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What is the difference between permanent magnet synchronous motor and asynchronous motor for new energy vehicles
Compared with the asynchronous motor, the permanent magnet synchronous motor mainly differs in that the rotor is a permanent magnet, which reduces the loss caused by the excitation, and the stator is installed with windings to generate torque through alternating current, so the cooling is relatively easy. Because this type of motor does not need to install brushes and mechanical commutation structure, no commutation sparks will be generated during operation, the operation is safe and reliable, the maintenance is convenient, and the energy utilization rate is high.
1. AC induction asynchronous motor stator and rotor AC asynchronous motor is a type of motor that is widely used in the industry. Its characteristic is that the stator and the rotor are laminated by silicon steel sheets, and the two ends are encapsulated with aluminum covers. The mechanical parts in contact with each other have simple structure, reliable and durable operation, and convenient maintenance. Compared with the DC motor of the same power, the AC asynchronous motor is more efficient, and the mass is about one-half lighter. If the control method of vector control is adopted, the controllability and wider speed regulation range comparable to that of the DC motor can be obtained. Due to the advantages of high efficiency, high specific power, and suitability for high-speed operation, AC asynchronous motors are the most widely used motors in high-power electric vehicles.
Tesla motor, but the rotor of the motor is seriously heated under the condition of high-speed operation, and the motor must be cooled during operation. At the same time, the drive and control system of the asynchronous motor is very complicated, and the cost of the motor body is also high. In addition, a frequency converter is required for operation. Additional reactive power is provided to build up the magnetic field, so compared with permanent magnet motors and switched reluctance motors, asynchronous motors have lower efficiency and power density, and are not the most energy-efficient choice.
The area where asynchronous motors are more widely used is the United States, which is also artificially related to road conditions. In the United States, the highway has a certain scale. Except for big cities, cars generally continue to drive at a certain high speed, so asynchronous motors that can run at high speeds and have high efficiency at high speeds are widely used. Similarly, Tesla, which was born in the United States, is a loyal fan of asynchronous motors. The high power and high speed perfectly match the powerful performance of Tesla.
2. Permanent magnet synchronous motor Compared with the asynchronous induction motor, the main difference between the permanent magnet synchronous motor is that the rotor is a permanent magnet, which reduces the loss caused by the excitation. The stator is installed with windings to generate torque through alternating current, so cooling is relatively easy. Because this type of motor does not need to install brushes and mechanical commutation structure, no commutation sparks will be generated during operation, the operation is safe and reliable, the maintenance is convenient, and the energy utilization rate is high.
The control system of the permanent magnet motor is simpler than the control system of the AC asynchronous motor. However, the price of permanent magnet materials is high, so the cost of the entire motor and its control system is high. At present, only China, which is rich in rare earth resources, is more inclined to use permanent magnet motors for electric vehicle drive solutions. In Japan and Europe, either light rare earth permanent magnet materials are used as permanent magnet motors, or switched reluctance motors that do not require rare earth materials but have higher requirements on controller design are directly used. At present, most models of domestic independent brands use permanent magnet synchronous motors, and their higher transmission efficiency has become a major temptation to improve battery life in the face of subsidies.
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