7 第七章 結論
7.2 未來展望
在本論文中，雖然是根據動力組為主要設計規格，但因設計及驗證要獨立，
故本文只針對馬達設計的部分做分析，在驗證過程中有幾個問題仍需克服，除了 控制及製程的問題以外還有幾個問題:
(1) 馬達的設計與分析並未考慮散熱僅作效率分析，本文中的定子繞線固定方式為 定子內佈滿特殊膠水固定，散熱功能較差，在一體成型的情況下，雖然減速機較 不易損毀，但若是馬達燒壞則維修也較不易。
(2)設計過程中並未考慮霍爾感測器誤差造成的影響，本文之電機轉速達 20000rpm，
電機轉速較高時，所需的精度要求也愈高，應考慮使用其他感測器偵測轉子位置，
以利控制。
(3)因為本設計的關係，故無法在腳踏板的中軸裝上扭力感測器，若未來要裝置扭 力感測器，則需再作其他設計。
(4)馬達的力矩設計太小，以至於在測試時並無法找到適合之動力計，也因此，有 可能因為減速機製造上的誤差，導致減速機的啟動力矩較大，在整合之後可能無 法如預期的輸出 50 Nm。
(5)因時間與經費有限，故要將該動力組實現，還需很長時間，擺線減速機的製造 需要高精度，雖然耐磨損但並未考慮成本問題，雖然馬達已經降低成本，但是減
146
速機成本遠大於馬達。
(6)減速比的重新設計，要克服機構本身的的摩擦力就需要 0.2Nm，以減速機的標 準來說已經是非常低了，但應用在本文之小型馬達卻佔了一半的輸出，故二代設 計的時候需要降低減速比，增加馬達本身的扭矩，以避免因為軸承或者機構組力 造成的摩擦與損耗。
(7)因為擺線減速機機構上的限制，故若要裝在電動自行車上，仍有其他問題尚未 考量，如倒退、防水….等。
本文所設計之擺線減速與工研院機械所共同研發，整個動力組的機構設計仍 在申請專利中，而計畫也持續進行中，未來希望此種減速機與馬達搭配方式能量 產於自行車上，並能夠發揮其優勢。
147
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157
附錄 A 漆包線規格
AWG gauge Diameter Inches
158
附錄 B SMC 規格
159
附錄 C 磁鐵規格
160
附錄 D 馬達基本資料量測
1. 馬達規格表
馬達編號 寶萊德-01 氣隙 0.4mm 匝數 26
極數 14 線徑 0.9 轉子型式 內轉
槽數 12 股數 1 磁鐵安裝 表面貼磁
2. 基本量測資料
3. SMC 定子
A B C 體積 密度
1 9.2438 9.245 8.0022 1.2428 7.437882 2 8.2668 8.2697 7.1621 1.1076 7.463705 3 7.9343 7.9354 6.866 1.0694 7.419394 4 8.6824 8.6834 7.5127 1.1707 7.416418 flange 114.8029 114.8699 99.1511 15.7188 7.303541
1
2
3
4
溫度 20.6℃ 線對線位置 各相位置
U-V V-W U-W U V W
交流電感μH - - - 404.9 381.6 419.2 交流電阻Ω - - - 357.2 354.5 355.1 直流電組 mΩ - - - 277.8 276.5 273.8
交流耐壓
500V<10mA 0.16 0.16 0.16 - - - 直流絕緣阻抗
500V>1000MΩ >1000MΩ >1000MΩ >1000MΩ - - -
161
AC Input (50/60Hz)
CV CC CV CC CV CC CV CC Voltage Phase Power
162
水平系統
秒/格範圍 TPS2012B TPS2014B TPS2024B
5 ns 至 50 s/div 5 ns 至 50 s/div 2.5 ns 至 50 s/div 時基準確度 50 ppm
水平縮放 水平擴展或壓縮顯示中或停止的波形