than 1.5 and preferably higher than or equal to 2.
5. A motor-speed reducer unit for operating with a supply voltage V in accordance with a repetitive cycle comprising a first phase of a first duration which demands a first torque and a corresponding first rotational speed of the unit and a second phase of a second duration which demands a second torque which is distinctly higher than the first torque and a corresponding second rotational speed of the unit, said unit comprising at least two identical assemblies, each of which assemblies comprises:
(a) an electric motor which comprises an armature having a winding and an output shaft and which, in operating alone at said voltage V, would develop, in the absence of saturation phenomenon, said first torque at a third rotational speed which is distinctly higher than said first rotational speed and would generate an excessive thermal power in developing, with the frequency of the cycle, said first torque during said first duration and said second torque during said second duration;
(b) a resistance which is exterior to said motor, is connected in series with the winding of said armature and is of significant value with respect to the resistance of said winding of said armature, and (c) a single speed reducer driven by all the output shafts of said motors and reducing their rotational speeds to said first speed at said first torque.
(a) an electric motor which comprises an armature having a winding and an output shaft and which, in operating alone at said voltage V, would develop, in the absence of saturation phenomenon, said first torque at a third rotational speed which is distinctly higher than said first rotational speed and would generate an excessive thermal power in developing, with the frequency of the cycle, said first torque during said first duration and said second torque during said second duration;
(b) a resistance which is exterior to said motor, is connected in series with the winding of said armature and is of significant value with respect to the resistance of said winding of said armature, and (c) a single speed reducer driven by all the output shafts of said motors and reducing their rotational speeds to said first speed at said first torque.
6. A motor-speed reducer unit for operating with a supply voltage V in accordance with a repetitive cycle comprising two phases of given durations in the course of which phases there are demanded of the unit respectively a first torque and a second torque which is distinctly higher than the first torque, and with two given rotational speeds, said unit comprising:
(a) an electric motor which comprises an armature having a winding and an output shaft;
(b) a resistance which is exterior to said motor, is connected in series with the winding of said armature and is of sufficient value with respect to the resistance of said winding of said armature to dissipate a major part of the power absorbed when said second torque is demanded of said motor, and (c) a speed reducer.
(a) an electric motor which comprises an armature having a winding and an output shaft;
(b) a resistance which is exterior to said motor, is connected in series with the winding of said armature and is of sufficient value with respect to the resistance of said winding of said armature to dissipate a major part of the power absorbed when said second torque is demanded of said motor, and (c) a speed reducer.
7. A motor-speed reducer unit according to claim 6, wherein the ratio of the exterior resistance to the resistance of the winding is higher than 0.5.
8. A motor-speed reducer unit according to any one of the claims 1 to 3, wherein the motor is a dc motor.
9. A motor-speed reducer unit according to any one of the claims 1 to 3, wherein the motor is of the universal type having a field winding connected in parallel with the armature winding.
10. A motor-speed reducer unit according to any one of the claims 1 to 3, wherein the exterior resistance is formed by the supply wires of the motor.
11. A motor-speed reducer unit according to claim 6 wherein the ratio of the exterior resistance to the resistance of the winding is higher than or equal to 1.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR8201883 | 1982-02-05 | ||
| FR8201883A FR2521362A1 (en) | 1982-02-05 | 1982-02-05 | ELECTRIC MOTOR REDUCER, PARTICULARLY FOR MOVING MOBILE ELEMENTS OF A MOTOR VEHICLE |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1223920A true CA1223920A (en) | 1987-07-07 |
Family
ID=9270710
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000419872A Expired CA1223920A (en) | 1982-02-05 | 1983-01-20 | Electric drive for vehicle windows or roof panel |
Country Status (8)
| Country | Link |
|---|---|
| EP (1) | EP0086119B1 (en) |
| JP (1) | JPS58144578A (en) |
| BR (1) | BR8300136A (en) |
| CA (1) | CA1223920A (en) |
| DE (1) | DE3362832D1 (en) |
| ES (1) | ES519636A0 (en) |
| FR (1) | FR2521362A1 (en) |
| MX (1) | MX155483A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5085004A (en) * | 1990-02-22 | 1992-02-04 | United Technologies Motor Systems, Inc. | Window lift mechanism |
| EP0443745A1 (en) * | 1990-02-22 | 1991-08-28 | United Technologies Motor Systems, Inc. | Window lift mechanism |
| GB2333572A (en) * | 1997-12-02 | 1999-07-28 | Valex Spa | A motor drive comprising at least two motors |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR1071746A (en) * | 1951-10-20 | 1954-09-03 | Hupp Corp | Improvements made to automatic windows |
| DE1093884B (en) * | 1958-02-12 | 1960-12-01 | Eugene Chupin | Device for protecting electric motors |
| FR2101262A6 (en) * | 1970-07-06 | 1972-03-31 | Mecanismes Comp Ind De | |
| FR2219562B1 (en) * | 1973-02-26 | 1977-02-04 | Ducellier & Cie |
-
1982
- 1982-02-05 FR FR8201883A patent/FR2521362A1/en active Granted
-
1983
- 1983-01-11 DE DE8383400059T patent/DE3362832D1/en not_active Expired
- 1983-01-11 EP EP83400059A patent/EP0086119B1/en not_active Expired
- 1983-01-13 BR BR8300136A patent/BR8300136A/en not_active IP Right Cessation
- 1983-01-20 CA CA000419872A patent/CA1223920A/en not_active Expired
- 1983-01-31 ES ES519636A patent/ES519636A0/en active Granted
- 1983-02-03 JP JP58017281A patent/JPS58144578A/en active Pending
- 1983-02-04 MX MX196162A patent/MX155483A/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| MX155483A (en) | 1988-03-17 |
| BR8300136A (en) | 1983-10-04 |
| EP0086119B1 (en) | 1986-04-09 |
| FR2521362A1 (en) | 1983-08-12 |
| EP0086119A1 (en) | 1983-08-17 |
| JPS58144578A (en) | 1983-08-27 |
| FR2521362B1 (en) | 1985-02-08 |
| ES8401285A1 (en) | 1983-11-16 |
| ES519636A0 (en) | 1983-11-16 |
| DE3362832D1 (en) | 1986-05-15 |
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| MKEX | Expiry | ||
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