Automobile power system using hydrazine and compatible with various liquid fuels

Abstract

The invention provides an automobile power system using hydrazine and compatible with various liquid fuels. The system comprises a fuel storage subsystem, an oil tank self-repairing subsystem, a fuel conveying subsystem, an oil injection heating subsystem, a fuel combustion subsystem, a piston kinetic energy conversion subsystem, a mechanical-electric energy conversion subsystem, an inversion conversion subsystem, a super capacitor subsystem, a multi-pole variable motor subsystem, an in-vehicle air conditioner subsystem and a foaming tire subsystem. The control subsystem, the mechanical lubrication subsystem, the braking energy recovery subsystem, the waste gas treatment subsystem, the waste heat recovery subsystem, the safety protection subsystem and the parking subsystem are used for forming a complete oil-electricity hybrid automobile system; the efficient, safe, comfortable, environment-friendly and intelligent automobile power system is innovatively constructed, so that the requirements of various vehicle power systems are met.

Description

Technical Field

[0001] The present invention relates to the field of internal combustion engine power systems, in particular to an automobile power system which is based on hydrazine and compatible with multiple liquid fuels. Background Art

[0002] 80% hydrazine hydrate, a relatively stable product formed by mixing 80% hydrazine with 20% water, has been used in industry for many years. While using 80% hydrazine hydrate as a fuel sacrifices energy density, it significantly improves safety and facilitates production, storage, transportation, and application. 80% hydrazine hydrate has unique physical and chemical properties, such as a low freezing point (approximately -51°C) and a relatively high boiling point (approximately 113°C). The main reaction products of hydrazine combustion are nitrogen and water, and it does not produce the large amounts of harmful gases and particulate matter produced by traditional liquid fuels. This makes it extremely environmentally friendly. These characteristics ensure its safety and improved weather resistance when used as a fuel, while also meeting environmental requirements.

[0003] However, hydrazine itself is highly corrosive and moderately toxic. For example, it can rapidly corrode the sealing surfaces of metal pipes, rubber seals, and valves in traditional fuel vehicle fuel supply systems, leading to pipe leakage, seal failure, and inability to operate the fuel supply system properly. Furthermore, hydrazine's unique combustion characteristics, such as combustion rate and combustion products, differ significantly from those of traditional fuels, making it incompatible with the power system architecture of traditional fuel vehicles. In terms of fuel storage, it is necessary to prevent hydrazine from corroding the storage container. During the oil transportation of hydrazine fuel, the risk of sudden leakage due to corrosion must be avoided, and flow and pressure must be precisely controlled. In the combustion control process, the ignition system and combustion regulation mechanism must be redesigned based on the combustion characteristics of hydrazine. In terms of overall system compatibility, from the stability of power output to the coordination with other vehicle components, a comprehensive and innovative design is required to break through the technical bottlenecks of existing internal combustion engine power systems, expand the application of hydrazine as a new energy source in the transportation sector, and meet the dual challenges of environmental protection and performance improvement.

[0004] Based on this, the present invention proposes an automotive power system that uses hydrazine and is compatible with multiple liquid fuels. This system includes a fuel storage subsystem, a fuel tank self-repair subsystem, a fuel delivery subsystem, a fuel injection heating subsystem, a fuel combustion subsystem, a piston kinetic energy conversion subsystem, an electromechanical-electrical energy conversion subsystem, an inverter conversion subsystem, a supercapacitor subsystem, a multi-pole variable motor subsystem, an in-vehicle air conditioning subsystem, a foam tire subsystem, a control subsystem, a mechanical lubrication system, a brake energy recovery subsystem, an exhaust gas treatment subsystem, a waste heat recovery subsystem, a safety protection subsystem, and a parking subsystem. These subsystems form a complete hybrid vehicle system. This invention innovatively constructs an efficient, safe, comfortable, environmentally friendly, and intelligent automotive power system to meet the power system requirements of various vehicles. Summary of the Invention

[0005] The purpose of the present invention is to provide a hydrazine-based automobile power system that is compatible with a variety of liquid fuels, so as to solve the problems existing in the above-mentioned prior art.

[0006] To achieve the above object, the present invention provides the following solutions:

[0007] The present invention provides a hydrazine-based automotive power system that is compatible with multiple liquid fuels. The system uses hydrazine and its derivatives as the main fuel and is compatible with one or more liquid fuels selected from gasoline, diesel, methanol, and ethanol. The system includes a storage and delivery system compatible with multiple liquid fuels, an engine system adapted to multiple liquid fuels, a power conversion and transmission system, and a combustion system.

[0008] The power conversion and transmission system adopts a direct connection structure for directly connecting the generator to the internal combustion engine. The generator adopts a high-performance generator with small size, high power and high power density, and is adapted to the hydrazine fuel internal combustion engine to generate electricity. The generated electricity is used to drive the hub motor and charge the Faraday capacitor.

[0009] The number of spark plug electrodes in the combustion system is 5 to 12, and the electrodes are arranged with uneven spacing. The electric field strength and distribution between each electrode pair are different. Electrodes with different spacing combinations can be selected for discharge according to different working conditions to achieve different ignition effects. The material of the center electrode is platinum-iridium alloy, and the material of the side electrode is nickel-based alloy with added chromium and manganese elements. The electrical parameters are dynamically adjusted by the control circuit according to different electrode combinations and the real-time working conditions of the engine to achieve intelligent ignition control to adapt to changes in different fuels and working conditions.

[0010] As an embodiment, the multi-liquid fuel compatible storage and delivery system includes:

[0011] The main fuel tank is made of hydrazine-corrosion-resistant material and is in the shape of a rectangular parallelepiped. It is equipped with a support plate for strengthening its strength. The support plates are interconnected. The top of the main fuel tank is provided with a refueling port and a vent valve, and the bottom is provided with an oil outlet. It is connected to the auxiliary fuel tank through a delivery pipeline and then connected to the engine system. The refueling port is equipped with a refueling lock, which is locked when the main fuel tank has fuel. When the main fuel tank is empty, the refueling port is opened by a key or other unlocking method.

[0012] The auxiliary fuel tank is constructed of materials compatible with the main fuel tank, is cylindrical in shape, and has a smaller volume than the main tank. It is installed below the main tank based on the principle of liquid level difference and is connected to the main tank via an independent delivery pipeline. It is equipped with a liquid level sensor inside, and a one-way control valve is installed on the independent delivery pipeline. The auxiliary fuel tank has a capacity sufficient to consume enough fuel to continue driving for 50 kilometers after the main tank's fuel is depleted.

[0013] The intelligent adaptive delivery system includes a high-precision, multi-parameter sensor array for real-time monitoring of fuel level, pressure, temperature, hydrazine concentration, hydrazine-water ratio, hydrazine purity, other liquid fuel types, contents, impurities, fuel pH, metal ion concentration in the fuel tank, oxygen content in the fuel tank, corrosion potential in the fuel tank body, changes in surface roughness in the fuel tank, and microbial content information. It transmits data to the vehicle's central control system via a wired transmission module. It also includes an intelligent flow control valve, an impurity preprocessor, and a fuel property analyzer for precisely adjusting the opening size based on the electrical signal transmitted from the central control system, controlling the flow rate of the hydrazine-water mixed fuel, and removing impurities in the fuel through multi-stage filtration principles and electrostatic adsorption technology.

[0014] As an embodiment, the engine system adapted to multiple liquid fuels includes:

[0015] The high-precision, electronically controlled, ultra-fine atomization injection system uses hydrazine as an energy source and is compatible with a variety of liquid fuels. It utilizes the synergistic effect of high-frequency ultrasonic vibration and high-pressure gas to atomize various fuels into ultra-fine particles with a particle size of less than 10 microns. It is equipped with an injector with a special porous structure to perform multi-angle and multi-level injection. Before the fuel enters the steel drum, its mixing degree with air is controlled, and only a very small amount of air is allowed to mix in to maintain the stability of fuel delivery. After entering the steel drum, combined with the intelligent intake control system, the intake volume, intake temperature and intake pressure are precisely adjusted according to engine speed, load and environmental conditions, promoting rapid and thorough mixing of air and fuel inside the steel drum, optimizing the mixing ratio and uniformity of the two, and improving combustion efficiency and stability.

[0016] The intelligent ignition system, through a central control system, intelligently controls ignition timing based on temperature and pressure data collected by sensors, combined with information on fuel composition and mixture concentration. When the piston approaches top dead center and in-cylinder pressure reaches its peak, if combustion conditions are suitable, the system precisely grasps the ignition timing, fully utilizing the high-pressure environment to promote complete fuel combustion and unleash powerful power. Under other operating conditions, the system flexibly adjusts ignition timing based on preset algorithms and real-time data feedback to ensure stable and efficient combustion.

[0017] The adaptive combustion control system installs highly sensitive temperature and pressure sensors at key locations in the combustion chamber to monitor the combustion environment in the cylinder in real time. The piston is made of a high-strength, corrosion-resistant material with excellent thermal conductivity, and its surface is specially treated to enhance wear resistance. The cylinder head is made of a high-temperature resistant, high-strength alloy to ensure structural stability under extreme operating conditions.

[0018] As an embodiment, the number of electrodes of the multi-electrode spark plug in the combustion system is 5 to 6, the center electrode is made of a platinum-iridium alloy containing 80% platinum and 20% iridium, and the side electrodes are made of a nickel-based alloy with appropriate amounts of chromium and manganese added;

[0019] When gasoline fuel is used, the voltage is 10 to 15 kV, the current peak is 80 to 120 mA, and then stabilizes at 10 to 30 mA;

[0020] When diesel fuel is used, the voltage is 15 to 20 kV, the current peak is 100 to 150 mA, and it stabilizes at 20 to 40 mA.

[0021] As an implementation method, it further includes:

[0022] The hybrid system is a system that connects an optimized and adjusted fuel engine to a high-power power generation system. When the engine is running, the power generation system generates electricity, which is then transmitted to different power consumption units.

[0023] Rotary electric motors, installed at the vehicle wheels, receive power from the power generation system to drive the vehicle, achieving a pure electric drive mode. They also provide auxiliary power from the electric motor while the fuel engine directly drives the wheels, achieving a hybrid drive mode.

[0024] Faraday supercapacitor batteries are used for rapid storage and release of electrical energy. They provide power support when a vehicle starts or accelerates, requiring high currents, and quickly absorb energy during energy recovery. Their low self-discharge rate ensures sufficient energy for critical operations even after the vehicle has been parked for a period of time.

[0025] The on-board computer control system monitors various vehicle parameters in real time, including vehicle speed, engine speed, battery charge, and motor operating status. Based on these parameters, the control system automatically switches the vehicle's driving mode, adjusts the engine's power generation, the motor's driving power, and the supercapacitor's charging and discharging status.

[0026] As an embodiment, an AC / DC inverter is further included, which includes:

[0027] The input detection and preprocessing module detects the input electrical signal, identifies its type, voltage, current, and frequency parameters, performs preliminary filtering on the input AC power to remove clutter and harmonics, improve the quality of the input electrical signal, and performs voltage stabilization on the DC input to prevent excessive voltage fluctuations from affecting subsequent circuits.

[0028] The AC / DC conversion core module performs AC-DC conversion when the input is AC power, using rectification technology to convert AC power to DC power and adjusting the DC output voltage according to back-end requirements. When the input is DC power, it performs DC-AC conversion, using inverter technology to convert DC power to AC power and simultaneously controls the frequency and voltage of the output AC power.

[0029] The output regulation and matching module further adjusts the converted electrical signal to meet the voltage and current requirements of different loads. For AC output, it performs voltage step-up or step-down conversion and fine-tunes the frequency to adapt to the operating requirements of the motor under different working conditions. For DC output, it performs precise voltage stabilization and current limiting to ensure the safety and effectiveness of supercapacitor charging.

[0030] The control and monitoring module receives signals from the input detection module and generates control signals based on preset algorithms and control strategies to control the operation of the AC / DC conversion core module and the output regulation and matching module. It monitors the working status of the entire inverter in real time, including the voltage, current, and temperature parameters of each module. When an abnormal situation occurs, protective measures are taken in a timely manner.

[0031] The communication and interface module provides a communication interface with the vehicle's engine management system, battery management system, and motor control system to achieve data interaction. It has a reserved debugging interface for parameter setting, fault diagnosis, and software upgrades of the inverter during the R&D and production processes.

[0032] As an embodiment, it also includes a three-phase asynchronous multi-pole motor, which adopts an inner stator and outer rotor structure. The stator adopts a toothed ring structure, the inner and outer diameters of the silicon steel sheets are 275mm and 80-110mm, respectively, and the length is 80mm. The silicon steel sheets are made of high magnetic permeability. The rotor adopts an outer squirrel cage rotor structure, consisting of bars placed in the rotor core slots and end rings at both ends. The stator winding adopts a single coil structure, with coil groups with different line spacings. The spacing when two coils are combined into a coil group is adjusted according to the requirements of different magnetic pole pairs, thereby achieving a change in the number of pole pairs. Combined with the outer squirrel cage rotor, the motor can maintain a continuous and stable operation state when the number of magnetic pole pairs of 2, 4, 6, or 8 poles or 2, 4, or 8 poles changes with the frequency. The motor has a triangle and star connection switching function, and the power output is adjusted according to the road conditions and load. The motor also changes the output power of the motor by connecting the coil groups in parallel, series, or series-parallel to meet the power requirements of different road conditions.

[0033] As an embodiment, a vehicle braking system is further included, which includes:

[0034] Normal braking - generator braking mode: During daily driving, when braking to control speed, generator braking mode is enabled. The vehicle's electric motor switches to generator mode, converting the vehicle's kinetic energy into electrical energy. The motor's power generation is intelligently adjusted based on the vehicle's deceleration requirements and the real-time charging status of the vehicle's capacitors.

[0035] Emergency braking - reverse braking mode. When encountering a special emergency situation, the system starts the reverse braking program. The on-board computer adjusts the circuit parameters, including the reverse voltage amplitude, current direction and size. Through the control algorithm, the motor can smoothly and quickly transition to the reverse braking state, so that the braking torque increases linearly and steadily.

[0036] As an embodiment, a safety explosion-proof tire system is also included, which includes:

[0037] The rim is made of high-strength alloy steel and has a two-part structure that is cross-inserted and has an expansion function. The expansion method adopts a rotary expansion structure. The inner ring adopts a tapered shape with a certain taper and a tapered thread on the surface of the inner ring. It matches an inner ring and is rotated by a special tool. When the inner ring is rotated, the three steel pieces that make up the rim body and are connected to each other with a mortise and tenon structure are expanded outward, thereby expanding the rim radius and tightening the tire.

[0038] Foam tires are filled with H-foaming agent and have two filling methods. Full filling without inflation is suitable for working conditions with high stability requirements and relatively smooth driving conditions. Leaving gaps for inflation is suitable for scenes with more complex and changeable road conditions. The tire outer diameter is above 550mm, the rim diameter is 300-350mm, the section height is 200-250mm, the tire wall thickness is 13-20mm, the section width is 155-245mm, and it is reinforced with carbon fiber material.

[0039] As an embodiment, a vehicle central control system is also included, which includes:

[0040] A central control system based on big data and artificial intelligence integrates multi-source sensor data, including fuel system data, engine operation data, vehicle driving data, and environmental data. It uses deep learning algorithms to analyze and process massive amounts of data in real time, establishes an accurate vehicle powertrain model and operating status prediction model, and automatically generates and executes the optimal control strategy based on the model's prediction results and preset optimization goals.

[0041] The immersive human-computer interaction interface uses virtual reality or augmented reality technology to present key vehicle information to the driver in the form of intuitive and vivid three-dimensional images or holographic projections. The driver interacts with the system through natural interaction methods such as voice, gestures or eye tracking. The system automatically adjusts the vehicle's power output characteristics, seat comfort, and interior ambient temperature according to the driver's driving habits and physiological state to provide a personalized driving experience.

[0042] Compared with the prior art, the present invention has achieved the following beneficial technical effects:

[0043] The present invention provides a hydrazine-based automotive power system compatible with multiple liquid fuels. The system comprises a fuel storage subsystem, a fuel tank self-repair subsystem, a fuel delivery subsystem, an injection heating subsystem, a fuel combustion subsystem, a piston kinetic energy conversion subsystem, an electromechanical-electrical energy conversion subsystem, an inverter conversion subsystem, a supercapacitor subsystem, a multi-pole variable motor subsystem, an in-vehicle air conditioning subsystem, a foam tire subsystem, a control subsystem, a mechanical lubrication system, a brake energy recovery subsystem, an exhaust gas treatment subsystem, a waste heat recovery subsystem, a safety protection subsystem, and a parking subsystem. These subsystems form a complete hybrid vehicle system. The present invention innovatively constructs an efficient, safe, comfortable, environmentally friendly, and intelligent automotive power system to meet the needs of various vehicle power systems.

[0044] The present invention has the following characteristics:

[0045] 1. Innovative design

[0046] Through multi-faceted innovative design and technology integration, the present invention comprehensively overcomes many difficulties in the application of hydrazine hydrate mixed fuel in civilian fuel engines, significantly improves the performance, reliability, environmental protection and intelligence level of the system, and has outstanding innovation and broad application prospects.

[0047] 2. Solve the problems faced by existing fuel engines

[0048] This invention addresses existing challenges in civilian fuel-powered engines. The various systems work together to achieve high performance, environmental friendliness, and intelligence. The innovative hydrazine hydrate fuel storage and delivery system precisely supplies fuel, while the efficient combustion system ensures complete fuel combustion. Hydrazine combustion also produces zero carbon emissions, further contributing to environmental protection.

[0049] 3. Improve low-speed torque and energy conversion efficiency

[0050] The high-performance power conversion system of this invention improves power transmission efficiency and reduces energy loss. An intelligent integrated control system ensures coordinated operation of all systems, ensuring optimal vehicle operation under complex operating conditions. The environmentally friendly exhaust emission and energy utilization system achieves environmental protection and energy conservation, particularly by recovering waste heat for winter warmth and summer cooling, avoiding additional fuel consumption and demonstrating advanced energy utilization concepts.

[0051] 4. Simplify the mechanical transmission system

[0052] The solution of the present invention omits the traditional complex mechanical devices and adopts a direct connection design. The multi-stage speed change technology of the hub motor enables it to have a large torque even at low speed without the need for overload current, effectively avoiding the problem of the hub motor being easily burned out.

[0053] 5. Overcoming foreign patent barriers

[0054] During the technology research and development process, the invention team conducted in-depth research on the layout of relevant foreign patents and carried out ingenious technological innovation and circumvention design based on the scope of their patent protection. On the one hand, through the unique design of the hydrazine hydrate fuel storage and delivery system, a material combination and delivery control method different from foreign patents were adopted, which not only ensured the accuracy of fuel supply but also avoided the risk of infringement. On the other hand, in the power conversion and transmission system, the direct connection design and the multi-stage speed change technology of the hub motor were innovatively used. This technical route is significantly different from the existing patented technologies abroad. It not only improves the power transmission efficiency, but also has the advantages of low speed and high torque. In addition, in terms of exhaust gas treatment and energy comprehensive utilization system, the present invention uses a new type of metal organic framework material (MOFs) as the exhaust pipe material, combined with unique waste heat recovery and exhaust gas purification technology, to form a set of completely independent and innovative technology systems, successfully crossing the patent barriers of foreign countries in related fields, and laying a solid foundation for my country's independent development in the field of new energy vehicle technology.

[0055] The purpose of subsequent testing of this invention is to verify and implement the patented design concept, making the hydrazine hydrate hybrid fuel power system a mature product ready for market release. This testing will further optimize system performance, ensuring it meets expectations in terms of performance, reliability, environmental friendliness, and intelligence. This will provide strong support for future energy transformation and technological innovation in the transportation sector, demonstrating broad application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0057] Figure 1 is an equivalent circuit diagram of the present invention;

[0058] Figure 2 This is a diagram of a silicon steel sheet according to the present invention;

[0059] Figure 3 This is an assembly diagram of the silicon steel sheet and coil of the present invention;

[0060] Figure 4 Schematic diagram of the shaft sleeve of the present invention. DETAILED DESCRIPTION

[0061] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0062] The purpose of the present invention is to provide a hydrazine-based automobile power system that is compatible with multiple liquid fuels, so as to solve the problems existing in the prior art.

[0063] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0064] Example 1:

[0065] The present invention provides a hydrazine-based automobile power system compatible with various liquid fuels, such as Figures 1-4 As shown, hydrazine and its derivatives are used as the main fuel, and are compatible with one or more liquid fuels among gasoline, diesel, methanol, and ethanol; including a storage and transportation system compatible with multiple liquid fuels, an engine system adapted to multiple liquid fuels, a power conversion and transmission system, and a combustion system;

[0066] The power conversion and transmission system adopts a direct connection structure for directly connecting the generator to the internal combustion engine. The generator adopts a high-performance generator with small size, high power and high power density, and is adapted to the hydrazine fuel internal combustion engine to generate electricity. The generated electricity is used to drive the hub motor and charge the Faraday capacitor.

[0067] The number of spark plug electrodes in the combustion system is 5 to 12, and the electrodes are arranged with uneven spacing. The electric field strength and distribution between each electrode pair are different. Electrodes with different spacing combinations can be selected for discharge according to different working conditions to achieve different ignition effects. The material of the center electrode is platinum-iridium alloy, and the material of the side electrode is nickel-based alloy with added chromium and manganese elements. The electrical parameters are dynamically adjusted by the control circuit according to different electrode combinations and the real-time working conditions of the engine to achieve intelligent ignition control to adapt to changes in different fuels and working conditions.

[0068] Example 2:

[0069] As an embodiment, the multi-liquid fuel compatible storage and delivery system includes:

[0070] The main fuel tank is made of hydrazine-corrosion-resistant material and is in the shape of a rectangular parallelepiped. It is equipped with a support plate for strengthening its strength. The support plates are interconnected. The top of the main fuel tank is provided with a refueling port and a vent valve, and the bottom is provided with an oil outlet. It is connected to the auxiliary fuel tank through a delivery pipeline and then connected to the engine system. The refueling port is equipped with a refueling lock, which is locked when the main fuel tank has fuel. When the main fuel tank is empty, the refueling port is opened by a key or other unlocking method.

[0071] The auxiliary fuel tank is constructed of materials compatible with the main fuel tank, is cylindrical in shape, and has a smaller volume than the main tank. It is installed below the main tank based on the principle of liquid level difference and is connected to the main tank via an independent delivery pipeline. It is equipped with a liquid level sensor inside, and a one-way control valve is installed on the independent delivery pipeline. The auxiliary fuel tank has a capacity sufficient to consume enough fuel to continue driving for 50 kilometers after the main tank's fuel is depleted.

[0072] The intelligent adaptive delivery system includes a high-precision, multi-parameter sensor array for real-time monitoring of fuel level, pressure, temperature, hydrazine concentration, hydrazine-water ratio, hydrazine purity, other liquid fuel types, contents, impurities, fuel pH, metal ion concentration in the fuel tank, oxygen content in the fuel tank, corrosion potential in the fuel tank body, changes in surface roughness in the fuel tank, and microbial content information. It transmits data to the vehicle's central control system via a wired transmission module. It also includes an intelligent flow control valve, an impurity preprocessor, and a fuel property analyzer for precisely adjusting the opening size based on the electrical signal transmitted from the central control system, controlling the flow rate of the hydrazine-water mixed fuel, and removing impurities in the fuel through multi-stage filtration principles and electrostatic adsorption technology.

[0073] Example 3:

[0074] As an embodiment, the engine system adapted to multiple liquid fuels includes:

[0075] The high-precision, electronically controlled, ultra-fine atomization injection system uses hydrazine as an energy source and is compatible with a variety of liquid fuels. It utilizes the synergistic effect of high-frequency ultrasonic vibration and high-pressure gas to atomize various fuels into ultra-fine particles with a particle size of less than 10 microns. It is equipped with an injector with a special porous structure to perform multi-angle and multi-level injection. Before the fuel enters the steel drum, its mixing degree with air is controlled, and only a very small amount of air is allowed to mix in to maintain the stability of fuel delivery. After entering the steel drum, combined with the intelligent intake control system, the intake volume, intake temperature and intake pressure are precisely adjusted according to engine speed, load and environmental conditions, promoting rapid and thorough mixing of air and fuel inside the steel drum, optimizing the mixing ratio and uniformity of the two, and improving combustion efficiency and stability.

[0076] The intelligent ignition system, through a central control system, intelligently controls ignition timing based on temperature and pressure data collected by sensors, combined with information on fuel composition and mixture concentration. When the piston approaches top dead center and in-cylinder pressure reaches its peak, if combustion conditions are suitable, the system precisely grasps the ignition timing, fully utilizing the high-pressure environment to promote complete fuel combustion and unleash powerful power. Under other operating conditions, the system flexibly adjusts ignition timing based on preset algorithms and real-time data feedback to ensure stable and efficient combustion.

[0077] The adaptive combustion control system installs highly sensitive temperature and pressure sensors at key locations in the combustion chamber to monitor the combustion environment in the cylinder in real time. The piston is made of a high-strength, corrosion-resistant material with excellent thermal conductivity, and its surface is specially treated to enhance wear resistance. The cylinder head is made of a high-temperature resistant, high-strength alloy to ensure structural stability under extreme operating conditions.

[0078] Example 4:

[0079] As an embodiment, the number of electrodes of the multi-electrode spark plug in the combustion system is 5 to 6, the center electrode is made of a platinum-iridium alloy containing 80% platinum and 20% iridium, and the side electrodes are made of a nickel-based alloy with appropriate amounts of chromium and manganese added;

[0080] When gasoline fuel is used, the voltage is 10 to 15 kV, the current peak is 80 to 120 mA, and then stabilizes at 10 to 30 mA;

[0081] When diesel fuel is used, the voltage is 15 to 20 kV, the current peak is 100 to 150 mA, and it stabilizes at 20 to 40 mA.

[0082] Example 5:

[0083] As an implementation method, it further includes:

[0084] The hybrid system is a system that connects an optimized and adjusted fuel engine to a high-power power generation system. When the engine is running, the power generation system generates electricity, which is then transmitted to different power consumption units.

[0085] Rotary electric motors, installed at the vehicle wheels, receive power from the power generation system to drive the vehicle, achieving a pure electric drive mode. They also provide auxiliary power from the electric motor while the fuel engine directly drives the wheels, achieving a hybrid drive mode.

[0086] Faraday supercapacitor batteries are used for rapid storage and release of electrical energy. They provide power support when a vehicle starts or accelerates, requiring high currents, and quickly absorb energy during energy recovery. Their low self-discharge rate ensures sufficient energy for critical operations even after the vehicle has been parked for a period of time.

[0087] The on-board computer control system monitors various vehicle parameters in real time, including vehicle speed, engine speed, battery charge, and motor operating status. Based on these parameters, the control system automatically switches the vehicle's driving mode, adjusts the engine's power generation, the motor's driving power, and the supercapacitor's charging and discharging status.

[0088] Example 6:

[0089] As an embodiment, an AC / DC inverter is further included, which includes:

[0090] The input detection and preprocessing module detects the input electrical signal, identifies its type, voltage, current, and frequency parameters, performs preliminary filtering on the input AC power to remove clutter and harmonics, improve the quality of the input electrical signal, and performs voltage stabilization on the DC input to prevent excessive voltage fluctuations from affecting subsequent circuits.

[0091] The AC / DC conversion core module performs AC-DC conversion when the input is AC power, using rectification technology to convert AC power to DC power and adjusting the DC output voltage according to back-end requirements. When the input is DC power, it performs DC-AC conversion, using inverter technology to convert DC power to AC power and simultaneously controls the frequency and voltage of the output AC power.

[0092] The output regulation and matching module further adjusts the converted electrical signal to meet the voltage and current requirements of different loads. For AC output, it performs voltage step-up or step-down conversion and fine-tunes the frequency to adapt to the operating requirements of the motor under different working conditions. For DC output, it performs precise voltage stabilization and current limiting to ensure the safety and effectiveness of supercapacitor charging.

[0093] The control and monitoring module receives signals from the input detection module and generates control signals based on preset algorithms and control strategies to control the operation of the AC / DC conversion core module and the output regulation and matching module. It monitors the working status of the entire inverter in real time, including the voltage, current, and temperature parameters of each module. When an abnormal situation occurs, protective measures are taken in a timely manner.

[0094] The communication and interface module provides a communication interface with the vehicle's engine management system, battery management system, and motor control system to achieve data interaction. It has a reserved debugging interface for parameter setting, fault diagnosis, and software upgrades of the inverter during the R&D and production processes.

[0095] Example 7:

[0096] As an embodiment, it also includes a three-phase asynchronous multi-pole motor, which adopts an inner stator and outer rotor structure. The stator adopts a toothed ring structure, the inner and outer diameters of the silicon steel sheets are 275mm and 80-110mm, respectively, and the length is 80mm. The silicon steel sheets are made of high magnetic permeability. The rotor adopts an outer squirrel cage rotor structure, consisting of bars placed in the rotor core slots and end rings at both ends. The stator winding adopts a single coil structure, with coil groups with different line spacings. The spacing when two coils are combined into a coil group is adjusted according to the requirements of different magnetic pole pairs, thereby achieving a change in the number of pole pairs. Combined with the outer squirrel cage rotor, the motor can maintain a continuous and stable operation state when the number of magnetic pole pairs of 2, 4, 6, or 8 poles or 2, 4, or 8 poles changes with the frequency. The motor has a triangle and star connection switching function, and the power output is adjusted according to the road conditions and load. The motor also changes the output power of the motor by connecting the coil groups in parallel, series, or series-parallel to meet the power requirements of different road conditions.

[0097] Example 8:

[0098] As an embodiment, a vehicle braking system is further included, which includes:

[0099] Normal braking - generator braking mode: During daily driving, when braking to control speed, generator braking mode is enabled. The vehicle's electric motor switches to generator mode, converting the vehicle's kinetic energy into electrical energy. The motor's power generation is intelligently adjusted based on the vehicle's deceleration requirements and the real-time charging status of the vehicle's capacitors.

[0100] Emergency braking - reverse braking mode. When encountering a special emergency situation, the system starts the reverse braking program. The on-board computer adjusts the circuit parameters, including the reverse voltage amplitude, current direction and size. Through the control algorithm, the motor can smoothly and quickly transition to the reverse braking state, so that the braking torque increases linearly and steadily.

[0101] Example 9:

[0102] As an embodiment, a safety explosion-proof tire system is also included, which includes:

[0103] The rim is made of high-strength alloy steel and has a two-part structure that is cross-inserted and has an expansion function. The expansion method adopts a rotary expansion structure. The inner ring adopts a tapered shape with a certain taper and a tapered thread on the surface of the inner ring. It matches an inner ring and is rotated by a special tool. When the inner ring is rotated, the three steel pieces that make up the rim body and are connected to each other with a mortise and tenon structure are expanded outward, thereby expanding the rim radius and tightening the tire.

[0104] Foam tires are filled with H-foaming agent and have two filling methods. Full filling without inflation is suitable for working conditions with high stability requirements and relatively smooth driving conditions. Leaving gaps for inflation is suitable for scenes with more complex and changeable road conditions. The tire outer diameter is above 550mm, the rim diameter is 300-350mm, the section height is 200-250mm, the tire wall thickness is 13-20mm, the section width is 155-245mm, and it is reinforced with carbon fiber material.

[0105] Example 10:

[0106] As an embodiment, a vehicle central control system is also included, which includes:

[0107] A central control system based on big data and artificial intelligence integrates multi-source sensor data, including fuel system data, engine operation data, vehicle driving data, and environmental data. It uses deep learning algorithms to analyze and process massive amounts of data in real time, establishes an accurate vehicle powertrain model and operating status prediction model, and automatically generates and executes the optimal control strategy based on the model's prediction results and preset optimization goals.

[0108] The immersive human-computer interaction interface uses virtual reality or augmented reality technology to present key vehicle information to the driver in the form of intuitive and vivid three-dimensional images or holographic projections. The driver interacts with the system through natural interaction methods such as voice, gestures or eye tracking. The system automatically adjusts the vehicle's power output characteristics, seat comfort, and interior ambient temperature according to the driver's driving habits and physiological state to provide a personalized driving experience.

[0109] Hydrazine and various liquid fuel storage and transportation systems

[0110] 1) Hydrazine and various liquid fuel storage tanks

[0111] The hydrazine and various liquid fuel storage tanks utilize a multi-layer composite structure. The inner layer utilizes an innovative material that is resistant to hydrazine corrosion and features adaptive sealing that can be triggered by both hydrazine and various liquid fuels. This material's self-healing properties ensure that even if the tank experiences corrosion or minor damage during contact with hydrazine and various liquid fuels, it maintains structural integrity and stable performance through its self-healing capabilities. This significantly extends the tank's useful life and effectively ensures the reliability of the entire storage system under complex operating conditions. The middle layer comprises an intelligent thermal insulation and buffering material, while the outer layer is constructed from a high-strength, lightweight carbon fiber-reinforced composite material. The tank incorporates a high-precision, multi-parameter sensor array that monitors fuel level, pressure, temperature, hydrazine concentration, hydrazine-water ratio, hydrazine purity, other liquid fuel types, content, impurities, fuel pH, metal ion concentration within the tank, oxygen content, corrosion potential within the tank, changes in surface roughness within the tank, and microbial content in real time. This data is transmitted to the vehicle's central control system via a wired transmission module.

[0112] The vehicle is equipped with an intelligent safety protection system, featuring automatic leak detection and emergency plugging, as well as automatic fire warning and extinguishing. Regarding pressure monitoring, when pressure exceeds the normal threshold, the system issues a warning alarm, prompting personnel to evacuate the vehicle or take appropriate measures. If pressure continues to rise to a critical threshold, the pressure relief device automatically activates to prevent an explosion. The alarm sounds are distinct in each case, allowing personnel to quickly assess the level of dangerous pressure and respond accurately. The vehicle also features a fuel tank access control system. The fuel cap remains locked and cannot be opened until the main tank is depleted, prohibiting refueling. The refueling port is only allowed to open after the main tank is depleted and the auxiliary tank is switched, and the relevant valves are closed. This ensures the safety and compliance of the refueling process, preventing the risk and potential malfunctions of adding different fuels when the main tank is already full, and ensuring the safety of the storage process. Furthermore, if counterfeit or substandard fuel is added, the sensor array quickly detects differences in fuel properties from standard fuel, triggering an automatic alarm and prohibiting refueling, effectively safeguarding fuel quality and operational safety.

[0113] 1) Adaptive sealing innovative materials

[0114] Researchers are developing an intelligent polymer sealing material based on polyetheretherketone (PEEK) as a base polymer, doped with specialized nanoparticles (such as nanosilica and nanoboron nitride) and functionalized graphene sheets. Nanosilica and nanoboron nitride enhance the material's resistance to highly corrosive fuels like hydrazine, while the graphene sheets provide superior mechanical strength and barrier properties, preventing the penetration and swelling of organic solvents such as hydrazine, gasoline, methanol, and ethanol. This material maintains stable sealing properties under normal conditions. However, upon contact with leaks from different fuels, it leverages the subtle interactions between fuel molecules and specific functional groups within the material to trigger adaptive adjustments in the material's internal microstructure, automatically filling leak channels and achieving self-repair.

[0115] 2)) Microfluidic self-repair module design

[0116] A microfluidic self-healing module is designed and integrated into key connections and leak-prone areas of the powertrain. The module comprises a network of interconnected microfluidic channels pre-filled with a repair agent tailored for various fuels, such as hydrazine and methanol, including innovative adaptive sealing materials. When a leak occurs, the pressure ruptures the microchannels, allowing the repair agent to flow out and rapidly solidify in the fuel environment, sealing the leak. Furthermore, the microfluidic network utilizes a hierarchical design to optimize the storage and release strategies of the repair agent based on the leak risk and fuel distribution probability in different areas, ensuring an efficient response in any fuel leak scenario.

[0117] 3) Multimodal leakage monitoring and feedback system

[0118] A multimodal leak monitoring and feedback system was constructed, integrating electrochemical sensing, acoustic sensing, and infrared imaging technologies. Electrochemical sensors accurately identify hydrazine leaks by detecting local potential and current changes caused by fuel leaks. Acoustic sensors utilize the specific frequency sound wave characteristics generated by leaks to monitor the leaking sound of fuels such as methanol in real time. Infrared imaging technology performs non-contact scanning of the entire powertrain, visually displaying areas of temperature anomalies and assisting in locating the leak source. Once a leak is detected, the system immediately sends a trigger signal to the self-repair module and feedback to the vehicle control system, initiating emergency protection procedures such as adjusting fuel supply and reducing power output to ensure safe and stable system operation.

[0119] 2) Fuel tank layout and structure

[0120] 1) Main fuel tank

[0121] The main fuel tank of the storage system is made of hydrazine-resistant corrosion-resistant material and is rectangular in shape. It features internally reinforced support plates that are interconnected. The main tank's capacity is carefully planned based on the vehicle's range and fuel consumption. It features a refueling port and a vent valve at the top, while the outlet at the bottom is connected to the auxiliary tank via a pipeline and then to the engine system. The main tank is equipped with a refueling lock. When the tank is full, the lock remains locked and cannot be opened manually. This prevents dangerous situations, such as fuel leaks, from being accidentally opened while the tank is full. Only when the main tank is depleted of fuel can the lock be opened with a key or other prescribed unlocking method to facilitate refueling. During maintenance, maintenance personnel can access the main mailbox and perform related operations using a computer and a manufacturer-authorized password.

[0122] 2)) Auxiliary fuel tank

[0123] The storage system has two independent auxiliary tanks.

[0124] The auxiliary fuel tank, constructed from materials compatible with the main tank, is cylindrical and compact, mounted below the main tank using the principle of liquid level differential. It is equipped with an internal level sensor, and a one-way control valve is installed on the independent delivery line connecting it to the main tank, which can be opened and closed on demand. During normal driving, the auxiliary tank's control valve remains open, and it and the main tank jointly supply fuel to the engine to ensure vehicle operation. Its capacity is designed to allow the vehicle to continue driving for approximately 50 kilometers on its own fuel after the main tank is depleted.

[0125] 3) Intelligent adaptive conveying system

[0126] 1) Working mechanism of conveying system

[0127] During normal vehicle operation, the main fuel tank supplies fuel to the engine through the connected auxiliary fuel tank. When the fuel level in the main tank gradually decreases and approaches depletion, the system, based on data from the main tank's fuel level sensor, immediately triggers an alarm, alerting the driver that the main tank is almost empty and that refueling is necessary. However, the engine continues to receive fuel from the auxiliary fuel tank, allowing the vehicle to continue driving. Simultaneously, the valve connecting the main tank to the auxiliary fuel tank automatically closes, blocking the connection between the main and auxiliary tanks. However, the fuel supply path between the auxiliary tank and the engine remains unobstructed.

[0128] After that, the vehicle continues to run on the fuel in the auxiliary tank, and the driver needs to find a gas station to refuel before the auxiliary tank runs out of fuel. When the vehicle arrives at the gas station for refueling, if the added fuel is tested and the characteristics of the fuel in the auxiliary tank are consistent (for example, the characteristics of the fuel in the auxiliary tank currently supplying fuel), the control valve from the main tank to the auxiliary tank will open, and the added fuel can flow through the main tank into the auxiliary tank, allowing the main tank to continuously supply fuel to the engine through the auxiliary tank.

[0129] After refueling is completed, the fuel tank cap is closed and locked again.

[0130] After the auxiliary tank is completely depleted, a small amount of fuel may remain. When refueling is completed and the added fuel matches the characteristics of the remaining fuel in the auxiliary tank, the control valve between the auxiliary tank and the main tank will open again, reconnecting the two. The newly added fuel can fill the auxiliary tank again, thus maintaining the connection between the two and continuing to supply fuel to the engine.

[0131] A completely new fuel delivery network is being constructed, with pipelines constructed from intelligent materials that are resistant to hydrazine-water corrosion and possess shape memory properties. Under varying temperature and pressure conditions, the pipelines automatically adjust their shape to optimize fuel delivery efficiency. The delivery pump utilizes a contactless electromagnetic drive pump combined with a turbine pump, automatically switching operating modes based on engine requirements and fuel characteristics (especially changes in the hydrazine-water ratio), precisely controlling fuel flow and pressure. Intelligent flow control valves, impurity pre-processors, and fuel property analyzers are also integrated into the delivery line.

[0132] 2)) Intelligent flow control valve

[0133] Its core component, a high-precision electromagnetically driven valve core, precisely adjusts its opening based on electrical signals from the central control system, enabling precise control of the flow rate of the hydrazine-water fuel mixture. The valve core's movement precision reaches micrometers, and its response speed is extremely fast, completing opening adjustments within milliseconds of receiving the signal, effectively meeting the engine's rapidly changing fuel supply requirements under varying operating conditions.

[0134] 3)), Impurity preprocessor

[0135] Utilizing a multi-stage filtration principle, the system first removes larger impurities from the fuel, such as metal debris and dust, through a coarse filter layer. Then, electrostatic adsorption technology utilizes a high-voltage electrostatic field to attract tiny charged impurity particles to electrode plates, further purifying the fuel. The electrostatic adsorption module utilizes a special dielectric material to create an electrode plate that generates a stable, high-intensity electrostatic field. This effectively adsorbs impurity particles at the micron and even nanometer levels, effectively preventing these impurities from entering the engine and ensuring proper operation and longevity.

[0136] 4)) Fuel property analyzer

[0137] The system utilizes a miniaturized hybrid technology of spectral analysis and electrochemical detection. The spectral analysis component utilizes a miniature spectrometer built using MEMS (micro-electromechanical systems) technology, integrating a high-resolution diffraction grating and a sensitive photodetector. Through a specialized optical design, the different components in the hydrazine-water mixture absorb or scatter specific wavelengths of light. The photodetector detects changes in light intensity, which are then converted into digital signals by a signal processing circuit. This signal then determines the ratio of hydrazine to water and the content of other trace components in the fuel. The electrochemical detection component utilizes a microelectrode array, whose surfaces are modified with chemicals that specifically respond to hydrazine or water. When the fuel contacts the microelectrodes, an electrochemical reaction is triggered, generating a weak current signal. By measuring and analyzing this current signal, important combustion performance parameters such as the fuel's electrochemical activity and pH can be determined. This hybrid detection technology not only accurately monitors the fuel's chemical composition but also comprehensively assesses its combustion performance, providing rich data support for the central control system, enabling real-time adjustments to engine operating parameters to achieve optimal combustion efficiency and power output.

[0138] 5)) Fuel tank control system

[0139] High-precision liquid level sensor: Installed in the main fuel tank and two auxiliary fuel tanks, it uses the capacitive liquid level measurement principle to accurately measure the fuel level height and transmits the data to the intelligent fuel delivery control system. It has the characteristics of high precision, high reliability and strong anti-interference ability.

[0140] Self-locking system of the fuel tank filling port and discharge port: when the main fuel tank has fuel, the fuel cap is automatically locked, the auxiliary fuel tank compatible with the fuel is opened, and the auxiliary fuel tank incompatible with the fuel is disconnected; when the main fuel tank is empty, the filling port is automatically unlocked and manual refueling is allowed, with no restrictions on the type of refueling. At this time, the passage between the main fuel tank and the auxiliary fuel tank is automatically closed, and the fuel is supplied by the auxiliary fuel tank. After the fuel tank is full, the fuel tank cap is automatically locked and automatically connected to the auxiliary fuel tank of the same fuel to open, forming a normal automatic fuel supply link.

[0141] 6)) Fuel composition detection device

[0142] Located near the oil outlet of the main fuel tank and at key nodes of the delivery pipeline, it uses technical means such as spectral analysis and electrochemical detection to conduct real-time analysis of the fuel composition, including the ratio of hydrazine to water, the purity of gasoline and diesel, and whether it contains impurities, and feeds back the test results to the intelligent fuel delivery control system.

[0143] 4) Intelligent fuel delivery control system

[0144] This system is the key control unit for the entire storage and delivery system. It receives data from level sensors and fuel composition monitoring devices, and precisely controls the opening of each tank's delivery valves, the operating mode of the delivery pumps, and the fuel flow and pressure, based on engine requirements and the characteristics of different fuels. For example, when the auxiliary tank is supplying hydrazine fuel, the system automatically opens the valve in the hydrazine fuel delivery pipeline to the engine and controls the delivery pump to deliver hydrazine fuel at the appropriate pressure and flow rate. If the hydrazine fuel level in one auxiliary tank is low, the system automatically switches to another auxiliary tank for supply. When both auxiliary tanks are extremely low, the system issues an alarm prompting a shutdown. A patent for the control system will be filed later.

[0145] About Energy Density Analysis and Principle Calculation

[0146] 1) Calculation of hydrazine fuel energy density

[0147] 1)) Hydrazine fuel energy

[0148] The molar mass of hydrazine (N2H4) is approximately 32 g / mol. Under standard conditions, the heat released when 1 mol of hydrazine completely burns to form nitrogen and water is approximately 622 kJ / mol. Calculation yields a mass energy density of hydrazine of approximately 19.44 kJ / g.

[0149] 2)) Compared with lithium-ion batteries commonly used in electric vehicles

[0150] The energy density of lithium-ion batteries is generally between 100 and 260 Wh / kg (approximately 0.36 to 0.94 kJ / g), and the energy density of hydrazine fuel is significantly higher than that of lithium-ion batteries.

[0151] 3)) For hydrogen fuel cells

[0152] While hydrogen has a high mass energy density (approximately 142 kJ / g), its actual volumetric energy density is significantly reduced due to storage and transportation conditions. In gaseous hydrogen storage, even at high pressures (e.g., 70 MPa), the volumetric energy density of hydrogen remains significantly lower than that of hydrazine fuel. For example, at the same volume, hydrazine fuel carries several times the energy of high-pressure gaseous hydrogen.

[0153] 4)) Compared with traditional diesel

[0154] The mass energy density of diesel is about 42 to 46 MJ / kg (about 42 to 46 kJ / g). Although the energy density of hydrazine fuel is lower than that of diesel, the environmental advantages of hydrazine fuel after combustion are significant, and the system of the present invention can be compatible with diesel under certain circumstances.

[0155] 2) Energy conversion principle of multi-fuel system

[0156] 1)) Hydrazine fuel

[0157] According to the stoichiometric ratio of hydrazine, the fuel supply system is precisely controlled to inject an appropriate amount of hydrazine and air mixture into the engine. The ignition system provides sufficient ignition energy at the right time to ensure that the hydrazine fuel is fully burned in the combustion chamber, and the chemical energy is converted into mechanical energy to drive the vehicle.

[0158] 2)) Other liquid fuels

[0159] For example, when using gasoline and diesel, the fuel supply system adjusts the injection parameters according to the combustion characteristics of different fuels. For example, gasoline requires finer atomization and different air-fuel ratio control, while diesel requires appropriate injection pressure and injection timing to ensure efficient combustion of the fuel in the engine and achieve energy conversion.

[0160] 3) Energy utilization

[0161] The energy utilization and regulation system recovers part of the exhaust gas heat through the exhaust gas heat utilization device. Based on the heat exchange and energy conversion technology in the ammonia compression refrigeration principle, the heat is converted into the cooling or heating energy required by the vehicle's air-conditioning system, thereby improving the energy utilization rate of the entire system.

[0162] About efficient and precise combustion system

[0163] 1) Ultrafine atomization spraying and mixing technology

[0164] A high-precision, electronically controlled, ultrafine atomization injection system has been developed, specifically designed for its hydrazine-based energy source and compatibility with a variety of liquid fuels. Utilizing the synergistic effect of high-frequency ultrasonic vibrations and high-pressure gas, it atomizes various fuels into ultrafine particles with a size of less than 10 microns. The injector utilizes a special porous structure, enabling multi-angle and multi-level injection. Before the fuel enters the drum, the mixing level of each fuel with air is strictly controlled, allowing only minimal air intrusion to maintain fuel delivery stability and prevent the formation of explosive mixtures. Once the atomized fuel enters the drum, an intelligent intake control system precisely regulates the intake volume, temperature, and pressure based on engine speed, load, and environmental conditions. This ensures rapid and thorough mixing of air and fuel within the drum, optimizing the mixing ratio and uniformity, and ultimately forming an ideal combustible mixture. This significantly improves combustion efficiency and stability, ensuring safe and efficient combustion within the drum.

[0165] 2) Intelligent ignition system

[0166] Leveraging an advanced central control system, intelligent ignition timing is controlled based on temperature and pressure data collected by sensors, combined with information such as fuel composition (particularly the hydrazine-water ratio) and mixture concentration. When the piston nears its apex and in-cylinder pressure reaches its peak, if combustion conditions are favorable, the system precisely timed ignition, fully utilizing the high-pressure environment to promote complete fuel combustion and unleash powerful power. Under other operating conditions, such as when the piston retreats to a specific position and in-cylinder pressure decreases, the system flexibly adjusts ignition timing based on pre-set algorithms and real-time data feedback to ensure stable and efficient combustion.

[0167] 3) Adaptive combustion control system

[0168] Focus is placed on precisely controlling key elements of the combustion process. Highly sensitive temperature and pressure sensors are precisely installed in key locations in the combustion chamber, such as the piston and cylinder head, to provide real-time and accurate monitoring of the combustion environment within the cylinder. The piston is constructed from a material that offers high strength, corrosion resistance, and excellent thermal conductivity, and its surface undergoes special treatment to enhance wear resistance and effectively withstand the high temperatures and high pressures generated by combustion. The cylinder head is constructed from a high-temperature-resistant and high-strength alloy to ensure structural stability under extreme operating conditions.

[0169] 4) Switching logic of multi-electrode spark plugs

[0170] For different fuels, set different specific switching logic:

[0171] 1) 80% hydrazine fuel

[0172] 80% hydrazine fuel has active combustion characteristics. Under low-load conditions, a 1mm electrode spacing is selected. The smaller electrode area at this spacing produces high energy density, ensuring reliable ignition and rapid fuel combustion. The small ignition area and short discharge distance, controlled at 12-15 kilovolts and 30-50 milliamperes, improve combustion efficiency and reduce fuel consumption. Under high-load conditions, switching to a 3mm electrode spacing and appropriately increasing the ignition area and discharge distance, with voltage adjusted to 15-18 kilovolts and current adjusted to 50-80 milliamperes, meets power requirements.

[0173] 2) Gasoline fuel

[0174] During startup, a 5mm electrode spacing is used. The larger electrode area and longer spacing facilitate stable spark generation at low temperatures, with a voltage of approximately 15 to 21 kilovolts and a current of 20 to 30 milliamperes. During normal driving at low speeds, the electrode spacing is switched to 1mm, leveraging high energy density to optimize combustion economy. At high speeds and high loads, a 3mm electrode spacing is used to ensure both power output and combustion stability. In cold regions, where ambient temperatures are low and gasoline atomization is poor, a 9mm electrode spacing is used. To ensure successful ignition, the ignition voltage must be increased to 27 to 30 kilovolts. This greater discharge energy produces a stronger spark, overcoming the adverse effects of low temperatures on gasoline ignition and achieving reliable ignition.

[0175] 3) Alcohol fuel

[0176] Alcohol fuels (methanol or ethanol) burn relatively quickly. Under low-load conditions, a 3mm electrode gap is used, with a voltage maintained at 13-15 kV and a current of 35-55 mA. This utilizes a relatively small discharge energy to achieve efficient ignition and minimize energy loss. Under high-load conditions, the electrode gap is switched to 5mm, the voltage is increased to 16-19 kV, and the current is adjusted to 55-85 mA to ensure sufficient combustion and power.

[0177] 4) Diesel fuel (diesel engine)

[0178] Diesel fuel has a high auto-ignition point and primarily uses compression ignition. At startup, if the diesel engine has auxiliary ignition, a 7mm electrode gap, combined with a high voltage of 18-22 kV and a current of 40-60 mA, is used. During stable low-load operation, the electrode gap is switched to 3mm, with a voltage of 15-18 kV and a current of 30-50 mA to optimize combustion. Under high-load conditions, the electrode gap is adjusted to 5mm, with a voltage of 19-22 kV and a current of 50-70 mA to ensure power output and stable combustion.

[0179] 5) Diesel oil is used in gasoline engines

[0180] In traditional cognition, diesel cannot be used in gasoline engines, but this design successfully realizes the application of diesel in gasoline engines through a series of technical means.

[0181] The present invention uses a sophisticated electronic control system and highly sensitive pressure and temperature sensors to precisely regulate the injection temperature, injection pressure, injection time, injection angle, and spark plug ignition parameters when diesel is injected into the combustion chamber of a gasoline engine, based on the diesel's own characteristics.

[0182] Diesel is primarily divided into light diesel and heavy diesel. Their differing boiling points make it difficult to effectively vaporize into a combustible mixture in gasoline engines at room temperature, a major obstacle to diesel's use in gasoline engines. Light diesel boils between 180°C and 370°C, while heavy diesel boils between 350°C and 410°C. Common light diesel grades include -50, -40, -35, -20, -10, 0, and 5, while heavy diesel grades primarily include 10, 20, and 30.

[0183] This design incorporates a preheating device on the external oil pipe for different types of diesel. For light diesel fuels ranging from -50 to 5, the preheating device maintains a temperature of no less than 180°C to ensure effective vaporization. For heavy diesel fuels ranging from 10, 20, and 30, the external heating temperature is no less than 350°C. This ensures that each diesel fuel reaches optimal vaporization conditions before entering the combustion chamber, paving the way for subsequent combustion.

[0184] Spark plug ignition is crucial for diesel combustion in gasoline engines. Upon engine start, the system adjusts the spark plug to an electrode gap range of 3-5 mm, outputting a high ignition voltage of 15-18 kilovolts to stimulate ignition of the vaporized diesel mixture, overcoming the adverse effects of mixture concentration and temperature during startup. As combustion progresses, the control system intelligently switches the spark plug to an electrode gap range of 1-3 mm and the corresponding discharge voltage based on changes in in-cylinder pressure and temperature, maintaining stable and efficient combustion.

[0185] In addition, specialized combustion chamber materials (such as new ceramic-based composites) with high temperature resistance and wear resistance, as well as thermal insulation coatings, are used. The low thermal conductivity of these new ceramic-based composites effectively reduces heat loss to the cylinder block. Their high melting point and high strength allow them to withstand the temperatures exceeding 2000°C and pressure shocks of tens of megapascals generated by diesel combustion. Combined with the high-efficiency thermal insulation coating, these materials further reduce heat transfer, ensuring a smooth combustion process.

[0186] 6) Environmental adaptability

[0187] Our vehicles are designed with a multi-fuel adaptability system. Taking into account varying ambient temperatures, the vehicle intelligently selects the appropriate fuel type to meet extreme cold and heat conditions. For example, in more moderate environments, a hydrazine-based fuel system can be used. 80% hydrazine hydrate has a freezing point of approximately 51°C, allowing for adequate handling in cold conditions. In extremely cold regions, such as those experiencing temperatures approaching -90°C in some parts of the world, the vehicle can switch to ethanol fuel. Alcohol's freezing point as low as -90°C ensures normal operation. In extremely hot climates, ethanol, gasoline, and hydrazine have lower boiling points than diesel, potentially posing safety risks due to high temperatures. In these situations, diesel becomes a more suitable choice, as its relatively stable chemical properties make it safer and more reliable in high-temperature environments. Furthermore, all other vehicle components are engineered with specialized cold- and heat-resistant designs, from materials to structure, to ensure stability and efficiency in extreme temperatures, greatly enhancing the vehicle's adaptability and versatility in various climates.

[0188] About Multi-Electrode Spark Plugs

[0189] 1) Introduction

[0190] As automotive engine technology continues to evolve toward higher efficiency, lower emissions, and multi-fuel compatibility, optimizing and improving the performance of spark plugs, core components of the engine ignition system, is crucial. This innovative multi-electrode spark plug design focuses on overcoming the technical limitations of traditional spark plugs. Through innovative design considerations such as electrode quantity, arrangement and combination, spacing, material selection, and electrical parameter control, it aims to comprehensively enhance spark plug ignition performance, precisely adapting to the needs of different operating conditions and fuel types while cleverly circumventing the barriers of existing patented technologies.

[0191] 2) Introduction to existing spark plug technology

[0192] 1)) Single-electrode spark plug

[0193] Single-electrode spark plugs are simple in construction, consisting of a single center electrode. Their operating principle is that, under the action of high voltage, an electric field is formed between the center electrode and the mixture in the engine cylinder, causing the mixture to ionize and generate an electric spark, which ignites the mixture to drive the engine. However, this simple structure means that their ignition energy output is relatively simple, making it difficult to cope with complex and changing operating conditions. In operating conditions such as high speed and high load, or when using special fuels, single-electrode spark plugs often cannot provide sufficient and diverse ignition energy and patterns, which can easily lead to problems such as poor ignition and incomplete combustion, thereby affecting the overall performance of the engine.

[0194] 2)) Dual-electrode spark plug

[0195] A dual-electrode spark plug incorporates a side electrode in its single-electrode counterpart. Its operation relies on a voltage difference between the center and side electrodes to generate a spark discharge, igniting the mixture. Compared to a single-electrode spark plug, the dual-electrode structure increases ignition reliability due to the additional discharge path. However, due to the limited number of electrodes, the electrode combination pattern is relatively fixed and limited, resulting in limited ignition pattern variation. Faced with the increasingly complex operating conditions of modern engines and the urgent need for improved ignition performance, the dual-electrode spark plug's adaptability is insufficient, making it difficult to meet the higher ignition standards.

[0196] 3)) Three-electrode spark plug

[0197] A three-electrode spark plug consists of a center electrode and two side electrodes. During ignition, the center electrode can create different voltage difference combinations with the two side electrodes, resulting in a variety of ignition possibilities. This design offers an improvement over two-electrode spark plugs in terms of the variety of ignition modes, better adapting to ignition requirements under varying operating conditions. However, compared to designs with more electrodes, the flexibility and diversity of its electrode combinations still leaves much room for improvement, and its performance remains insufficient for extreme operating conditions or scenarios with extremely high ignition performance requirements.

[0198] 4)), Four-electrode spark plug

[0199] A four-electrode spark plug consists of a center electrode and three side electrodes. It achieves spark discharge through a combination of various voltage differences between the center electrode and each side electrode, demonstrating advantages in ignition stability, anti-interference capabilities, and adaptability to complex operating conditions. However, due to the relatively fixed number and combination of electrodes, while offering more combination options than a three-electrode spark plug, it faces bottlenecks in the innovative expansion of ignition modes, making it difficult to meet future engine technology demands for continued improvement in spark plug ignition performance and to address the challenges of new fuels and operating conditions.

[0200] 3) Innovative design of multi-electrode spark plug

[0201] 1)) Number and arrangement of electrodes

[0202] The number of electrodes in this innovative multi-electrode spark plug is set within a flexible range of 5 to 12. This range is set after careful consideration of various factors, aiming to achieve the best balance between ignition performance and cost control. Taking 5 electrodes (labeled A, B, C, D, and E) as an example, we will deeply analyze its electrode combination pattern:

[0203] For the case where two combinations form positive and negative electrodes, according to the combination number formula,

[0204]

[0205] A combination of methods.

[0206] When one electrode is used as the positive electrode and the rest of the electrodes are used as the negative electrodes, the number of combinations of selecting one electrode as the positive electrode from the five electrodes is

[0207]

[0208] Since there is only one arrangement of the other four electrodes as negative electrodes in this case, there are a total of five such combinations.

[0209] When there are two electrodes as positive electrodes and the rest as negative electrodes, the number of combinations of selecting two electrodes as positive electrodes from the five electrodes is

[0210]

[0211] For each selection, there is one arrangement of the other three electrodes as the negative electrode, so there are a total of 10 combinations in this case.

[0212] When there are three electrodes as positive electrodes and the rest as negative electrodes, the number of combinations of selecting three electrodes as positive electrodes from the five electrodes is

[0213]

[0214] For each selection, there is one arrangement of the other two electrodes as the negative electrode, so there are a total of 10 such combinations.

[0215] When there are four electrodes as positive electrodes and the rest as negative electrodes, the number of combinations of selecting four electrodes as positive electrodes from the five electrodes is

[0216]

[0217] For each selection method, there is a way to arrange the remaining electrode as the negative electrode, so there are 5 such combinations.

[0218] Combining all the above situations, without considering the repetition of positive and negative pole exchange, the total number of permutations and combinations of the five electrodes is

[0219]

[0220] Since the ignition effect after the positive and negative electrodes are swapped is equivalent in most cases, in order to avoid repeated counting, the actual number of different combinations (i.e., different ignition schemes) should be 30 / 2=15.

[0221] Similarly, for the six-electrode configuration, a detailed calculation of all permutations and combinations (excluding repetitions of positive and negative electrode swapping) yielded 437 possible configurations, resulting in 218 actual ignition schemes after eliminating repetitions. For the seven-electrode configuration, the corresponding figures were 1,529 and 764, respectively. As the number of electrodes gradually increases between 5 and 12, the number of ignition schemes available for computer control increases significantly, providing the ignition system with extensive adjustability and adaptability under various engine operating conditions. After comprehensive evaluation and practical verification, 5 to 6 electrodes was identified as the optimal electrode number range within the overall design framework of 5 to 12 electrodes. This range maximizes the significant performance advantages of the multi-electrode design while striking a good balance between cost control and structural complexity. Compared to traditional four-electrode spark plugs, the 5-6 electrode design demonstrates significant innovation and performance improvement potential while avoiding the excessive cost and overly complex structural design associated with a larger number of electrodes, ensuring cost-effectiveness and practicality in real-world applications.

[0222] 2)) Electrode spacing setting

[0223] Electrode spacing plays a critical role in the overall design of a multi-electrode spark plug, and its rationality directly impacts its ignition performance. This design utilizes an innovative layout concept with unequal spacing. For example, in a configuration with 5-6 electrodes, the spacing between electrodes A and B is set at 1 mm, between electrodes A and C at 3 mm, between electrodes A and D at 5 mm, between electrodes A and E at 7 mm, and between electrodes A and F at 9 mm. Each electrode has a unique spacing. This unequal spacing design cleverly exploits the differences in electric field strength and distribution between electrode pairs under different spacing combinations. During actual ignition, when faced with different operating conditions, electrodes with specific spacing combinations can be selected for discharge operations. For example, during engine startup or under conditions requiring high-energy, concentrated ignition, a smaller spacing electrode combination is preferred. Due to the small spacing, the electric field strength between the electrodes can be significantly enhanced at the same voltage, making it easier to produce a strong and concentrated spark, ensuring that the mixture can be ignited quickly and reliably. When the engine is operating at low speed and high load, and a wider range of mixture ignition is required, a larger spacing electrode combination can be selected. The larger spacing allows the spark discharge to cover a wider area, effectively promoting the combustion of the mixture over a wider range, improving combustion efficiency, and reducing energy loss and pollutant emissions caused by incomplete combustion.

[0224] 3)) Electrode material selection

[0225] The quality of the electrode material has a crucial impact on key spark plug performance indicators such as durability, conductivity, and corrosion resistance. In this innovative design, materials were carefully selected to suit the different functional requirements and operating environments of the center and side electrodes. The center electrode is made of a platinum-iridium alloy, comprising 80% platinum and 20% iridium. Platinum imparts excellent conductivity and oxidation resistance to the alloy, effectively reducing electrode resistance in high-temperature and high-pressure environments, minimizing power loss and resisting oxidation. Iridium significantly increases the alloy's melting point and hardness, enabling it to withstand the extreme temperatures and intense pressures within the engine combustion chamber. This significantly extends the center electrode's service life and ensures stable ignition performance under prolonged, high-intensity operating conditions. The side electrodes are made of a nickel-based alloy with appropriate additions of elements such as chromium and manganese. The nickel-based alloy's inherent strength and heat resistance ensure its structural stability during frequent discharge interactions with the center electrode. The addition of chromium effectively enhances the electrode's oxidation resistance, making it less susceptible to corrosion and damage in high-temperature, oxidizing environments. Manganese improves the alloy's processing properties while also enhancing the electrode's toughness, enabling it to better withstand the mechanical vibration and impact experienced during engine operation, further ensuring the reliability and durability of the side electrodes. Through this differentiated material selection strategy, the center electrode and side electrodes work together to create a high-performance, long-life electrode system, providing a solid material foundation for the spark plug's stable operation in the complex and harsh engine operating environment.

[0226] 4) Electrical parameter control

[0227] In terms of electrical parameter control, this multi-electrode spark plug's innovative design abandons the single, fixed electrical parameter model of traditional spark plugs, instead employing an intelligent control strategy that dynamically adjusts based on the electrode combination and the engine's real-time operating conditions. Using fuel type as the key differentiating factor, when using gasoline as the fuel, the voltage can be flexibly adjusted between 10 and 15 kilovolts for a specific electrode combination. The current can peak at 80 to 120 milliamperes at the moment of ignition, then quickly stabilize within a reasonable range of 10 to 30 milliamperes. This dynamic voltage and current regulation mechanism precisely matches ignition energy requirements based on gasoline combustion characteristics and varying engine operating conditions. At low engine speeds and light loads, the voltage and current are appropriately reduced to ensure reliable ignition while reducing unnecessary energy consumption. At high speeds and heavy loads, the voltage and current are promptly increased to ensure complete combustion of the mixture and maximize energy release. When using diesel as the fuel, ignition is relatively challenging due to its high flash point and low volatility. Therefore, the voltage is correspondingly increased to a range of 15 to 20 kilovolts, and the current peak at the moment of ignition is increased to 100 to 150 milliamperes, maintaining a range of 20 to 40 milliamperes after stabilization. This electrical parameter setting, optimized for diesel characteristics, effectively overcomes the difficulty of diesel ignition, enabling diesel to burn quickly and efficiently within the engine cylinder, improving the engine's power output and fuel economy. Furthermore, for other fuel types such as natural gas, the spark plug's voltage and current parameters can also be precisely controlled by a computer based on their combustion characteristics and engine operating conditions to achieve optimal ignition. This ability to dynamically control electrical parameters based on different fuels and operating conditions enables this multi-electrode spark plug to widely adapt to the needs of engines using a variety of fuels, greatly expanding its scope of application and market potential.

[0228] 4) Core advantages of innovative design

[0229] 1)) Ignition flexibility

[0230] Leveraging a rich variety of electrode combinations and intelligent dynamic electrical parameter adjustment, this multi-electrode spark plug can rapidly and precisely adjust the ignition strategy in real time based on various engine operating conditions, such as the combustion characteristics of different fuels, speed fluctuations, load adjustments, and other factors. This completely breaks away from the relatively rigid electrode combinations and electrical parameter model limitations of traditional spark plugs. Its highly flexible ignition strategy precisely matches the stringent requirements of various complex operating conditions for ignition energy, spark form, and combustion efficiency, providing strong technical support for efficient and stable engine operation across the entire operating range.

[0231] 2)) Reliable ignition stability

[0232] The design architecture, with up to 5 to 12 electrodes, provides the spark plugs with ample ignition path redundancy. Even in extreme cases where some electrodes experience reduced ignition performance or even failure due to carbon deposits, wear, or other malfunctions, a large number of other functioning electrodes can quickly take over, ensuring continuous and stable engine ignition. This effectively reduces the risk of engine abnormalities or even shutdowns due to ignition failures. This highly reliable ignition stability design is crucial for ensuring engine safety and reliability under long-term, high-intensity operating conditions, significantly improving the operational stability and durability of the entire powertrain.

[0233] 3)) Adaptability to multiple fuels

[0234] With today's trend toward diversified energy sources, engines are increasingly demanding multi-fuel compatibility. This innovative multi-electrode spark plug design, through its unique electrode combination control logic and electrical parameter settings optimized for different fuel characteristics, seamlessly integrates with a variety of fuel types, including gasoline, diesel, natural gas, and new alternative fuels that may be widely adopted in the future. By precisely adjusting key parameters such as ignition energy, spark morphology, and ignition timing to the specific combustion characteristics of each fuel, it ensures efficient and clean combustion under all fuel conditions. This significantly expands the engine's fuel compatibility and provides critical technical support for the automotive industry's energy transition and sustainable development efforts.

[0235] 4)) Balance optimization between performance and cost

[0236] In carefully planning the number of electrodes, this design fully balances performance improvement with cost control. The wide selection range of 5 to 12 electrodes, particularly the optimal range of 5 to 6 electrodes, fully taps the enormous potential of multi-electrode design in improving ignition performance, such as significantly increased ignition scheme diversity, better ignition stability, and multi-fuel adaptability. It also effectively avoids the problems of sharply rising costs caused by an excessive increase in the number of electrodes and reduced reliability due to overly complex structures. Compared with traditional four-electrode spark plugs, this innovative design achieves a qualitative leap in ignition performance. Compared with designs that blindly pursue excessive numbers of electrodes, it demonstrates significant advantages in cost-effectiveness and practicality, laying a solid foundation for the product's large-scale promotion and application in the competitive market.

[0237] In summary, this innovative multi-electrode spark plug design has successfully circumvented the constraints of existing patented technologies through comprehensive and systematic innovative design concepts and technical means, and has achieved major breakthroughs in core aspects such as electrode arrangement and combination, spacing setting, material selection, and electrical parameter control. It provides a revolutionary, comprehensive performance, and cost-effective solution for the ignition system of modern engines under different working conditions and multi-fuel application scenarios. It is expected to lead the innovative development trend of spark plug technology in the future automotive industry and promote engine technology to continue to move towards higher efficiency, lower emissions, and greater adaptability.

[0238] 5) Spark plug motor voltage range

[0239] The distance between electrodes A and B is 1 mm, and the voltage range is 3 to 9 kilovolts.

[0240] The distance between electrodes A to C is 3 mm (3 mm), and the voltage range is: 9 to 15 kV. The distance between electrodes A to D is 5 mm (5 mm), and the voltage range is: 15 to 21 kV.

[0241] The distance between electrodes A and E is 7 mm, and the voltage range is 21 to 27 kV.

[0242] The distance between electrodes A to F is 9 mm, and the voltage range is 27 to 30 kV.

[0243] The maximum voltage of the spark plug electrode is ≤50 kV. It can jump up one level under high load, but cannot jump down.

[0244] This data is divided based on the common spark plug electrode conditions under standard atmospheric pressure (101325Pa) and normal temperature (20℃) environment, and does not involve the influence of complex environmental factors such as mixture composition and humidity on the breakdown voltage.

[0245] Theoretical basis for calculation:

[0246] In a uniform electric field, the air breakdown voltage is related to factors such as the electrode spacing and the gas state, and is often described by Paschen's law: the breakdown voltage U b It is a function of the product of gas pressure p and electrode distance d, that is,

[0247] U b =f(p,d)

[0248] At standard atmospheric pressure:

[0249] p=101325Pa

[0250] At room temperature of 25°C, the breakdown field strength of a uniform electric field air gap is approximately

[0251] Ub =30kV / cm

[0252] The lower limit of the breakdown voltage can be estimated based on this; the upper limit of the breakdown voltage will be affected by factors such as electrode shape and electric field uniformity. For spark plug electrodes, corrections can be made based on experimental data.

[0253] Reference standards: national standards and industry standards related to spark plugs.

[0254] GB / T 7825-2017 "Test methods and requirements for spark plugs for road vehicles": specifies the test methods and requirements for the mechanical and electrical properties of spark plugs for ignition engines.

[0255] GB / T 34586-2017 "Test methods and requirements for gas spark plugs for road vehicles": Applicable to gas spark plugs for road vehicles, and specifies their test methods and requirements.

[0256] GB / T 38184-2019 "Classification of calorific values of spark plugs for road vehicles and their determination methods": specifies the classification of calorific values of spark plugs for road vehicles and their determination methods.

[0257] QC / T 430-2014 "Method for compiling product models of spark plugs for road vehicles": stipulates the method for compiling product models of spark plugs for road vehicles.

[0258] QC / T 431-2013 "Technical Conditions for Spark Plug Porcelain Insulators": Specifies the technical conditions for spark plug porcelain insulators.

[0259] QC / T 1173-2022 "Test Method for Matching of Spark Plugs for Road Vehicles": Specifies the test method for matching of spark plugs for road vehicles.

[0260] About Hybrid System Solutions

[0261] 1) Overall architecture

[0262] 1) Basic structure

[0263] The original fuel engine was retained and optimized, connecting it to a high-power power generation system. When the engine is running, it drives the power generation system to generate electricity, which can be transmitted to different power consumption units.

[0264] 2)) Use wheel motor

[0265] The vehicle's wheels are equipped with rotating electric motors, which can receive electricity from the power generation system to drive, realizing a pure electric drive mode, or they can use the electric motors to assist while the fuel engine directly drives the wheels, realizing a hybrid drive mode.

[0266] 3)) Introducing supercapacitors

[0267] Ferrari supercapacitor batteries are used as a rapid storage and release unit for electrical energy, providing electrical energy support at moments when high current is required, such as vehicle startup and acceleration, as well as quickly absorbing electrical energy during energy recovery processes such as braking.

[0268] 2) Functions and coordination of each component

[0269] 1)) Fuel engine and power generation system

[0270] The fuel engine maintains stable operation, continuously providing power to the power generation system, ensuring stable power generation. The power generation system automatically adjusts power generation based on the vehicle's operating conditions, such as idling, acceleration, and constant speed, to meet the vehicle's power needs and store excess energy. For example, when the vehicle is traveling at a constant speed and power demand is low, the power generation system can appropriately reduce power generation, reducing engine load and achieving energy savings.

[0271] 2)) Supercapacitor

[0272] When the vehicle starts, the supercapacitor instantly releases a large current, providing power to the starter motor and other key electrical devices, ensuring a quick and smooth start. During acceleration, when the engine's power generation is temporarily unable to meet the high power requirements of the electric motor, the supercapacitor can also replenish power in a timely manner. During braking, the energy recovery system converts the vehicle's kinetic energy into electrical energy and quickly stores it in the supercapacitor, achieving energy recycling. Its low self-discharge rate ensures that there is still sufficient power for critical operations such as starting after the vehicle has been parked for a period of time. Although its range is not the primary factor in this hybrid system, it plays an important role in the rapid deployment of electrical energy.

[0273] 3)) Use wheel motor

[0274] These electric motors work according to the vehicle's driving mode and control system instructions. In pure electric drive mode, the electric motor receives the electrical energy stored in the power generation system and the electrical energy supplemented by the supercapacitor (if necessary), and independently drives the vehicle to achieve zero-emission driving. It is suitable for short-distance, low-speed and environmentally friendly driving scenarios, such as moving vehicles in residential areas, parking lots and other places. In hybrid drive mode, the electric motor works in conjunction with the fuel engine. The electric motor can provide additional power when the engine power output is insufficient (such as when the vehicle is climbing a slope, accelerating suddenly, etc.), and can also recover energy when the vehicle is coasting, braking, etc., converting kinetic energy into electrical energy.

[0275] 3) Design of wheel motor

[0276] 1)) Motor coil material selection scheme

[0277] When selecting motor coil materials, conductivity and resistivity are crucial performance indicators for automotive motors (especially in-wheel and shaft motors). Unlike industrial motors, automotive motors are subject to space constraints, requiring high-conductivity materials to reduce size and increase power density to meet the specific requirements of vehicles.

[0278] The resistivity of copper is about 1.68×10 -8 Ω·m, the conductivity is about 5.96×10 7 S / m5.96×10 7 S / m; the resistivity of aluminum is about 2.83×10 -8 Ω·m, the conductivity is about 3.53×10 7 S / m3.53×10 7 S / m; the resistivity of silver is about 1.59×10 -8 Ω·m, the conductivity is about 6.29×10 7 S / m6.29×10 7 S / m. Compared with copper, the improvement of silver conductivity is limited. The conductivity of graphene fiber is about 6 to 7 times that of copper, and its conductivity range is about 3.58×10 7 ~4.17×10 7 S / m, the corresponding resistivity is about 2.40×10 -9 ~2.85×10 -9 Ω·m. Although graphene fiber has superior electrical properties to copper, it is significantly more expensive than copper wire for automotive electric motors. Therefore, copper is currently the preferred wire material. If the price of graphene or niobium arsenide composite wire drops significantly in the future, upgrading to graphene or niobium arsenide composite wire (niobium arsenide has a conductivity 100 times that of copper) could be considered. The present invention is relatively easy to replace coils and is a more convenient upgrade.

[0279] 2)) Magnetic permeability of silicon steel sheet

[0280] Use silicon steel sheet from Shougang Zhixin Qian'an Electromagnetic Materials Co., Ltd., product model: USWH35080H

[0281] 3)) Motor coil design

[0282] Structural Design: A single-coil design ensures magnetic pole switching. The coil conductor is made of high-performance enameled wire surrounded by an insulating layer made of high-performance polyimide and other materials to ensure excellent insulation performance. The outer layer is covered with a protective layer to protect the coil from mechanical damage and chemical corrosion.

[0283] Size specifications: Based on the power requirements and current of the motor, the coil is designed with an insulated wire of approximately 2 to 3 mm in diameter. It can be wound more conveniently in the compact space of the automotive hub motor, with 48 turns to meet the power density of the hub motor. Since the electrical rent of copper wire is very low, a very thin wire can pass a larger current, thereby increasing the magnetic flux and improving the output power and torque of the hub motor. The reduced size and thinning of the motor will not occupy excessive space, leaving enough installation space for the brake system, etc.

[0284] 4) Calculation of various parameters of hub motor

[0285] a. Resistance calculation

[0286] Calculate the coil resistance based on the resistivity of copper and the coil length and cross-sectional area:

[0287]

[0288] in the formula

[0289] ρ1 is the resistivity of copper wire,

[0290] L is the cable length,

[0291] S is the cross-sectional area.

[0292] b. Calculation of power loss

[0293] The working current of the motor is known, according to Joule's law:

[0294] Q1=I 2 R1t

[0295] Calculate the power loss of the cable per unit time.

[0296] Impact on motor performance: Due to the reduction of power loss, the output power of the motor will be improved.

[0297] c. Motor power calculation

[0298] Known formula:

[0299] P=UI-I 2 R1

[0300] U is the motor input voltage;

[0301] I is the current in the coil;

[0302] R1 is the coil resistance.

[0303] The actual increase in motor output power after using copper cable was calculated. Furthermore, the effects of the magnetic field characteristics of multiple turns of thin cable on motor torque, speed, and other performance parameters were analyzed. Electromagnetic theory formulas were used to further accurately calculate and optimize the motor design, ensuring optimal performance when using copper cable.

[0304] 4) Control and energy-saving advantages

[0305] 1) Control system

[0306] The advanced onboard computer control system monitors various vehicle parameters in real time, such as vehicle speed, engine speed, battery charge (including supercapacitor charge), and motor operating status. Based on these parameters, the control system automatically switches the vehicle's drive mode (pure electric or hybrid) and precisely adjusts the engine's power generation, the motor's drive power, and the supercapacitor's charge and discharge status to optimize overall vehicle performance and save energy. For example, when the vehicle is started and the battery is sufficient, pure electric drive mode is prioritized; when the battery is low or the vehicle requires more power, it automatically switches to hybrid drive mode, rationally allocating power output between the engine and the motor.

[0307] 2) Energy saving effect:

[0308] This hybrid system ensures the engine maintains optimal operation, avoiding the energy waste associated with the frequent starts and stops and high-load operation of traditional fuel vehicles. In congested urban areas, the vehicle can frequently switch to pure electric drive mode, reducing engine idling time, fuel consumption, and emissions. At highway speeds, the engine maintains efficient operation, providing a stable supply of power to the vehicle through the power generation system. The electric motor can also assist the engine when necessary, further improving fuel economy. Overall, this hybrid system achieves significant energy savings compared to traditional fuel vehicles, effectively achieving its energy conservation goals.

[0309] 3) Advantages of Hybrid Systems

[0310] Through the design of the above hybrid system solution, the hybrid function can be realized more conveniently without changing the original fuel engine infrastructure of the vehicle, thereby improving the vehicle's performance, energy saving effect and driving flexibility, and providing a feasible innovative direction for vehicle development.

[0311] Selection of auxiliary batteries for hybrid systems

[0312] 1) Introduction

[0313] As the automotive industry pursues energy conservation and emission reduction, hybrid electric vehicles are becoming increasingly popular. Auxiliary batteries play a crucial role in hybrid systems, working in conjunction with the fuel engine under various operating conditions to enhance the vehicle's overall performance and efficiency. Currently, the main auxiliary battery options include lithium batteries and Faraday supercapacitors. This patent utilizes Faraday supercapacitors.

[0314] 2) Lithium battery characteristics analysis

[0315] 1)) Energy density advantage

[0316] Lithium batteries have a high energy density. For example, common ternary lithium batteries have an energy density of 180-200 Wh / kg. This characteristic allows lithium batteries to store more energy for the same mass, thus providing a relatively long range for vehicles in pure electric mode. In some hybrid models where pure electric range is a key selling point, lithium batteries can meet the needs of longer periods of pure electric driving in congested urban traffic, reducing fuel consumption and exhaust emissions.

[0317] 2) Current density limitation

[0318] However, lithium batteries have a relatively low current density. Under conditions requiring instantaneous high power output, such as starting a vehicle, accelerating rapidly, or climbing a slope, lithium batteries can only deliver a limited amount of current per kilogram per second. This prevents the electric motor from quickly generating sufficient torque, resulting in a less-than-immediate and less-powerful vehicle dynamic response. For example, when a vehicle needs to accelerate quickly to overtake, the lithium battery may not be able to deliver the required high current, impacting the driving experience.

[0319] 3)) Charge and discharge characteristics and life

[0320] Lithium batteries charge relatively slowly, requiring time to replenish to the desired level even with fast charging technology. Furthermore, their charge-discharge cycle life is typically between 2,000 and 5,000 cycles. With increasing use and charge-discharge cycles, battery capacity and performance gradually decline. This not only impacts vehicle range but can also increase maintenance costs and the frequency of battery replacements.

[0321] 4) Environmental protection and resource issues

[0322] From an industrial chain perspective, lithium battery production involves lithium mining and other processes. Lithium mining can cause multiple environmental damages, such as damage to local vegetation, soil erosion, and impacts on water quality. Furthermore, lithium resources are relatively concentrated globally, posing risks to their supply stability. Large-scale mining can also lead to resource shortages, which conflicts with the concept of sustainable development.

[0323] 3) Faraday supercapacitor battery characteristics

[0324] 1) Current density advantage

[0325] Faraday supercapacitor batteries have extremely high current density. Take a supercapacitor group consisting of five 2.7V 300F farad capacitors connected in series as an example (total capacitance is 60F, voltage is 13.5V), through the energy storage formula (the total energy is calculated to be 5467.5 joules), assuming that the car requires 10kW of power at the moment of starting, the starting current can be calculated to be approximately 740.7 amperes. If the mass of this group of supercapacitors is 2.5kg, the maximum current released per kilogram can reach 296.28A / kg. This enables the supercapacitor to instantly release a large amount of current when the vehicle starts, accelerates and climbs, providing strong power to the electric motor, allowing the vehicle to start quickly and accelerate efficiently, significantly improving the vehicle's power performance.

[0326] 2)) Charge and discharge speed and cycle life

[0327] Supercapacitors charge and discharge extremely quickly, completing the process within seconds to minutes. For example, during vehicle braking energy recovery, supercapacitors can quickly absorb and store energy, and then quickly release it when the vehicle needs to accelerate. Their charge and discharge cycle life is very high, generally exceeding 1 million cycles and as low as 100,000 cycles, far exceeding that of lithium batteries. Performance degradation is minimal during long-term use. This means supercapacitors can operate stably and reliably throughout the vehicle's lifespan, reducing the performance degradation and increased maintenance costs associated with battery degradation.

[0328] 3) Energy density limitations

[0329] Supercapacitors have a relatively low energy density, typically around 6-10 Wh / kg. This means they can't provide a long range as a sole power source, making them unsuitable for long-distance electric driving. However, as auxiliary batteries in hybrid systems, their primary function isn't long-distance driving, but rather providing high power for short periods of time. Therefore, the energy density limitation has less of an impact in this application scenario.

[0330] 4) Security and stability

[0331] Faraday supercapacitors operate based on the storage and release principle of an electric field, without the complex chemical reactions found in lithium batteries. This makes them safer during operation, eliminating the risks of overheating, combustion, or explosion. This provides greater reliability for vehicle operation, particularly in complex and changing driving environments and operating conditions, effectively reducing the probability of accidents.

[0332] 4) Advantages of Faraday supercapacitors as auxiliary batteries

[0333] 1)) Improved power performance

[0334] In the hybrid system, the high current density of the Faraday supercapacitor battery can work in conjunction with the fuel engine under conditions of instantaneous high power demand such as vehicle starting, acceleration and climbing to provide additional power support for the vehicle, compensating for the fuel engine's insufficient torque at low speeds. At the same time, it can also improve the slow power response caused by the low current density of the lithium battery, significantly improving the vehicle's overall power performance.

[0335] 2) Energy recovery and utilization

[0336] The rapid charge and discharge characteristics of supercapacitors enable them to efficiently recover braking energy during vehicle braking and quickly release the recovered energy during subsequent driving, reducing energy waste and improving the vehicle's energy efficiency. Lithium batteries, on the other hand, are relatively inefficient in braking energy recovery due to their slow charging speed.

[0337] 3) Reliability and durability

[0338] With their high cycle life and stable performance, Faraday's supercapacitor batteries can maintain good working condition during the long-term use of the power system, reducing vehicle repair and maintenance costs caused by battery failure or performance degradation. In contrast, lithium batteries will gradually become more susceptible to problems such as capacity fade and performance degradation as they are used, requiring more frequent maintenance and possible replacement.

[0339] 4) Environmental protection and sustainability

[0340] From an environmental perspective, the production process of Faraday's supercapacitors has a lower environmental impact than lithium batteries, eliminating the environmental issues associated with lithium mining. Furthermore, their relatively broad material availability offers advantages in terms of resource sustainability, aligning with the future trend of green development in the automotive industry.

[0341] Considering the performance requirements of auxiliary batteries in hybrid vehicles under different operating conditions, as well as the respective characteristics of lithium batteries and Faraday supercapacitors, super Faraday capacitors offer significant advantages in current density, charge and discharge speed, cycle life, safety, and environmental friendliness. While their energy density is lower, this limitation is less significant in hybrid systems, where the auxiliary battery primarily provides short-term high-power output and energy recovery. Therefore, Faraday supercapacitors are the optimal auxiliary battery choice for this hybrid system, effectively improving the vehicle's overall performance, reliability, and sustainability, providing users with a superior, more environmentally friendly driving experience.

[0342] About Multifunctional AC / DC Inverter

[0343] 1) Design goals

[0344] It can realize bidirectional conversion of AC and DC, and can convert the input AC power into AC output of different frequencies and voltages, and can also convert AC power into DC output. At the same time, it has the function of converting the input DC power into AC power of different voltages and DC output to adapt to the different working conditions of components such as generators, motors, supercapacitors in the vehicle power system, and ensure efficient, stable and reliable operation, and be able to adapt to the complex environment on board.

[0345] 2) Functional module design

[0346] 1) Input detection and preprocessing module

[0347] Function: Detect the input electrical signal (AC or DC) and identify its type (AC or DC), voltage, current, frequency and other parameters.

[0348] For the input AC power, preliminary filtering is performed to remove noise and harmonics, improving the quality of the input electrical signal. For the DC input, voltage stabilization is performed to prevent excessive voltage fluctuations from affecting subsequent circuits.

[0349] Implementation

[0350] Use sensors such as voltage transformers and current transformers to collect input electrical signal parameters, and transmit the collected signals to the microcontroller for analysis and judgment.

[0351] AC filtering can use an LC filter circuit composed of inductors and capacitors; DC voltage stabilization can use a voltage stabilization chip or a linear voltage stabilization device to build a voltage stabilization circuit.

[0352] 2)) AC / DC conversion core module

[0353] Function: When AC power is input, it performs AC-DC conversion. Using rectification technology, it converts AC power to DC power and can adjust the DC output voltage based on back-end requirements.

[0354] When the input is direct current, it converts direct current to alternating current (DC to AC). Using inverter technology, it converts direct current into alternating current, while also being able to control the frequency and voltage of the output AC.

[0355] Implementation: AC-DC conversion can be achieved using a bridge rectifier circuit combined with power switching devices such as thyristors or MOSFETs. The output DC voltage is adjusted by controlling the conduction angle of the power switching devices.

[0356] The DC-to-AC conversion uses a full-bridge inverter circuit and pulse-width modulation (PWM) technology to control the on and off times of the power switching devices, thereby achieving precise control of the output AC frequency and voltage. The PWM signal is generated by the microcontroller based on the set output parameters.

[0357] 3) Output adjustment and matching module

[0358] Function: Further adjust the converted electrical signal (AC or DC) to meet the voltage and current requirements of different loads (such as motors, supercapacitors, etc.).

[0359] For AC output, voltage can be stepped up or down, and frequency can be fine-tuned to suit the motor's operating requirements under different operating conditions. For DC output, precise voltage stabilization and current limiting are available to ensure the safety and effectiveness of supercapacitor charging.

[0360] Implementation: AC output regulation can be achieved by using a transformer or a switching power supply topology consisting of inductors, capacitors, and power switching devices (such as a Buck-Boost converter) to adjust voltage and frequency.

[0361] The DC output regulation uses a linear regulator or a switching regulator, combined with a current detection circuit and a feedback control loop to achieve precise control of the output DC voltage and current.

[0362] 4) Control and monitoring module

[0363] Function: As the control core of the entire multifunctional inverter, it receives the signal from the input detection module and generates control signals to control the operation of the AC / DC conversion core module and the output regulation and matching module according to the preset algorithm and control strategy.

[0364] Real-time monitoring of the working status of the entire inverter, including the voltage, current, temperature and other parameters of each module. When abnormal conditions occur (such as overvoltage, overcurrent, overheating, etc.), timely protection measures are taken, such as cutting off the circuit and alarming.

[0365] Implementation method: Use a high-performance microcontroller (such as a DSP or ARM core chip) as the main control chip, and write a control program to implement the control logic of each module.

[0366] Temperature monitoring can use a temperature sensor, and voltage and current monitoring can transmit the collected signals to the microcontroller for processing and judgment through corresponding sensors and signal conditioning circuits.

[0367] 5)), Communication and interface module

[0368] Function: Provides a communication interface with other vehicle control systems (such as the engine management system, battery management system, and motor control system) to enable data exchange. For example, it receives engine speed signals, battery charge signals, motor power demand signals, etc., to optimize the inverter's operating parameters based on the vehicle's operating status.

[0369] A debugging interface is reserved to facilitate parameter setting, fault diagnosis and software upgrade of the inverter during the R&D and production processes.

[0370] Implementation method: Use CAN bus or other vehicle communication protocols to achieve communication connection with other systems, and the communication interface chip is responsible for signal transmission and reception and protocol conversion.

[0371] The debugging interface can be a USB or serial port, which is connected to the microcontroller through a corresponding level conversion circuit.

[0372] 3) Hardware design points

[0373] 1) Power device selection

[0374] Select appropriate power switching devices, such as MOSFETs or IGBTs, based on the inverter's power capacity requirements. Consider parameters such as withstand voltage, current capacity, switching speed, and on-resistance to ensure reliable operation and low power loss in high-voltage, high-current automotive environments.

[0375] 2) Heat dissipation design

[0376] Because power devices generate significant heat during operation, an effective heat dissipation system is essential. Heat sinks, fans, or liquid cooling can be used. For higher-power inverters, a combination of heat sinks and fans may be necessary, with appropriate heat dissipation channels designed to ensure timely heat dissipation and maintain the device's normal operating temperature range.

[0377] 3)) Electromagnetic compatibility design

[0378] The automotive environment is plagued by numerous sources of electromagnetic interference, and the inverter itself generates electromagnetic radiation. Therefore, EMC design is essential. This includes adding filters (such as common-mode and differential-mode filters) to the circuit to suppress conducted interference, shielding key circuits and components with shielding covers to reduce radiated interference, and optimizing PCB layout and properly routing wires to minimize electromagnetic coupling.

[0379] 4) Software design points

[0380] 1) Control algorithm development

[0381] We develop advanced control algorithms, such as vector control algorithms, for AC motor drive control, achieving high-precision speed and torque control. For DC-DC and AC-DC conversion processes, we employ closed-loop control algorithms to adjust the on-time of power switching devices in real time based on output voltage and current feedback signals, ensuring output stability and accuracy.

[0382] 2)) Fault diagnosis and protection program

[0383] A comprehensive fault diagnosis program is developed to monitor the operating status of all inverter components in real time. Once an abnormality is detected, such as overvoltage, overcurrent, overheating, or short circuit, the corresponding protection program is immediately activated. Protection measures include disconnecting the faulty circuit, reducing output power, and issuing a fault alarm signal. Fault information is also transmitted to other vehicle control systems via a communication interface for further countermeasures.

[0384] 3)) Software upgrade and maintenance function

[0385] A software upgrade interface is reserved to facilitate functional optimization and upgrades of the inverter's control software at a later stage. A reliable software update mechanism, such as an online upgrade based on a bootloader, is used to ensure the security and stability of the software upgrade process and prevent device malfunctions due to software upgrade failures.

[0386] The above design scheme and approach can build a comprehensive, multifunctional inverter that meets the complex AC / DC conversion requirements of vehicle powertrains and improves overall vehicle performance and reliability. However, further optimization and refinement are required based on the specific vehicle application scenario and technical requirements during the actual design process.

[0387] Report on the relationship between vehicle speed planning and pole pairs

[0388] 1) Introduction

[0389] During vehicle energy recovery and operation, properly matching the number of motor pole pairs with vehicle speed is crucial for improving vehicle performance and energy recovery efficiency. This report details the relationship between speed planning and pole pair number, assuming a tire diameter of at least 0.55 meters, to provide a basis for the design of related vehicle systems.

[0390] 2) Speed range division

[0391] According to the energy recovery requirements and motor operating characteristics of the vehicle during operation, the vehicle speed is divided into the following four ranges:

[0392] High-speed section: vehicle speed is greater than 120 km / h and less than 300 km / h.

[0393] High and medium speed range: vehicle speed is between 80-120 km / h.

[0394] Medium speed range: vehicle speed is between 40-80 km / h.

[0395] Low speed range: vehicle speed is less than 40 km / h.

[0396] 3) Pole number, speed and frequency

[0397] 1)) 2-pole motor

[0398] Rated speed upper limit:

[0399] Assume the motor power frequency is

[0400] f max =50Hz

[0401] Pole pairs

[0402] p=1

[0403] According to the formula

[0404]

[0405] The maximum speed of the motor can be obtained

[0406] n = 1 * 60 * 50 = 3000 rpm

[0407] Assume that the transmission ratio between the motor and the wheel is

[0408] I=1:1

[0409] Tire diameter

[0410] d=0.55m

[0411] The tire circumference

[0412] C=πd=0.55πm

[0413] The distance travelled by the wheel per minute is

[0414] D=33000*0.55πm

[0415] Distance traveled per hour (i.e. speed limit)

[0416]

[0417] However, considering that the planned vehicle speed does not exceed 300 km / h, we use 300 km / h as the basis for calculation.

[0418] Upper limit of operating frequency:

[0419] When the vehicle speed

[0420] s=300km / h

[0421] Convert to:

[0422] s=300*1000

[0423] Pole pairs

[0424] p=1

[0425] time

[0426] t = 3600s

[0427] Tire diameter

[0428] d=0.55m

[0429] According to the formula

[0430]

[0431] Available

[0432]

[0433] Because this is an ideal condition, in the actual process, the motor speed difference and ground slippage need to be considered, so the coefficient i is taken

[0434] i=0.95

[0435] The actual frequency is approximately:

[0436] f2=47.7×0.95≈45.3Hz

[0437] Corresponding speed range: Mainly responsible for vehicle operation and energy recovery in the high-speed range (speeds greater than 120 km / h). When calculating the adaptive capacitor for this range, two capacitance values, one large and one small, are obtained. Considering that safety is the primary factor and energy recovery is relatively secondary, to ensure the stability of the circuit at high speeds and reduce the risks that may be caused by capacitance, a smaller capacitance value should be selected as the adaptive capacitor for this range.

[0438] 2)), 4-pole motor

[0439] Rated speed upper limit:

[0440] Assume that the upper limit of the motor operating frequency is

[0441] f max =50Hz

[0442] Pole pairs

[0443] p=2

[0444] According to the formula

[0445]

[0446] The maximum speed of the motor can be obtained

[0447]

[0448] Tire circumference

[0449] C=0.55πm

[0450] The distance travelled by the wheel per minute is

[0451] D min =1500×0.55πm

[0452] Distance traveled per hour (i.e. speed limit)

[0453] s=1500×0.55π×60÷1000≈156km / h

[0454] According to the speed planning, we use the upper limit of the high and medium speed range of 120 kilometers per hour as the basis for calculation. Working frequency upper limit:

[0455] When the vehicle speed

[0456] s=120km / h

[0457] Convert kilometers per hour to:

[0458] s=120×1000m / h

[0459] Pole pairs

[0460] p=2

[0461] time

[0462] t = 3600s

[0463] Tire diameter

[0464] d=0.55m

[0465] According to the formula

[0466]

[0467] Available

[0468]

[0469] Considering the motor speed difference and ground slippage, take:

[0470] i=0.95

[0471] The true frequency is approximately

[0472] f4=38.2×0.95≈36.3Hz

[0473] Corresponding vehicle speed range: responsible for operation in the high and medium speed range (vehicle speed 80-120 km / h). At the same time, since its rated speed is 156 km / h, there is a speed intersection with the high-speed range (greater than 120 km / h) in which the 2-pole motor works. That is, both the 2-pole and 4-pole motors can work in the speed range of 120-156 km / h, and a smooth transition between the two can be achieved by adjusting the input frequency and other methods.

[0474] 3)) 6-pole motor:

[0475] Rated speed upper limit:

[0476] Assume that the upper limit of the motor operating frequency is

[0477] f max =50Hz

[0478] Pole pairs

[0479] p=3

[0480] According to the formula

[0481]

[0482] The maximum speed of the motor can be obtained

[0483]

[0484] Tire circumference

[0485] C=0.55πm

[0486] The distance travelled by the wheel per minute is

[0487] D min =1000×0.55πm

[0488] Distance traveled per hour (i.e. speed limit)

[0489] s=1000×0.55π×60÷1000≈104

[0490] According to the plan, we use the upper limit of the medium speed range of 80 kilometers per hour as the basis for calculation.

[0491] Upper limit of working frequency: When the vehicle speed

[0492] s=80km / h

[0493] Convert kilometers per hour to meters per hour

[0494] s=80×1000m / h

[0495] Pole pairs

[0496] p=3

[0497] time

[0498] t = 3600s

[0499] Tire diameter

[0500] d=0.55m

[0501] According to the formula

[0502]

[0503] Available

[0504]

[0505] Taking into account the actual motor speed difference and ground slippage, take:

[0506] i=0.95

[0507] The actual frequency is approximately

[0508] f6=31.8×0.95≈30.2Hz

[0509] Corresponding speed range: responsible for vehicle operation and energy recovery in the medium speed range (40-80 km / h).

[0510] 4)), 8-pole motor:

[0511] Rated speed upper limit: Assume the upper limit of motor operating frequency is

[0512] f max =50Hz

[0513] Pole pairs

[0514] p=4

[0515] According to the formula

[0516]

[0517] The maximum speed of the motor can be obtained

[0518]

[0519] Tire circumference

[0520] C=0.55π

[0521] The distance travelled by the wheel per minute is

[0522] D min=750×0.55πm

[0523] Distance traveled per hour (i.e. speed limit)

[0524] s=750×0.55π×60÷1000≈78km / h

[0525] According to the plan, we use the upper limit of the low-speed range of 40 kilometers per hour as the basis for calculation. The upper limit of working frequency is:

[0526] When the vehicle speed

[0527] s=40km / h

[0528] Convert kilometers per hour to

[0529]

[0530] Pole pairs

[0531] p=4

[0532] time

[0533] t=3600

[0534] Tire diameter

[0535] d=0.55m

[0536] Meter hour, by the formula

[0537]

[0538] Available

[0539]

[0540] Considering the motor speed difference and ground slip, take

[0541] i=0.95

[0542] The actual frequency is approximately

[0543] f=20.5×0.95≈19.5Hz

[0544] Corresponding speed range: responsible for vehicle operation and energy recovery in the low-speed range (vehicle speed less than 40 km / h).

[0545] 4) Smooth vehicle speed transition

[0546] Since the rated speeds of motors with different numbers of poles are different and some speed ranges overlap, during vehicle speed changes, the working state of the motor can be adjusted by technical means such as adjusting the input frequency and power generation frequency to achieve smooth switching between motors with different numbers of poles.

[0547] During vehicle acceleration, when switching from a low-pole-count motor to a high-pole-count motor is necessary, for example, when the vehicle speed increases from 110 km / h to 130 km / h, the 4-pole motor must be switched to a 2-pole motor. At this point, the vehicle's power electronics control system, based on real-time speed information fed back by the speed sensor and pre-set speed-pole-pair matching logic, controls the inverter to increase the input frequency, thereby increasing the motor's input power and speeding up the 4-pole motor. When the speed approaches 120 km / h and the switching conditions are met, a smooth switch to the 2-pole motor is initiated, and the input frequency continues to adjust to the operating requirements of the 2-pole motor, ensuring a smooth transition while meeting the vehicle's power requirements.

[0548] During vehicle deceleration, for example, from 130 km / h to 110 km / h, the system switches from a two-pole motor to a four-pole motor. At this point, the motor enters the power generation phase, and the power electronics control system controls the inverter to adjust the power generation frequency. As vehicle speed decreases, the power generation frequency gradually decreases, reducing the speed of the two-pole motor and converting the vehicle's kinetic energy into electrical energy for recovery. Once the speed falls below 120 km / h, the system smoothly switches to a four-pole motor, further adjusting the power generation frequency based on vehicle speed to achieve efficient energy recovery and stable vehicle operation.

[0549] When the vehicle decelerates to recover energy, the appropriate power generation frequency can also be calculated based on the vehicle speed and the current number of motor poles to achieve efficient energy recovery.

[0550] During the entire transition process, ensure the stability of vehicle power output and energy recovery to avoid power interruption or a significant drop in recovery efficiency.

[0551] 5) Conclusion

[0552] By establishing a correlation between vehicle speed planning and pole pair number, the relationship between various speed ranges and motors with different pole numbers is clarified, as well as the rated speeds and upper operating frequency limits for each motor, as well as the speed crossover and smooth transition between them. This design can effectively improve the vehicle's energy recovery efficiency and overall operating performance, providing an important reference for the optimized design of the vehicle's motor control system and energy recovery system. In practical applications, specific system design and parameter adjustments can be made based on actual needs to meet vehicle performance requirements.

[0553] Design of three-phase asynchronous multi-pole motor and switchable generator

[0554] 1) Application areas

[0555] The present invention is mainly applicable to land transportation vehicles such as small vehicles, large trucks, heavy trucks, and trains, as well as marine transportation vehicles such as ships and warships, and engineering machinery. In these application scenarios, electric motors face the problem of limited volume due to space limitations, and during variable speed operation, the torque output needs to be precisely controlled to ensure smooth operation and load traction. It should also be able to flexibly convert the power size according to different working conditions within the rated power range, such as reducing power to save energy when light load or smooth driving, and increasing power to meet high power requirements when heavy load or uphill. The present invention aims to overcome the key technical difficulties related to volume constraints, torque and power control during variable speed, and power conversion at rated power. By relying on the innovative three-phase asynchronous multi-pole brushless ringless motor design and the switchable generator motor function mechanism, it achieves the needs of efficient power conversion, multi-working condition adaptation, and energy recovery. The innovative design used in the present invention can effectively meet the diverse technical requirements of hub motors with an inner stator and outer rotor structure and shaft motors with an outer stator and inner rotor structure. Based on different application scenarios and working conditions, adaptive design and construction can be carried out in a targeted manner. This case study selects the inner stator and outer rotor structure of a hub motor to fully demonstrate the technical characteristics and innovative key points of the present invention in the specific application field of transportation vehicles. At the same time, the present invention also has the ability and value of extension and expansion in the application scenarios of the shaft motor structure.

[0556] In the development process of vehicle electric motor technology, traditional electric motors have many limitations in the application scenarios of vehicle hub motors and shaft motors.

[0557] 1)) DC motor

[0558] In the applications of wheel hub motors or shaft motors in electric vehicles and hybrid electric vehicles, the DC motor adjusts the torque and speed by changing the armature voltage or excitation current. The speed formula is:

[0559]

[0560] in

[0561] N is the rotation speed,

[0562] U is the armature voltage,

[0563] I is the armature current,

[0564] R is the armature resistance,

[0565] Ф is the motor constant, and is the excitation flux

[0566] From this we derive the formula:

[0567] (P d -P n )=KФIN

[0568] In the formula:

[0569] P d Electric power

[0570] P n is the internal heat dissipation power of the line resistance R

[0571] From the above formula, when the DC motor is starting or running at low speed, due to the low speed and the current being limited by the upper limit of the rated current, P y Effective power:

[0572] P y =P d -P n

[0573] For example, when an electric vehicle starts, it requires a large torque to overcome static inertia and accelerate the vehicle. However, due to power limitations, the DC motor has low output torque, resulting in slow startup and poor acceleration performance. It is unable to quickly reach the desired speed, significantly affecting the motor's efficiency and response speed.

[0574] First question:

[0575] The energy loss is large.

[0576] DC motors have internal power consumption

[0577] P n =RI^2

[0578] During the conversion of electrical energy into mechanical energy, a significant portion of this energy is consumed as heat in the armature resistor. This is especially true under high-current conditions, such as startup and overload conditions, where internal friction increases dramatically, significantly reducing the motor's overall efficiency. This wastes energy and increases operating costs. Furthermore, the excessive heat generation requires additional cooling measures to ensure proper motor operation, further increasing equipment complexity and costs.

[0579] Second question:

[0580] Problems caused by brushes and commutators

[0581] The brushes and commutator are integral components of a DC motor's structure. The long-term friction between these brushes and commutator causes wear, requiring regular maintenance and replacement, increasing maintenance costs and downtime. Furthermore, the sparks generated during this friction process can cause electromagnetic interference and affect the normal operation of surrounding electronic equipment. This significantly limits or even renders DC motors unusable in applications with strict electromagnetic compatibility requirements, such as medical equipment and communication base stations, reducing their scope of application and versatility.

[0582] The third question:

[0583] Weak overload capacity.

[0584] Because the current cannot exceed the rated current, otherwise the motor will face the risk of burning out. This limitation results in a limited overload capacity for DC motors. In practical applications, such as the sudden load surges that may occur on industrial production lines, or the temporary high resistance encountered by some power equipment during operation, DC motors are unable to withstand such sudden overloads and are prone to failure and shutdown, affecting the normal operation of the entire production process or equipment, resulting in relatively low reliability.

[0585] The fourth question:

[0586] Poor speed stability.

[0587] According to the speed formula

[0588] N=(U-RI) / KФ

[0589] N=U(1-P n / P d ) / (KФ)

[0590] As can be seen, the speed of a DC motor is closely related to its voltage. Even slight fluctuations in voltage are associated with noticeable changes in its speed. Lack of motor speed stability can cause numerous problems during vehicle operation. The vehicle's operating speed can fluctuate significantly, leading to uneven acceleration and deceleration, and a sudden, jerky feeling during driving. This not only significantly reduces the driving experience but also affects vehicle controllability. For example, when turning or changing lanes, unstable speed makes it difficult to precisely control the vehicle's trajectory. Furthermore, unstable speed can cause unnecessary stress on the vehicle's transmission system, accelerating component wear and aging, reducing the vehicle's overall reliability and service life, and increasing maintenance costs and repair frequency, hindering long-term stable operation.

[0591] 2)) AC motor

[0592] AC motors are widely used in vehicle motors, including asynchronous motors and synchronous motors, with various speed regulation methods.

[0593] a. Variable frequency speed regulation (commonly used for asynchronous motors):

[0594]

[0595] In the formula:

[0596] n is the rotor speed;

[0597] n s is the synchronous speed;

[0598] f is the power frequency;

[0599] p is the number of magnetic pole pairs;

[0600] s is the slip rate.

[0601] Speed regulation is achieved by varying the power supply frequency to adjust the synchronous speed. For example, the AC asynchronous in-wheel motor drive system in modern electric vehicles uses an inverter to convert DC power into variable-frequency AC power. However, in vehicle applications, AC motors struggle to flexibly adjust power output to precisely match demand under varying road and operating conditions. Relying solely on frequency variation to achieve speed regulation across the entire speed range would significantly increase the frequency range required to meet the vehicle's high-speed operation requirements. High-frequency electromagnetic radiation can enhance, potentially interfering with the normal operation of other vehicle electronic systems. This can affect signal transmission quality for onboard communication equipment and lead to inaccurate data collection from onboard sensors. Furthermore, excessively high frequencies can significantly increase the motor's core losses, reducing efficiency and potentially increasing vibration and noise, impacting stability and reliability.

[0602] b. Pole-changing speed regulation of asynchronous motor

[0603] In the pole-changing speed regulation of AC asynchronous motors, the traditional motor achieves speed regulation by changing the number of magnetic pole pairs by changing the motor winding method and connection method. The relationship between the number of magnetic pole pairs and the synchronous speed of the motor is:

[0604] N=60f / P

[0605] in the formula

[0606] F is the frequency;

[0607] P is the number of magnetic pole pairs

[0608] The winding wire spacing of traditional motors is fixed (but not zero), which leads to obvious limitations in pole-changing speed regulation.

[0609] Specifically, due to the constraints of factors like winding wire spacing and the number of stator slots, the structure of traditional three-phase AC asynchronous motors is relatively complex. When implementing pole-changing speed regulation, the winding process presents numerous challenges. For example, changes from two to four poles, or from four to six poles, can only be achieved within adjacent poles. This is because the stator slots, due to space and structural limitations, can only accommodate coils with two different magnetic poles. When attempting to switch from two to four poles, separate coils must be designed and wound separately for the two and four poles. When operating in two-pole mode, the slots corresponding to the four-pole coils are unused; when switching to four-pole mode, the slots for the two-pole coils remain empty, resulting in low coil utilization. Furthermore, this winding method places extremely high demands on the manufacturing process, requiring precise control of coil winding, winding position, and connection methods. Even the slightest deviation can affect motor performance or even cause it to malfunction. Therefore, the pole-changing speed regulation of traditional electric motors is limited by their structure and manufacturing process, making it difficult to achieve flexible and efficient changes in the number of magnetic poles, and cannot well meet the speed regulation performance requirements of vehicle electric motors under complex road conditions and working conditions.

[0610] c. Change the speed control method between triangle and star connection

[0611] During motor operation, there are many disadvantages when using the star-delta connection method for speed regulation.

[0612] When the motor is connected in star mode, the phase voltage is

[0613]

[0614] According to the power formula:

[0615]

[0616] Due to the phase voltage U p If the load is constant, the power will also be greatly reduced. When the load is constant, it is like a small horse pulling a big cart. The motor cannot provide enough power to drive the load. This will increase the slip rate. According to the torque balance equation

[0617]

[0618] In the formula:

[0619] K T The torque constant is determined by the relevant parameters of the motor;

[0620] Ф is the magnetic flux;

[0621] I is the current

[0622] Known formula:

[0623] △I=k△s

[0624] In the formula:

[0625] K is a constant related to the physical parameters of the coil;

[0626] Coil internal power consumption:

[0627] P n =RI^2

[0628] In the formula:

[0629] △S is the speed difference;

[0630] R is the internal resistance of the coil.

[0631] As can be seen from the formula, when the main magnetic flux remains essentially unchanged, the increased slip causes the rotor current to rise, and in turn, the stator current to increase significantly. According to Joule's law, a large amount of heat accumulates in the motor windings. Due to the limited heat dissipation capacity of the motor, if it is in this state for a long time, the temperature of the motor windings will rise rapidly, exceeding the heat resistance limit of the insulation material, causing serious faults such as insulation degradation and winding short circuits, and ultimately causing the motor to burn out. Therefore, speed regulation by switching between star and delta connections cannot achieve precise and continuous speed regulation, and it is difficult to meet the speed regulation requirements for long-term stable operation of the vehicle under complex working conditions. For example, this method is not feasible when the vehicle is climbing a slope for a long time or in scenarios where stable low-speed operation is required.

[0632] Star-delta connection has important applications in power regulation. Switching between star and delta connections can change the motor's power under different road conditions. For example, when low power is required on flat roads, using a star connection reduces motor power and improves operating efficiency. When high power is required, such as when traveling uphill or on poor road conditions, switching to a delta connection increases motor power and enables greater torque. This power regulation method is practical in scenarios where speed regulation accuracy is not critical but adaptation to different power levels is required, providing an effective way to adapt the motor's power under different operating conditions.

[0633] d. Mechanical speed regulation

[0634] A gearbox is added between the output shaft of an AC or DC motor and the wheels, adjusting speed and torque by meshing different gear ratios. This approach was adopted by many early electric and hybrid vehicles. This approach increases the size and weight of the powertrain, taking up vehicle space and impacting energy consumption. The mechanical shifting process results in power interruptions and shocks, impacting driving comfort and smoothness. It also increases system complexity, increases maintenance costs, and reduces transmission efficiency due to gear friction, making it unsuitable for modern vehicles requiring electric motors.

[0635] In summary, existing vehicle motors (including electric and hybrid vehicle motors) all have certain defects, so we proposed an invention patent for a three-phase asynchronous multi-pole motor.

[0636] 2) Design of three-phase asynchronous multi-pole motor

[0637] This three-phase asynchronous multi-pole motor is an innovative design that aims to solve the practical application problems of existing vehicle motors (including hub motors and shaft motors in electric and hybrid vehicles).

[0638] This motor is designed based on the basic electromagnetic principles of three-phase asynchronous motors. The key lies in the innovative single-coil stator down-line structure. By scientifically combining coil wiring methods, coil groups with different line spacings can be formed. The core of this design is that the spacing between two coils when combined into a coil group can be flexibly adjusted according to the specific needs of different pole pairs, thereby achieving a change in the number of pole pairs. This is then combined with an outer squirrel cage rotor, allowing the motor to maintain continuous and stable operation when the number of pole pairs and frequency change together, such as 2, 4, 6, 8 poles or 2, 4, 8 poles. At the same time, it also effectively solves the limitations of traditional pole-changing speed-regulating motors in switching the number of pole pairs, as well as the complex problems in design and manufacturing caused by different coil structures in the same motor.

[0639] In the computer control phase, the six-pole wiring scheme of this three-phase asynchronous multi-pole motor can be flexibly selected or discarded according to actual needs. The computer can accurately and flexibly control the motor, switching between eight, four, and two pole pairs, thereby achieving continuous speed variation. This fully demonstrates the flexibility and significant advantages of this design in control.

[0640] This motor has the function of switching between delta and star connection. In the present invention, this function is mainly used to flexibly adjust the power output according to road conditions and load, and is not used for speed regulation.

[0641] The motor can also change the output power of the motor through flexible wiring methods such as parallel, series or series-parallel connection of each coil group to meet the power requirements of different road conditions, thereby achieving the purpose of energy saving.

[0642] The motor's magnetic pole switching, delta-star switching, and series-parallel switching are all flexibly controlled by an external controller according to actual needs, thereby improving the motor's intelligence and versatility, and effectively solving the problem of insufficient flexibility in speed regulation and power adjustment of existing vehicle motors.

[0643] 3) Motor design principle

[0644] 1) Stator

[0645] The stator adopts an internal stator structure and is fixed to the motor shaft. The outer diameter of the stator core is determined by precise measurement and analysis of the outer dimensions of the automobile tires that the hub motor is suitable for.

[0646] The stator core outer diameter is set to

[0647] D2=275mm,

[0648] The inner diameter is set to

[0649] D=80~110mm

[0650] The length is set to Lg = 80 mm

[0651] With this stator size, calculations show that the motor's electrical specifications meet the performance requirements under various vehicle driving conditions. This design not only meets the space requirements for the motor to fit within the tire, but also takes into account the rational layout of surrounding components such as the vehicle's brakes, ensuring a compact overall structure and smooth coordination among all components. It also complies with the internal spatial architecture of industrial equipment, laying the foundation for optimal performance of the motor and other transmission and control components.

[0652] 2)) Rotor

[0653] aSimple structure and reliability

[0654] The outer squirrel-cage rotor features a simple structure, consisting of bars placed in the rotor core slots and end rings at both ends, without complex windings or permanent magnets. This not only reduces the probability of failure, but also improves reliability under the complex operating conditions of the in-wheel motor and reduces manufacturing and maintenance costs.

[0655] b. Technology is mature

[0656] The outer squirrel cage rotor has undergone long-term development and has a high level of technical maturity. From design theory to manufacturing process, it is supported by extensive practical experience and technical standards to ensure stable motor performance.

[0657] cHigh security

[0658] The absence of slip rings can avoid sparks caused by slip ring wear and poor contact. In some scenarios with high safety requirements, such as electric vehicle hub motor applications, it can reduce fire hazards and improve safety.

[0659] d. Cost advantage

[0660] The manufacturing process does not require expensive permanent magnet materials or complex winding processes, and the raw material and manufacturing costs are low, enhancing the price competitiveness of hub motors in the market.

[0661] Avoid patent risks

[0662] This patented technology is an original invention technology with no patent barriers. This patent can be used freely without infringement risk, which is conducive to technological innovation and the promotion of patented products.

[0663] 4) Determination of motor power

[0664] When determining the motor power, we strictly follow the national standard GB18613-2020, the industry standard JB / T10391-2022 and design practices, and fully combine the results of market research to ensure that the motor performance is highly compatible with the overall vehicle needs.

[0665] Refer to the current relevant standards to clarify the performance indicators and power requirements of the automotive power system under different working conditions. These standards provide basic specifications for the power design of electric motors.

[0666] According to design conventions, for hybrid systems consisting of 3.0T engines and electric motors, the industry generally plans the motor power based on the engine power range to achieve the best match between power and energy efficiency. Market research shows that common 3.0T engines have horsepower ranging from 290 to 510 kW, which translates to a power range of approximately 213.15 to 374.85 kW (1 hp ≈ 0.735 kW). Considering design margins and the need for coordination with other hybrid system components, the power range of 3.0T hybrid vehicles on the market is generally set at 240-400 kW, which we use as an important reference.

[0667] After a comprehensive analysis of the collaborative working characteristics of the hybrid system's engine, battery, controller, and other components, and after careful consideration, the total electric motor system power was set at 400 kilowatts. In four-wheel drive mode, the motor power for each wheel was 100 kilowatts. This setting not only meets industry standards but also ensures efficient coordination among various components, fully leveraging the vehicle's overall performance advantages.

[0668] 5) Determination of motor operating voltage and frequency

[0669] The three-phase asynchronous multi-pole variable motor of the present invention has a line voltage of 380 volts as specified in the national standard GB156-2017, an operating frequency of 50 Hz, and a frequency modulation range of 0-50 Hz.

[0670] This configuration gives the automotive electric motor of the present invention significant advantages over other types of electric motors. 380 volts are widely used in various domestic electric motors and electrical equipment, forming a highly developed industrial ecosystem around them. Comprehensive design specifications and safety standards provide a reliable basis for the development and production of automotive electric motors, significantly reducing design risks and technical difficulties. Regarding material availability, the universality of this voltage ensures an ample supply of winding materials, insulation materials, and various electronic components. This not only ensures a stable supply of raw materials, shortens procurement cycles, but also reduces costs when purchasing in bulk.

[0671] At the same time, for the automotive electric motor of the present invention, this voltage and frequency, combined with a 0-50Hz frequency modulator, can achieve efficient energy conversion and speed control. Low-frequency startup is smooth, reducing current impact on the power supply system and extending the service life of the power supply equipment; the high-frequency band enables the motor to quickly respond to the speed requirements of different road conditions, taking into account the overall performance of the vehicle and energy consumption control. With such a mature and advanced system, the automotive electric motor of the present invention can comply with existing standards and specifications from design and development, material selection, to production and manufacturing, greatly simplifying the workload, improving product quality, and helping to quickly bring products to market.

[0672] 6) Design of stator silicon steel sheet serration and trapezoidal coil in the motor

[0673] 1)) Design of the serrations of the silicon steel sheets in the stator of the motor

[0674] A major innovation of this motor is the use of a circular structure with square teeth on the silicon steel sheets. For small passenger vehicles (such as common small sleeper cars), there are 24 square teeth, each of which is wound with a trapezoidal coil. The specific structure is shown in the figure below:

[0675] In the design of the vehicle motor of the present invention, the selection of the number of slots follows the following key formula:

[0676] Z=2PL3N

[0677] The meanings of the parameters in the formula are as follows:

[0678] Z is the number of slots, which is 24 for passenger cars;

[0679] P is the maximum number of magnetic pole pairs, which is 4 here;

[0680] L3 represents three-phase electricity and its value is 3;

[0681] N is a natural number, and its value is related to the type of motor. N is also equal to the number of coils per pole when the number of poles is the highest.

[0682] The precise selection of the number of slots is determined after comprehensive consideration of the flexibility of the motor's magnetic pole switching and the adjustability of the output power. Different types of motors correspond to different N values:

[0683] For small motors, such as small passenger car motors, N = 1. The corresponding number of slots Z = 24 slots. For medium-sized motors, such as large trucks and tank motors, N = 2. The corresponding number of slots Z = 48 slots.

[0684] For large motors, such as heavy truck and ship motors, N = 3, corresponding to the number of slots Z = 72 slots.

[0685] For extra-large motors, such as extra-large heavy trucks and large ship motors, N ≥ 4, and the corresponding number of slots Z ≥ 96 slots.

[0686] This slot number selection formula is one of the core technical points of the motor design patented by this invention, and is of great significance to the overall performance of the motor and patent protection.

[0687] 2)) Trapezoidal coil design

[0688] aDesign principles

[0689] In this motor design, the inter-wire spacing of a basic single coil is innovatively set to 0. This basic coil does not directly serve as the working coil of a three-phase asynchronous motor, but rather as the fundamental unit for constructing a coil assembly. By combining two basic single coils in different linking methods, coil assemblies with varying inter-wire spacing are formed. These coil assemblies are the true coil assembly for three-phase asynchronous motors and the key structure for achieving their superior performance.

[0690] This motor coil utilizes an innovative trapezoidal ring structure. By combining two sets of single coils with an initial zero inter-wire spacing and connecting them in different ways, a coil assembly with various inter-wire spacings can be constructed. This coil assembly can be flexibly adjusted to meet the inter-wire spacing requirements of different pole pairs, enabling precise control of the motor's pole pair count.

[0691] The line spacing of a single coil of this motor is designed to be 0, which distinguishes it from other three-phase AC asynchronous motors and has the following significant features:

[0692] b Flexible switching of magnetic poles

[0693] One coil is connected to another coil at a different position to form coil groups with different inter-pole spacings. Different arrangements and combinations can meet diverse inter-pole spacing requirements for different magnetic poles. Circuit control allows for flexible switching between 2, 4, 6, or 8 poles, effectively varying the motor speed.

[0694] cPrecise speed regulation and performance matching

[0695] Combined with frequency modulation technology, speed can be strictly controlled over a wide range. By varying the number of magnetic pole pairs and adjusting the frequency, the power and torque requirements of different operating conditions can be precisely met. Whether it's the high torque required for vehicle launch or the power and speed demands of high-speed driving, it can be perfectly adapted.

[0696] dMultiple power outputs

[0697] In addition to the common star and triangle connection switching, multiple power outputs can also be achieved through parallel, series, and parallel-series connection of coils, ensuring that the motor can operate efficiently under various road conditions.

[0698] Easy to manufacture and maintain

[0699] The wire diameter, number of turns and winding method of each coil are the same, which simplifies the manufacturing process and facilitates maintenance.

[0700] fSignificant performance advantages

[0701] The motor of the present invention has a wide speed regulation range, large torque, and variable power output, and can fully meet the requirements of different working conditions.

[0702] 7) Determination of other parameters of stator silicon steel sheet

[0703] 1) Material selection

[0704] Stator silicon steel sheets are made of high-permeability silicon steel sheets. Silicon steel sheets used in new energy vehicle motors have a thickness between 0.05mm and 0.20mm, with 0.10-0.15mm being the most commonly used.

[0705] The manufacturers and models between 0.05mm-0.20mm are:

[0706] Shougang Zhixin Qian'an Electromagnetic Materials Co., Ltd. Product model: USWH35080H

[0707] The product features an extremely thin 0.1mm high magnetic induction and high strength series of non-oriented electrical steel with high magnetic polarization strength and low iron loss. It is suitable for ultra-high-speed motors such as fuel cell air compressors and electric spindles. It can also be used in drones, new energy vehicle drive motors, distribution transformers and ultra-high voltage transmission transformers.

[0708] China Baowu New Steel Group

[0709] Product model: 15XW1150 hand-tear steel

[0710] Product Features: 0.1mm wide ultra-thin high-grade non-oriented electrical steel, known as the world's thinnest "hand-torn steel" in the field of electrical steel, can be used in high-precision military equipment, high-efficiency electric motors, high-end drones, high-end new energy vehicles and other fields.

[0711] Liangang Electromagnetic Materials Co., Ltd. Product model: L15WV1000

[0712] Product Features: This type of 0.15 mm non-oriented silicon steel sheet has excellent electromagnetic properties, good dimensional accuracy and mechanical properties, and has broad application prospects in new energy vehicle drive motors, drones, humanoid robots and other fields.

[0713] The specific parameters of Shougang USWH35080H are as follows:

[0714] 2)) Electromagnetic properties

[0715] Iron loss (P Fe ): Low iron loss is its remarkable feature. At an operating frequency of 50Hz, the iron loss can reach about 1.097-1.282W / kg, which can effectively reduce the heat generation and energy loss of the iron core when the motor is running, and improve the efficiency of the motor.

[0716] Magnetic induction intensity (B): Value range: 1.6-1.9T. The larger the value, the greater the magnetic flux that can be achieved in a smaller core volume, and the higher the power density of the motor, which helps to achieve miniaturization and lightweighting of the motor.

[0717] Magnetic polarization intensity (Bmax): 1.282T. This value ensures that the motor can operate in a stable magnetic polarization state, making the motor's magnetic properties more stable and reliable, and helping to improve the motor's overall performance.

[0718] Magnetic field strength (Hmax): 60-200A / m. The appropriate magnetic field strength range can reduce unnecessary energy consumption while ensuring the effective operation of the motor, optimize the operating efficiency of the motor, and adapt well to different working conditions.

[0719] 3)) Physical properties

[0720] aDensity

[0721] Usually 7.65g / cm 3 When designing the motor core, the weight and volume of the core can be accurately calculated based on its density.

[0722] bCoefficient of thermal expansion

[0723] About 11.6×10 -6 K, during the operation of the motor, the effect of temperature changes on the core size and performance can be considered based on this parameter.

[0724] 4) Mechanical properties

[0725] aHardness

[0726] It has a certain hardness and can withstand the electromagnetic force and mechanical stress generated when the motor is running, ensuring the structural stability of the iron core.

[0727] bDuctility

[0728] It is relatively good and is not prone to breakage during cutting, stamping and other processing processes, and can meet the processing needs of iron cores of different shapes and sizes.

[0729] 5) Surface quality

[0730] The surface is smooth, flat and of uniform thickness, which can improve the stacking coefficient of the core, reduce the eddy current loss of the core, and facilitate the adhesion of the insulating coating.

[0731] 6)) Chemical composition

[0732] aSilicon content

[0733] Generally, it is around 1.5%-3.0%. By reasonably controlling the silicon content, the resistivity of the silicon steel sheet can be effectively increased and the core loss can be reduced.

[0734] b Aluminum content

[0735] Usually it is 0.3%-0.6%. The addition of aluminum can improve the strength and hardness of silicon steel sheets.

[0736] cCarbon content

[0737] It is controlled at a low level, generally less than 0.003%. Low carbon content can reduce the impact of impurities on the electromagnetic properties of silicon steel sheets.

[0738] 7) Processing performance

[0739] a Film processing

[0740] The surface is smooth and flat, and the thickness is highly uniform. During the punching process, the die wear is small and the punching burrs are few, which can effectively improve production efficiency and punching quality and reduce production costs.

[0741] b Stacking coefficient

[0742] It can usually reach more than 97%. A higher stacking coefficient can increase the effective magnetic path area of the iron core, reduce the eddy current loss of the iron core, and improve the efficiency and power factor of the motor.

[0743] 8)) Insulation performance

[0744] The surface is coated with a semi-organic insulating coating with high interlayer resistance, which can effectively prevent local overheating of the iron core due to eddy currents during operation, improving the safety and reliability of the motor. The coating has good adhesion and corrosion resistance, and can operate stably and long-term in harsh working environments.

[0745] 9)) Silicon steel sheet shape and size

[0746] The stator silicon steel sheet adopts a square tooth ring structure design. The stator core outer diameter D2 is set to 275mm

[0747] The relationship between the total side length of a regular polygon and the circumference of its circumscribed circle is:

[0748] L n =N b tan(180° / N)L 1o / π

[0749] In the formula:

[0750] N b =2Z

[0751] The above formula can be written as:

[0752] L n =2Ztan(180° / (2Z))L 1o / π

[0753] make:

[0754] k=2Ztan(180° / (2Z)) / π

[0755] The formula can be simplified to:

[0756] L n =kL 1o

[0757] In the formula:

[0758] k=2Ztan(180° / (2Z)) / π

[0759] Substituting the known parameters into the formula we get:

[0760] k=2*24tan(180° / (2*24)) / π

[0761] Calculated:

[0762] k=1.001430345

[0763] L 148 The total side length L of the regular 48-gon with diameter D1 1o Circumference of a circle with diameter D1

[0764] N b is the number of sides of a regular polygon

[0765] N b =2Z

[0766] Z=24

[0767] N b =48 sides

[0768] so

[0769] L 148 ≈L 1o L 1o =πD1

[0770] Design-time definition:

[0771] D1=D2-4a1

[0772] The perimeter L1 of D1 is equal to:

[0773] L 148 =2Za1

[0774] In the formula, Z is the number of teeth of the silicon steel sheet, which is also equal to the number of slots of the silicon steel sheet. Z = 24 slots (teeth)

[0775] D1=L 1o / π

[0776] but:

[0777] D1=2Za1 / π

[0778] Known formula

[0779] D2=275mm

[0780] Substituting into the formula we get:

[0781] 2Za1 / π=D2-4a1

[0782] 2Za1 / π+4a1=D2

[0783] (2Z / π+4)a1=D2

[0784] The formula is sorted out:

[0785] a1=D2 / (2Z / π+4)

[0786] a1=275 / ((2*24) / π+4)

[0787] Calculated:

[0788] a1=14.2648mm

[0789] The calculation formula of width b is: b=(L 2o -Za1) / Zb=(πD2-Za1) / Z

[0790] Substituting the known parameters into the formula, we get: b = (π275-24*14.2648) / 24. Calculation: b = 21.7326mm

[0791] Calculation of inner diameter D: D = L / πL = 24a1

[0792] Substituting the following formula into the above formula, we get: D = 24a1 / π

[0793] Substituting the known parameters into the formula, we get: D = 24*14.2648 / π

[0794] Calculated:

[0795] D w =108.9750mm

[0796] D n =275-12*14.2648=103.8224

[0797] It is reasonable for the diameter of the car wheel axle to be no greater than this number.

[0798] D3=D+4a1

[0799] Substituting the known parameters into:

[0800] D3=108.9750+4*14.2648=166.0342

[0801] D3=D2-8a1

[0802] D3=275-8*14.2648=160.8816

[0803] Calculated:

[0804] D3=166.025mm

[0805] c=(πD3-24*A) / 24

[0806] c=(π166.025-24*14.264) / 24

[0807] c=7.4686mm

[0808] 10)) Design of the sleeve:

[0809] In this motor structure, the sleeve thickness (d2 = 14mm) plays a crucial role. The sleeve is equipped with eight keys, both inside and outside. These eight keys, combined with the sleeve caps at both ends, significantly strengthen the lateral and longitudinal rigidity of the silicon steel sheet. Corresponding keyways are designed into the inner ring of the silicon steel sheet and the outer ring of the shaft. This design, which utilizes the keys on the sleeve to mate with the keyways on the inner ring of the silicon steel sheet and the outer ring of the shaft, ensures a secure and reliable connection between the components, enabling excellent mechanical transmission. Furthermore, these eight keys further enhance the rigidity of the sleeve, making the entire structure more stable, durable, and synergistic during motor operation.

[0810] 11) Thickness of silicon steel sheet skeleton ring

[0811] Define the thickness of the ring:

[0812] d=2a1

[0813] Substituting the known parameters into:

[0814] d = 2 * 14.2648

[0815] Calculated:

[0816] d=28.529mm

[0817] 12)) Total thickness of silicon steel sheet

[0818] The total thickness of the silicon steel sheet is determined to be 80mm (the design size of the motor frame determined above). The thickness of each sheet is set to 0.10mm, and the total number of sheets N is p for

[0819] N p =80 / 0.10

[0820] Calculated:

[0821] N p =800 pieces

[0822] The thickness of the silicon steel sheet is set to 0.10mm. This thickness is chosen mainly because the electric motor is a closed system. A thinner silicon steel sheet helps reduce heat generation. On the premise of meeting the design requirements, the motor heat is kept as low as possible. In this way, the motor can better perform and generate greater power when encountering special working conditions that require overload operation, such as difficult mountain roads or being stuck in mud pits.

[0823] Note: In the calculation of silicon steel sheets here, the thickness of the insulator (such as insulating paint) between the sheets is not considered. In future actual design calculations, the effective area of the silicon steel sheet can be calculated in a more accurate way based on the thickness of the insulator provided by the manufacturer. Here, a simplified calculation is performed first.

[0824] 13)) Calculation of silicon steel sheet area related data

[0825] Cross-sectional area of silicon steel sheet rectangular teeth:

[0826] S=a1*L g

[0827] Substituting the known parameters into:

[0828] S=14.2648*80

[0829] Calculated:

[0830] S=1141.1840mm^2=0.0011411840m^2

[0831] The thickness of the insulating varnish is not taken into account here.

[0832] 14)) Calculate magnetic permeance

[0833] Known silicon steel sheet model is: USWH35080H,

[0834] According to the data provided by the manufacturer

[0835] Magnetic field strength range:

[0836] B=40~200A / M

[0837] μ r ≥5102

[0838] Calculation of magnetic permeability of silicon steel sheet USWH35080H

[0839] The magnetic permeability in vacuum is known:

[0840] μ0=4π10 -7 (H / M)

[0841] Known formula:

[0842]

[0843] The formula can be written as

[0844] μ=μ0μ r

[0845] Substituting the known parameters into:

[0846] μ=4π*10-7 *5102

[0847] Calculated:

[0848] μ=6.4114*10 -03 H / m

[0849] 8) Motor coil design

[0850] 1)) Motor coil material selection scheme

[0851] When selecting motor coil materials, conductivity and resistivity are crucial considerations for automotive motors (especially in-wheel or shaft motors). Unlike industrial motors, automotive motors face strict requirements for volume due to limited space. Therefore, high-conductivity materials are required to reduce motor size and increase power density.

[0852] The resistivity of copper is about 1.7×10 -8 Ω·m, the conductivity is about 5.96×10 77 S / m 5.9×10 77 S / m. The resistivity of aluminum is about 2.8×10 -8 Ω·m, conductivity is about 3.53×10 77 S / m~3.6×10 77 S / m. The resistivity of silver is about 1.6×10 -8 Ω·m, conductivity is about 6.29×10 7 S / m~6.3×10 7 S / m, the conductivity of silver is only slightly improved compared to copper. For high-performance automotive electric motors, the conductivity of copper can meet the size and overall performance requirements of the motor, eliminating the need for expensive silver coil wire.

[0853] 2) Basic principles of coil parameter design

[0854] Among coil parameters, the design and calculation of coil wire diameter is particularly important. The wire diameter must be designed based on the maximum current, as current can increase significantly during motor operation due to starting, overload, and other operating conditions. A wire diameter that is too small can heat the conductor, leading to insulation aging and short circuits, thus affecting the motor's reliability and lifespan.

[0855] 9) Calculation of motor coil current and wire diameter

[0856] 1) Calculation of motor coil current density

[0857] a. Calculate the copper wire diameter using current density

[0858] Calculate the cross section of the wire based on the current density, and then calculate the wire diameter based on the cross-sectional area.

[0859] b. Current density

[0860] In the design of motor windings, the current density of copper wire plays a key role in determining whether the wire slot can accommodate the wire. After comprehensive consideration, the value range is set to 4~8A / mm 2 This value has sufficient basis. Although GB / T4706.1-2005 "Safety of Household and Similar Electrical Appliances Part 1: General Requirements" does not directly specify the current density, it gives the long-term load current value of copper core wires of different specifications. It is estimated that the current density in common application scenarios is about 4 to 8A / mm 2 .

[0861] At the same time, GB 50217-2018 "Electric Power Engineering Cable Design Standard" stipulates the cable current-carrying capacity calculation method and related parameters, and DL / T 5221-2016 "Urban Power Cable Line Design Technical Regulations" regulates the cable current-carrying capacity calculation and verification. Based on these two standards, the current density value range of copper conductors can be further verified and determined under different laying conditions, ambient temperatures, etc. In addition, the authoritative electrical design manual summarizes the recommended current density charts and data of copper conductors under different conditions based on a large number of experiments and actual engineering experience, which also points to the following:

[0862] J=4~8A / mm 2

[0863] These standards and materials provide comprehensive and reliable theoretical and practical support to ensure that cable ducts can properly accommodate wires.

[0864] According to the heat dissipation conditions of the motor and the material properties of the copper wire, the present invention selects:

[0865] J=4.0A / mm 2

[0866] 2)) Calculation of the cross-sectional area of a single basic coil copper wire

[0867] Calculate the maximum current through the coil:

[0868]

[0869] in the formula

[0870]

[0871] P n =100kw=100000W

[0872] I p Phase current

[0873] I L Line current

[0874] Substituting into the formula we get:

[0875] I c =22.3433A

[0876] The current density of the coil takes the minimum value in the specification:

[0877] J=4.0A / mm 2

[0878] Substitute into the coil cross-sectional area calculation formula:

[0879]

[0880] We can get:

[0881]

[0882] 3) Calculation of coil wire diameter

[0883] Current density J refers to the current allowed to pass through the unit cross-sectional area of the conductor. According to the formula

[0884] A formula for calculating the cross-sectional area of a conductor can be derived.

[0885]

[0886] For a conductor with a circular cross-section, the formula for its cross-sectional area is:

[0887]

[0888] Further deformation can be obtained to calculate the formula of wire diameter d

[0889]

[0890] Substituting the formula into the formula we get

[0891]

[0892] Substitute known physical data into the formula:

[0893]

[0894] Calculation results:

[0895] d=2.6669mm

[0896] When calculating the diameter of the motor winding copper wire, first calculate the total current I of each coil. c and the selected current density J, calculate the copper wire cross-sectional area S of a single coil, and then calculate the wire diameter d using the above formula.

[0897] 3)) Calculation of number of turns:

[0898] a. Magnetic permeability:

[0899] μ=6.4114*10 -03 H / m

[0900] The magnetic permeability of silicon steel sheet is determined by the material properties of silicon steel sheet. It can be obtained from the material manual or from the previous calculation. It reflects the ability of silicon steel sheet to conduct magnetic field.

[0901] b. Core size:

[0902] Assume the core is a rectangular parallelepiped with a length a2 and a width a1. The core length and the height of the trapezoidal coil are equal, both h. These dimensions determine the core's geometry and the length of the magnetic path. The core length also affects the coil's equivalent magnetic path length.

[0903] c. Coil parameters:

[0904] Trapezoidal coil geometry:

[0905] The length of the upper rectangular block's base is A1, and its width is A2; the length of the lower rectangular block's base is B1, and its width is B2. These four dimensions determine the shape and size of the upper and lower bases of the trapezoidal coil.

[0906] The height of the trapezoidal coil is h2, which is consistent with the core length h1, affecting the cross-sectional area of the coil and the equivalent magnetic path length in the turns calculation.

[0907] d. Coil wire parameters

[0908] The wire radius r, although not directly reflected in the subsequent derivation of the number of turns and wire length formula, is related to the winding process, such as practical factors that affect the filling factor of the coil.

[0909] e. Current I c

[0910] The total current passing through the coil includes the current of effective power and reactive power, which is determined by the circuit design requirements and is a key factor affecting the magnetic field strength.

[0911] f. Power supply parameters

[0912] The voltage applied to the two ends of the coil is V, and the power frequency is f. These two parameters determine the magnitude of the induced electromotive force during the electromagnetic induction process.

[0913] g. Calculate the magnetic field strength B m

[0914] Ampere's circuit theorem is generally stated as

[0915]

[0916] For the motor core magnetic circuit, a closed path that coincides with the core centerline is selected. Since the magnetic field distribution inside the core is relatively uniform, and the length of the closed path is approximately equal to the core height h1

[0917] l c =2h1+b+c

[0918] The magnetic field strength along this path is approximately constant and its direction is parallel to the path, so

[0919]

[0920] The current enclosed by the closed path lc is the total current passing through the coil, that is, NI c (N is the number of turns, I c is the current passing through the coil), from which we can get

[0921] Hl c =NI c

[0922] The magnetic field strength

[0923]

[0924] B=μH

[0925] Finding the maximum value yields:

[0926]

[0927] h. Magnetic flux

[0928] Magnetic flux calculation formula:

[0929] Φ m =B m S eff

[0930] Cross-sectional area of silicon steel sheet

[0931] S=a1a2

[0932] Change the formula:

[0933]

[0934] Substituting into the formula we get:

[0935]

[0936] j. Calculate the average circumference of each layer of coil

[0937]

[0938] The average circumference of each coil turn. Considering that the coil surrounds the iron core, the circumference of the iron core in both directions needs to be added. This circumference is used to calculate the total length of the wire.

[0939] K. Calculation of the number of turns

[0940] According to Faraday's law of electromagnetic induction

[0941]

[0942] For three-phase AC power it is sinusoidal AC power

[0943] Φ=Φ m sin(2πft)

[0944] In the formula:

[0945] Ф m is the maximum magnetic flux,

[0946] f is the frequency of alternating current,

[0947] t is time.

[0948] Taking the derivative of Ф,

[0949] According to the derivative rule of composite function

[0950]

[0951] Substituting the above formula into the formula, we can get the instantaneous value of the induced electromotive force:

[0952] V(t)=NΦ m 2πfcos(2πft)

[0953] Calculation of effective voltage of sinusoidal alternating current

[0954] According to the definition of the effective value of sinusoidal alternating current, for the voltage V(t) that changes with time t, its effective value V eff satisfy

[0955]

[0956] in the formula

[0957]

[0958] T is the period,

[0959] Will

[0960] V(t)=NΦ m 2πfcos(2πft)

[0961] Substituting in:

[0962]

[0963] use

[0964] make

[0965] a=2πft

[0966] but

[0967] Substituting into the above formula, we get

[0968] because

[0969] besides:

[0970] but:

[0971]

[0972] So we get:

[0973] Further simplification:

[0974]

[0975] Derivation of the coil turns formula

[0976] Known formula

[0977] In the formula:

[0978] μ is the magnetic permeability,

[0979] I m is the maximum coil current,

[0980] l c magnetic circuit

[0981] N is the number of turns of a single coil

[0982] Φ m Maximum magnetic flux

[0983] Magnetic permeability of μ silicon steel sheet

[0984] fPower frequency

[0985] S x The cross-sectional area of the serrated silicon steel sheet will be m Substitute the formula into formula V eff Arranged:

[0986] After the formula is transformed, we get:

[0987]

[0988] V eff =U L

[0989] Substituting the above formula into the equation, we get:

[0990]

[0991] The formula is sorted out:

[0992]

[0993] Turns calculation:

[0994] Known parameters:

[0995] V eff =U=380 volts

[0996] f=50Hz

[0997] μ=6.4114*10 -03 H / m

[0998] I c =22.3433A

[0999] I L =178.7464A

[1000] a1=0.014264m

[1001] a2=0.080m

[1002] A1=2a1-2

[1003] A1=2*14.264-2

[1004] A1=0.026528m

[1005] A2=a2+a1-2

[1006] A2=80+14.264-2

[1007] A2=0.092264m

[1008] D3=0.166025m

[1009] h1≈h2=(0.275-0.166025) / 2=0.0544875m

[1010] h1=4*14.264m=57.0560mm

[1011] S d =5.5859mm2

[1012] l c ≈2(h1+b+c)

[1013] l c =2*(57.0560+21.7326+7.4686)=172.5144mm

[1014] l c =172.5144mm

[1015] S xh =0.014264*0.08=0.00114112m^2

[1016] Known formula:

[1017]

[1018] Substituting the known physical quantities into the formula we get:

[1019] N=(4*3^(1 / 2)*380*0.1725144 / (PI()*50*6.4114*10^(-03)*178.7464*0.014264*0.080))^(1 / 2)

[1020] Calculation results:

[1021] N = 47.02124222 = 48 turns

[1022] 2) Calculation of the offline rate of the slot area

[1023] a. Total surface of coil:

[1024] S xz is the total area of the coil

[1025] S xz =N*S

[1026] Substituting the known physical quantities into the formula we get:

[1027] S xz =48*5.5859mm^2

[1028] Calculation results:

[1029] S xz =268.1232mm^2

[1030] b. Calculation of cable trough area:

[1031] Known parameters:

[1032] B=21.733mm

[1033] h1=4a1mm=4*14.264=57.0560mm

[1034] C=7.4686mm

[1035] Available area of cable duct:

[1036] St=(C+B)h2 / 4

[1037] S t =(7.4686+21.733)*57.0560 / 4

[1038] S t =416.5316mm^2

[1039] c. Calculation results

[1040] N b =268.1232 / 416.5316=0.643704343

[1041] In this in-depth study of the full-parallel motor connection method, we rigorously calculated and verified key parameters such as the motor coil current, wire diameter, number of turns, and slot area. Repeated calculations and analysis revealed that, based on existing copper wire material technical data, copper is the preferred material for achieving the desired stable operation and efficient power output, considering the motor's electromagnetic performance, as well as economical cost considerations.

[1042] 10) Coil wiring design and connection switching

[1043] 1) Coil lead-out and magnetic pole control principle

[1044] After the stator coils are wound, each coil has two wire ends, with eight coils per phase. This leads to 2*8 wire ends, for a total of 2*24 wire ends across the three phases, which are then connected to the motor's external controller. In its initial state, the motor's magnetic poles are not fixed to a specific number of poles. The controller switches the number of magnetic pole pairs based on the motor's operating requirements, such as vehicle speed and load conditions, by controlling the connection combinations between different wire ends. For example, when the motor needs to operate in a two-pole mode, the controller connects specific wire ends so that the current forms a two-pole magnetic field distribution pattern in the coils. When switching to a four-pole mode, the controller changes the connection pattern and adjusts the current path to produce a four-pole magnetic field. This design allows for more flexible magnetic pole switching in the motor, freeing it from the fixed pole restrictions of traditional winding methods and enabling it to better adapt to complex and changing operating conditions.

[1045] 2)) Basic description of the coil

[1046] The stator of this motor has 24 slots, corresponding to 24 coils, arranged in three phases, with each phase occupying eight slots, or eight coils. All coils are wound using the same method and in the same direction. Each coil has two terminals, labeled a (incoming terminal) and b (outgoing terminal). Changing the connection order of terminals a and b reverses the direction of the magnetic poles produced by the coils. The three-phase alternating current is A, B, and C, with an electrical angle difference of 120 degrees between phases.

[1047] 3)) Parallel wiring method

[1048] Compared with other wiring methods, the single coil parallel wiring method can maximize the output power of the motor.

[1049] a Two-pole motor wiring scheme

[1050] Relationship between the number of slots and the number of poles

[1051] The motor has 24 slots and is a two-pole model. According to the relationship between the number of poles and slots, in a two-pole motor, the number of slots occupied by each pole p is

[1052] groove.

[1053] b Three-phase coil distribution

[1054] The 24 slots are evenly distributed to the three phases, with each phase occupying

[1055] groove.

[1056] A phase coil distribution:

[1057] The 8 working coils of phase A are distributed in slots 1, 4, 7, 10, 13, 16, 19 and 22.

[1058] All 8 coils are connected in parallel. The specific wiring method is as follows:

[1059] For the coil in slot 1, end a (incoming end) is connected to the common incoming node of phase A, and end b (outgoing end) is connected to the common outgoing node of phase A.

[1060] The coil in slot 4 has its end a connected to the common incoming node of phase A, and its end b connected to the common outgoing node of phase A.

[1061] The coil in slot 7 has its end a connected to the common incoming node of phase A, and its end b connected to the common outgoing node of phase A.

[1062] The coil in slot 10 has its end a connected to the common incoming node of phase A, and its end b connected to the common outgoing node of phase A.

[1063] The coil in slot 13 has its end a connected to the common outgoing node of phase A and its end b connected to the common incoming node of phase A, which is opposite to the magnetic poles of the previous four coils.

[1064] The coil in slot 16 has its end a connected to the common outgoing node of phase A, and its end b connected to the common incoming node of phase A.

[1065] The coil in slot 19 has its end a connected to the common outgoing node of phase A, and its end b connected to the common incoming node of phase A.

[1066] The coil in slot 22 has its end a connected to the common outgoing node of phase A, and its end b connected to the common incoming node of phase A.

[1067] B phase coil distribution:

[1068] The 8 working coils of phase B are distributed in slots 2, 5, 8, 11, 14, 17, 20 and 23.

[1069] The parallel connection method is also used, and the specific wiring is:

[1070] The coil in slot 2 has its end a connected to the common incoming node of phase B, and its end b connected to the common outgoing node of phase B.

[1071] The coil in slot 5 has its end a connected to the common incoming node of phase B, and its end b connected to the common outgoing node of phase B.

[1072] For the coil in slot 8, end a is connected to the common incoming node of phase B, and end b is connected to the common outgoing node of phase B.

[1073] The coil in slot 11 has its end a connected to the common incoming node of phase B, and its end b connected to the common outgoing node of phase B.

[1074] The coil in slot 14 has its end a connected to the common outgoing node of phase B and its end b connected to the common incoming node of phase B, which is opposite to the magnetic poles of the previous four coils.

[1075] The coil in slot 17 has its end a connected to the common outgoing node of phase B, and its end b connected to the common incoming node of phase B.

[1076] The coil in slot 20 has its end a connected to the common outgoing node of phase B, and its end b connected to the common incoming node of phase B.

[1077] The coil in slot 23 has its end a connected to the common outgoing node of phase B, and its end b connected to the common incoming node of phase B.

[1078] To ensure that the magnetic field of phase B differs by 120 electrical degrees from the magnetic field of phase A, the connection between the common incoming node and the common outgoing node of phase B and the power supply must be correctly connected according to the three-phase electrical angle rule.

[1079] C phase coil distribution:

[1080] The 8 working coils of phase C are distributed in slots 3, 6, 9, 12, 15, 18, 21 and 24.

[1081] Use parallel connection method, specific wiring:

[1082] The coil in slot 3 has its end a connected to the common incoming node of phase C, and its end b connected to the common outgoing node of phase C.

[1083] The coil in slot 6 has its end a connected to the common incoming node of phase C, and its end b connected to the common outgoing node of phase C.

[1084] The coil in slot 9 has its end a connected to the common incoming node of phase C, and its end b connected to the common outgoing node of phase C.

[1085] The coil in slot 12 has its end a connected to the common incoming node of phase C, and its end b connected to the common outgoing node of phase C.

[1086] The coil in slot 15 has its end a connected to the common outgoing node of phase C and its end b connected to the common incoming node of phase C, which is opposite to the magnetic poles of the previous four coils.

[1087] The coil in slot 18 has its end a connected to the common outgoing node of phase C, and its end b connected to the common incoming node of phase C.

[1088] The coil in slot 21 has its end a connected to the common outgoing node of phase C, and its end b connected to the common incoming node of phase C.

[1089] The coil in slot 24 has its end a connected to the common outgoing node of phase C, and its end b connected to the common incoming node of phase C.

[1090] To ensure that the C-phase magnetic field is 120 electrical degrees out of phase with the A-phase and B-phase magnetic fields, the connections between the C-phase common incoming and outgoing nodes and the power supply must be correctly connected according to the three-phase electrical angle rule.

[1091] Three-phase power connection

[1092] Connect the common incoming line nodes and common outgoing line nodes of phases A, B, and C to the three-phase power supply according to the three-phase 120-degree electrical angle rule to form a two-pole rotating magnetic field.

[1093] b. Four-pole motor wiring scheme

[1094] Relationship between the number of slots and the number of poles

[1095] The motor has 24 slots and four poles. The number of slots occupied by each pole is

[1096] groove.

[1097] Three-phase coil distribution

[1098] Each phase

[1099] 24÷3=8 slots.

[1100] A phase coil distribution:

[1101] The 8 working coils of phase A are distributed in slots 1, 4, 7, 10, 13, 16, 19 and 22.

[1102] All adopt parallel connection method, specific wiring:

[1103] The coil end a in slot 1 is connected to the common incoming node of phase A, and the coil end b is connected to the common outgoing node.

[1104] The coil end a in slot 4 is connected to the common incoming node of phase A, and the coil end b is connected to the common outgoing node.

[1105] The a end of the coil in slot 7 is connected to the common outgoing node of phase A, and the b end is connected to the common incoming node, which has the opposite magnetic pole to the coils in slots 1 and 4.

[1106] End a of the coil in slot 10 is connected to the common outgoing node of phase A, and end b is connected to the common incoming node.

[1107] The a end of the coil in slot 13 is connected to the common incoming node of phase A, and the b end is connected to the common outgoing node, which has the opposite magnetic pole to the coils in slots 7 and 10.

[1108] The coil end a in slot 16 is connected to the common incoming node of phase A, and the coil end b is connected to the common outgoing node.

[1109] The a end of the coil in slot 19 is connected to the common outgoing node of phase A, and the b end is connected to the common incoming node. Its magnetic pole is opposite to that of the coils in slots 13 and 16.

[1110] The coil end a in slot 22 is connected to the common outgoing node of phase A, and the coil end b is connected to the common incoming node.

[1111] This forms a magnetic field distribution that meets the requirements of a quadrupole magnetic field.

[1112] B phase coil distribution:

[1113] The 8 working coils of phase B are distributed in slots 2, 5, 8, 11, 14, 17, 20 and 23.

[1114] Use parallel connection method, specific wiring:

[1115] The coil in slot 2 has its end a connected to the common incoming node of phase B, and its end b connected to the common outgoing node of phase B.

[1116] The coil in slot 5 has its end a connected to the common incoming node of phase B, and its end b connected to the common outgoing node of phase B.

[1117] For the coil in slot 8, end a is connected to the common incoming node of phase B, and end b is connected to the common outgoing node of phase B.

[1118] The coil in slot 11 has its end a connected to the common incoming node of phase B, and its end b connected to the common outgoing node of phase B.

[1119] The coil in slot 14 has its end a connected to the common outgoing node of phase B and its end b connected to the common incoming node of phase B, which is opposite to the magnetic poles of the previous four coils.

[1120] The coil in slot 17 has its end a connected to the common outgoing node of phase B, and its end b connected to the common incoming node of phase B.

[1121] The coil in slot 20 has its end a connected to the common outgoing node of phase B, and its end b connected to the common incoming node of phase B.

[1122] The coil in slot 23 has its end a connected to the common outgoing node of phase B, and its end b connected to the common incoming node of phase B.

[1123] To ensure that the magnetic field of phase B differs by 120 electrical degrees from the magnetic field of phase A, the connection between the common incoming node and the common outgoing node of phase B and the power supply must be correctly connected according to the three-phase electrical angle rule.

[1124] C phase coil distribution:

[1125] The 8 working coils of phase C are distributed in slots 3, 6, 9, 12, 15, 18, 21 and 24.

[1126] Use parallel connection method, specific wiring:

[1127] The coil in slot 3 has its end a connected to the common incoming node of phase C, and its end b connected to the common outgoing node of phase C.

[1128] The coil in slot 6 has its end a connected to the common incoming node of phase C, and its end b connected to the common outgoing node of phase C.

[1129] The coil in slot 9 has its end a connected to the common incoming node of phase C, and its end b connected to the common outgoing node of phase C.

[1130] The coil in slot 12 has its end a connected to the common incoming node of phase C, and its end b connected to the common outgoing node of phase C.

[1131] The coil in slot 15 has its end a connected to the common outgoing node of phase C and its end b connected to the common incoming node of phase C, which is opposite to the magnetic poles of the previous four coils.

[1132] The coil in slot 18 has its end a connected to the common outgoing node of phase C, and its end b connected to the common incoming node of phase C.

[1133] The coil in slot 21 has its end a connected to the common outgoing node of phase C, and its end b connected to the common incoming node of phase C.

[1134] The coil in slot 24 has its end a connected to the common outgoing node of phase C, and its end b connected to the common incoming node of phase C.

[1135] To ensure that the C-phase magnetic field is 120 electrical degrees out of phase with the A-phase and B-phase magnetic fields, the connections between the C-phase common incoming and outgoing nodes and the power supply must be correctly connected according to the three-phase electrical angle rule.

[1136] Three-phase power connection

[1137] Connect the A-phase, B-phase, and C-phase output terminals to a three-phase power supply according to the three-phase 120-degree electrical angle rule to form a four-pole rotating magnetic field.

[1138] c Six-pole coil wiring

[1139] In the six-pole mode of a 24-slot motor, there are two wiring methods, each with its own advantages and disadvantages. While the pole-phase grouping method has certain advantages, it is not suitable for applications requiring high vehicle stability due to uneven magnetic field distribution and the tendency to generate vibration. The even distribution method with six empty slots better meets this requirement, so we chose this method. The specific wiring procedure is as follows:

[1140] First, evenly space six empty slots, leaving every third slot empty. These slots are slots 4, 8, 12, 16, 20, and 24. Mark these slots as unconnected to the power supply, meaning no coils are installed. Then, install and connect the three-phase coils in the remaining 18 slots.

[1141] Therefore, the motor has 18 slots and six poles. The number of slots occupied by each pole is:

[1142] groove.

[1143] Three-phase coil distribution

[1144] Each phase

[1145] groove.

[1146] A phase coil wiring

[1147] Of the remaining 18 slots, six slots are used for coils in phase A. To achieve uniform distribution, the six working coils of phase A are located in slots 1, 5, 9, 13, 17, and 21, respectively.

[1148] All six working coils are connected in parallel. The specific wiring method is as follows:

[1149] For the coil in slot 1, connect its a end (incoming end) to the common incoming node of phase A, and its b end (outgoing end) to the common outgoing node of phase A.

[1150] The coil in slot 5 has its end a connected to the common outgoing node of phase A and its end b connected to the common incoming node of phase A, forming a magnetic pole opposite to that of the coil in slot 1 (reverse connection).

[1151] The coil in slot 9 has its end a connected to the common incoming node of phase A and its end b connected to the common outgoing node of phase A, which has the opposite magnetic pole to the coil in slot 5 (connected in the forward direction).

[1152] The coil in slot 13 has its end a connected to the common outgoing node of phase A and its end b connected to the common incoming node of phase A. Its magnetic pole is opposite to that of the coil in slot 9 (connected in reverse).

[1153] The coil in slot 17 has its end a connected to the common incoming node of phase A and its end b connected to the common outgoing node of phase A, which has the opposite magnetic pole to the coil in slot 13 (connected in the forward direction).

[1154] The coil in slot 21 has its end a connected to the common outgoing node of phase A and its end b connected to the common incoming node of phase A. Its magnetic pole is opposite to that of the coil in slot 17 (reverse connection).

[1155] Connect the common incoming line node of phase A to one phase of the three-phase power supply that has undergone a specific phase adjustment (according to the three-phase 120-degree electrical angle rule), and connect the common outgoing line node of phase A to the other phase that has undergone the corresponding adjustment to ensure that phase A can generate a magnetic field that meets the requirements of the hexapole magnetic field.

[1156] B phase coil wiring

[1157] Phase B also uses six coil slots. The six working coils of phase B are reasonably distributed in slots 2, 6, 10, 14, 18, and 22.

[1158] These 6 working coils are all connected in parallel, and the specific wiring is as follows:

[1159] The coil in slot 2 has its end a connected to the common incoming node of phase B, and its end b connected to the common outgoing node of phase B.

[1160] The coil in slot 6 has its end a connected to the common outgoing node of phase B and its end b connected to the common incoming node of phase B, forming a magnetic pole opposite to that of the coil in slot 2 (reverse connection).

[1161] The coil in slot 10 has its end a connected to the common incoming node of phase B and its end b connected to the common outgoing node of phase B, which has the opposite magnetic pole to the coil in slot 6 (connected in the forward direction).

[1162] The coil in slot 14 has end a connected to the common outgoing node of phase B and end b connected to the common incoming node of phase B, which has the opposite magnetic pole to the coil in slot 10 (reverse connection).

[1163] The coil in slot 18 has its end a connected to the common incoming node of phase B and its end b connected to the common outgoing node of phase B, which has the opposite magnetic pole to the coil in slot 14 (connected in the forward direction).

[1164] The coil in slot 22 has its end a connected to the common outgoing node of phase B and its end b connected to the common incoming node of phase B. Its magnetic pole is opposite to that of the coil in slot 18 (connected in reverse).

[1165] Connect the common incoming line node of phase B to one phase of the three-phase power supply that has undergone a specific phase adjustment (maintaining a 120-degree electrical angle difference with phase A), and connect the common outgoing line node of phase B to the other phase that has undergone the corresponding adjustment, so that the magnetic field generated by the phase B coil cooperates with the magnetic field of phase A to meet the requirements of the six-pole magnetic field.

[1166] C phase coil wiring

[1167] Phase C uses six coil slots. The six working coils of phase C are distributed in slots 3, 7, 11, 15, 19, and 23.

[1168] All 6 working coils are connected in parallel. The specific wiring method is as follows:

[1169] The coil in slot 3 has its end a connected to the common incoming node of phase C, and its end b connected to the common outgoing node of phase C.

[1170] The coil in slot 7 has end a connected to the common outgoing node of phase C and end b connected to the common incoming node of phase C, forming a magnetic pole opposite to that of the coil in slot 3 (reverse connection).

[1171] The coil in slot 11 has end a connected to the common incoming node of phase C and end b connected to the common outgoing node of phase C, which has the opposite magnetic pole to the coil in slot 7 (connected in the forward direction).

[1172] The coil in slot 15 has end a connected to the common outgoing node of phase C and end b connected to the common incoming node of phase C. Its magnetic pole is opposite to that of the coil in slot 11 (reverse connection).

[1173] The coil in slot 19 has end a connected to the common incoming node of phase C and end b connected to the common outgoing node of phase C, which has the opposite magnetic pole to the coil in slot 15 (connected in the forward direction).

[1174] The coil in slot 23 has end a connected to the common outgoing node of phase C and end b connected to the common incoming node of phase C. Its magnetic pole is opposite to that of the coil in slot 19 (reverse connection).

[1175] Connect the common incoming line node of phase C to one phase of the three-phase power supply after a specific phase adjustment (maintaining a 120-degree electrical angle difference with phases A and B), and connect the common outgoing line node of phase C to the other phase after the corresponding adjustment, so that the magnetic field generated by the phase C coil acts together with the magnetic fields of phases A and B to construct a six-pole rotating magnetic field in the stator slots.

[1176] Three-phase power connection

[1177] Following the strict 120-degree electrical angle rule between the three phases, correctly connect the common incoming and outgoing nodes of phases A, B, and C to the three-phase power supply. This creates a six-pole rotating magnetic field within the stator slots, equivalent to the magnetic field structure of a traditional six-pole motor.

[1178] Because six of the eight slots per phase are used for coil operation and are evenly distributed (with idle slots also rationally distributed), motor balance is maximized during operation, minimizing vibration. Furthermore, because the coil grouping in the six-pole configuration is not completely even (six coils per eight slots), theoretically, its power is lower than that of other pole numbers in optimal wiring conditions.

[1179] Program control

[1180] To enable the six-pole mode to operate under suitable conditions, the controller sets the relevant parameters based on the motor's operating requirements and feedback information. For example, when the vehicle is climbing a slope or traveling with a heavy load and requires a large torque, although the six-pole mode power is relatively low, by adjusting the controller parameters, such as appropriately increasing the current output, the advantage of the motor in the six-pole mode providing a large torque can be fully utilized to meet the actual working conditions. At the same time, the controller monitors the motor's operating status in real time, such as current, voltage, speed and other parameters, and dynamically adjusts the parameter settings based on the monitoring results to ensure stable and efficient operation of the motor in the six-pole mode.

[1181] d. Octopole coil wiring:

[1182] 24-slot eight-pole motor wiring scheme

[1183] Relationship between the number of slots and the number of poles

[1184] The motor has 24 slots and eight poles. The number of slots occupied by each pole is

[1185] groove.

[1186] Three-phase coil distribution

[1187] Each phase

[1188] groove.

[1189] A phase coil distribution:

[1190] The 8 working coils of phase A are distributed in slots 1, 4, 7, 10, 13, 16, 19 and 22.

[1191] Use parallel connection method, specific wiring:

[1192] The coil end a in slot 1 is connected to the common incoming node of phase A, and the coil end b is connected to the common outgoing node.

[1193] The a end of the coil in slot 4 is connected to the common outgoing node of phase A, and the b end is connected to the common incoming node, which has the opposite magnetic pole to the coil in slot 1.

[1194] The a end of the coil in slot 7 is connected to the common incoming node of phase A, and the b end is connected to the common outgoing node, which has the opposite magnetic pole to the coil in slot 4.

[1195] End a of the coil in slot 10 is connected to the common outgoing node of phase A, and end b is connected to the common incoming node, which has the opposite magnetic pole to the coil in slot 7.

[1196] The a end of the coil in slot 13 is connected to the common incoming node of phase A, and the b end is connected to the common outgoing node, which has the opposite magnetic pole to the coil in slot 10.

[1197] The a end of the coil in slot 16 is connected to the common outgoing node of phase A, and the b end is connected to the common incoming node, which has the opposite magnetic pole to the coil in slot 13.

[1198] The a end of the coil in slot 19 is connected to the common incoming node of phase A, and the b end is connected to the common outgoing node, which has the opposite magnetic pole to the coil in slot 16.

[1199] The a end of the coil in slot 22 is connected to the common outgoing node of phase A, and the b end is connected to the common incoming node, which has the opposite magnetic pole to the coil in slot 19.

[1200] This forms a magnetic field distribution that meets the requirements of an octupole magnetic field.

[1201] B phase coil distribution:

[1202] The 8 working coils of phase B are distributed in slots 2, 5, 8, 11, 14, 17, 20 and 23.

[1203] Use parallel connection method, specific wiring:

[1204] The coil in slot 2 has its end a connected to the common incoming node of phase B, and its end b connected to the common outgoing node of phase B.

[1205] The coil in slot 5 has its end a connected to the common outgoing node of phase B and its end b connected to the common incoming node of phase B, which has the opposite magnetic pole to the coil in slot 2.

[1206] The coil in slot 8 has its end a connected to the common incoming node of phase B and its end b connected to the common outgoing node of phase B, which has the opposite magnetic pole to the coil in slot 5.

[1207] The coil in slot 11 has its end a connected to the common outgoing node of phase B and its end b connected to the common incoming node of phase B, which has the opposite magnetic pole to the coil in slot 8.

[1208] The coil in slot 14 has its end a connected to the common incoming node of phase B and its end b connected to the common outgoing node of phase B, which has the opposite magnetic pole to the coil in slot 11.

[1209] The coil in slot 17 has its end a connected to the common outgoing node of phase B and its end b connected to the common incoming node of phase B, which has the opposite magnetic pole to the coil in slot 14.

[1210] The coil in slot 20 has its end a connected to the common incoming node of phase B and its end b connected to the common outgoing node of phase B, which has the opposite magnetic pole to the coil in slot 17.

[1211] The coil in slot 23 has its end a connected to the common outgoing node of phase B and its end b connected to the common incoming node of phase B, which has the opposite magnetic pole to the coil in slot 20.

[1212] To ensure that the magnetic field of phase B differs by 120 electrical degrees from the magnetic field of phase A, the connection between the common incoming node and the common outgoing node of phase B and the power supply must be correctly connected according to the three-phase electrical angle rule.

[1213] C phase coil distribution:

[1214] The 8 working coils of phase C are distributed in slots 3, 6, 9, 12, 15, 18, 21 and 24.

[1215] Use parallel connection method, specific wiring:

[1216] The coil in slot 3 has its end a connected to the common incoming node of phase C, and its end b connected to the common outgoing node of phase C.

[1217] The coil in slot 6 has end a connected to the common outgoing node of phase C and end b connected to the common incoming node of phase C, which has opposite magnetic poles to the coil in slot 3.

[1218] The coil in slot 9 has end a connected to the common incoming node of phase C and end b connected to the common outgoing node of phase C, which has opposite magnetic poles to the coil in slot 6.

[1219] The coil in slot 12 has end a connected to the common outgoing node of phase C and end b connected to the common incoming node of phase C, which has opposite magnetic poles to the coil in slot 9.

[1220] The coil in slot 15 has end a connected to the common incoming node of phase C and end b connected to the common outgoing node of phase C, which has opposite magnetic poles to the coil in slot 12.

[1221] The coil in slot 18 has its end a connected to the common outgoing node of phase C and its end b connected to the common incoming node of phase C, which has the opposite magnetic pole to the coil in slot 15.

[1222] The coil in slot 21 has its end a connected to the common incoming node of phase C and its end b connected to the common outgoing node of phase C, which has the opposite magnetic pole to the coil in slot 18.

[1223] The coil in slot 24 has its end a connected to the common outgoing node of phase C and its end b connected to the common incoming node of phase C, and its magnetic pole is opposite to that of the coil in slot 21.

[1224] To ensure that the C-phase magnetic field is 120 electrical degrees out of phase with the A-phase and B-phase magnetic fields, the connections between the C-phase common incoming and outgoing nodes and the power supply must be correctly connected according to the three-phase electrical angle rule.

[1225] Three-phase power connection

[1226] Connect the A-phase, B-phase, and C-phase output terminals to a three-phase power supply according to the three-phase 120-degree electrical angle rule to form an octapole rotating magnetic field.

[1227] 4)) Series wiring

[1228] Compared with other wiring methods, the single coil series wiring method can minimize the output power of the motor.

[1229] a Two-pole motor wiring scheme

[1230] The relationship between the number of slots and the number of poles: The motor has 24 slots and a two-pole mode, and the number of slots occupied by each pole is

[1231] groove.

[1232] The three-phase coil distribution accounts for each phase:

[1233] groove.

[1234] Three-phase coil distribution:

[1235] Phase A Coil Distribution: The eight active coils of Phase A are distributed in slots 1, 4, 7, 10, 13, 16, 19, and 22. Using a series connection method, connect the b-end of the coil in slot 1 to the a-end of the coil in slot 4, the b-end of the coil in slot 4 to the a-end of the coil in slot 7, and so on. Finally, the b-end of the coil in slot 22 serves as the common outgoing node for Phase A, and the a-end of the coil in slot 1 serves as the common incoming node for Phase A. By properly connecting adjacent coils end to end, the magnetic poles are adjusted so that the magnetic fields generated by the first four coils are in the same direction, while the magnetic fields generated by the last four coils are in the opposite direction, forming a dipolar magnetic field.

[1236] B-phase coil distribution: The eight B-phase working coils are distributed in slots 2, 5, 8, 11, 14, 17, 20, and 23. They are also connected in series, and the magnetic poles are adjusted so that the B-phase magnetic field differs from the A-phase magnetic field by 120 electrical degrees.

[1237] C-phase coil distribution: The eight C-phase active coils are located in slots 3, 6, 9, 12, 15, 18, 21, and 24. They are connected in series and the magnetic poles are adjusted to ensure that the C-phase magnetic field is 120 electrical degrees out of phase with the A-phase and B-phase magnetic fields.

[1238] Three-phase power supply connection: Connect the common incoming line nodes and common outgoing line nodes of phases A, B, and C to the three-phase power supply according to the three-phase 120-degree electrical angle rule to form a two-pole rotating magnetic field.

[1239] b. Four-pole motor wiring scheme

[1240] The relationship between the number of slots and the number of poles: The motor has 24 slots and a four-pole mode, and the number of slots occupied by each pole is

[1241] groove.

[1242] The three-phase coil distribution accounts for each phase:

[1243] groove.

[1244] Three-phase coil distribution:

[1245] Phase A Coil Distribution: The eight active coils of phase A are distributed in slots 1, 4, 7, 10, 13, 16, 19, and 22. They are connected in series, for example, connecting the b-end of the coil in slot 1 to the a-end of the coil in slot 4, and the b-end of the coil in slot 4 to the a-end of the coil in slot 7. These connections ensure that the magnetic fields generated by coils 1 and 4 are in the same direction, while the magnetic fields generated by coils 7 and 10 are in the opposite direction to those of coils 1 and 4. The magnetic fields of coils 13 and 16 are in the opposite direction to those of coils 7 and 10, and the magnetic fields of coils 19 and 22 are in the opposite direction to those of coils 13 and 16, thus forming a distribution that meets the requirements of a quadrupole magnetic field.

[1246] B-phase coil distribution: The eight B-phase working coils are distributed in slots 2, 5, 8, 11, 14, 17, 20, and 23. They are connected in series and the magnetic poles are adjusted so that the B-phase magnetic field differs by 120 electrical degrees from the A-phase magnetic field.

[1247] C-phase coil distribution: The eight C-phase active coils are located in slots 3, 6, 9, 12, 15, 18, 21, and 24. They are connected in series and the magnetic poles are adjusted to ensure that the C-phase magnetic field is 120 electrical degrees out of phase with the A-phase and B-phase magnetic fields.

[1248] Three-phase power connection: Connect the A-phase, B-phase, and C-phase output terminals to the three-phase power supply according to the three-phase 120-degree electrical angle rule to form a four-pole rotating magnetic field.

[1249] C six-pole motor wiring scheme

[1250] In the six-pole mode of a 24-slot motor, the even distribution scheme of 6 empty slots is selected. The specific wiring procedure is as follows:

[1251] First, evenly space six empty slots, leaving every third slot empty. These slots are slots 4, 8, 12, 16, 20, and 24. Mark these slots as not to install coils. Then, install and connect the three-phase coils in the remaining 18 slots.

[1252] The relationship between the number of slots and the number of poles: The motor has 18 slots and a six-pole mode, and the number of slots occupied by each pole is

[1253] groove.

[1254] The three-phase coil distribution accounts for each phase:

[1255] groove.

[1256] A phase coil wiring

[1257] Of the remaining 18 slots, six slots are used for coils in phase A. To achieve uniform distribution, the six working coils of phase A are located in slots 1, 5, 9, 13, 17, and 21, respectively.

[1258] All six working coils are connected in series. The specific wiring method is as follows:

[1259] Connect the b-end (outgoing line end) of the coil in slot 1 to the a-end (incoming line end) of the coil in slot 5;

[1260] The b-end of the coil in slot 5 is connected to the a-end of the coil in slot 9. At this time, the magnetic poles of the coil in slot 5 and the coil in slot 1 are opposite (achieved by the connection direction);

[1261] The b end of the coil in slot 9 is connected to the a end of the coil in slot 13. The magnetic poles of the coil in slot 9 and the coil in slot 5 are opposite.

[1262] The b end of the coil in slot 13 is connected to the a end of the coil in slot 17. The magnetic poles of the coil in slot 13 and the coil in slot 9 are opposite.

[1263] The b end of the coil in slot 17 is connected to the a end of the coil in slot 21. The magnetic poles of the coil in slot 17 and the coil in slot 13 are opposite.

[1264] The b end of the coil in slot 21 serves as the common outgoing node of phase A, and the a end of the coil in slot 1 serves as the common incoming node of phase A.

[1265] Connect the common incoming line node of phase A to one phase of the three-phase power supply that has undergone a specific phase adjustment (according to the three-phase 120-degree electrical angle rule), and connect the common outgoing line node of phase A to the other phase that has undergone the corresponding adjustment to ensure that phase A can generate a magnetic field that meets the requirements of the hexapole magnetic field.

[1266] B phase coil wiring

[1267] Phase B also uses six coil slots. The six working coils of phase B are reasonably distributed in slots 2, 6, 10, 14, 18, and 22.

[1268] These 6 working coils are all connected in series, and the specific wiring is as follows:

[1269] Connect the end b of the coil in slot 2 to the end a of the coil in slot 6;

[1270] The b end of the coil in slot 6 is connected to the a end of the coil in slot 10, and the coil in slot 6 and the coil in slot 2 form opposite magnetic poles;

[1271] The b end of the coil in slot 10 is connected to the a end of the coil in slot 14. The magnetic poles of the coil in slot 10 and the coil in slot 6 are opposite.

[1272] The b end of the coil in slot 14 is connected to the a end of the coil in slot 18. The magnetic poles of the coil in slot 14 and the coil in slot 10 are opposite.

[1273] The b end of the coil in slot 18 is connected to the a end of the coil in slot 22. The magnetic poles of the coil in slot 18 and the coil in slot 14 are opposite.

[1274] The b-end of the coil in slot 22 serves as the common outgoing node of phase B, and the a-end of the coil in slot 2 serves as the common incoming node of phase B.

[1275] Connect the common incoming line node of phase B to one phase of the three-phase power supply that has undergone a specific phase adjustment (maintaining a 120-degree electrical angle difference with phase A), and connect the common outgoing line node of phase B to the other phase that has undergone the corresponding adjustment, so that the magnetic field generated by the phase B coil cooperates with the magnetic field of phase A to meet the requirements of the six-pole magnetic field.

[1276] C phase coil wiring

[1277] Phase C uses six coil slots. The six working coils of phase C are distributed in slots 3, 7, 11, 15, 19, and 23.

[1278] All 6 working coils are connected in series. The specific wiring method is:

[1279] Connect the end b of the coil in slot 3 to the end a of the coil in slot 7;

[1280] The b end of the coil in slot 7 is connected to the a end of the coil in slot 11, and the coil in slot 7 and the coil in slot 3 form opposite magnetic poles;

[1281] The b end of the coil in slot 11 is connected to the a end of the coil in slot 15. The magnetic poles of the coil in slot 11 and the coil in slot 7 are opposite;

[1282] The b end of the coil in slot 15 is connected to the a end of the coil in slot 19. The magnetic poles of the coil in slot 15 and the coil in slot 11 are opposite.

[1283] The b end of the coil in slot 19 is connected to the a end of the coil in slot 23. The magnetic poles of the coil in slot 19 and the coil in slot 15 are opposite.

[1284] The b-end of the coil in slot 23 serves as the common outgoing node of phase C, and the a-end of the coil in slot 3 serves as the common incoming node of phase C.

[1285] Connect the common incoming line node of phase C to one phase of the three-phase power supply after a specific phase adjustment (maintaining a 120-degree electrical angle difference with phases A and B), and connect the common outgoing line node of phase C to the other phase after the corresponding adjustment, so that the magnetic field generated by the phase C coil acts together with the magnetic fields of phases A and B to construct a six-pole rotating magnetic field in the stator slots.

[1286] Three-phase power connection

[1287] Because six of the eight slots per phase are used for coil operation and are evenly distributed (with idle slots also rationally distributed), motor balance is maximized during operation, minimizing vibration. Furthermore, because the coil grouping in the six-pole configuration is not completely even (six coils per eight slots), theoretically, its power is lower than that of other pole numbers in optimal wiring conditions.

[1288] Program control

[1289] To enable the six-pole mode to operate under suitable conditions, the controller sets the relevant parameters based on the motor's operating requirements and feedback information. For example, when the vehicle is climbing a slope or traveling with a heavy load and requires a large torque, although the six-pole mode power is relatively low, by adjusting the controller parameters, such as appropriately increasing the current output, the advantage of the motor in the six-pole mode providing a large torque can be fully utilized to meet the actual working conditions. At the same time, the controller monitors the motor's operating status in real time, such as current, voltage, speed and other parameters, and dynamically adjusts the parameter settings based on the monitoring results to ensure stable and efficient operation of the motor in the six-pole mode.

[1290] d Eight-pole motor wiring scheme

[1291] The relationship between the number of slots and the number of poles: The motor has 24 slots and an eight-pole mode, and the number of slots occupied by each pole is

[1292] groove.

[1293] The three-phase coil distribution accounts for each phase:

[1294] groove.

[1295] Three-phase coil distribution:

[1296] Phase A Coil Distribution: The eight A-phase working coils are distributed in slots 1, 4, 7, 10, 13, 16, 19, and 22. They are connected in series, with adjacent coils having opposite magnetic poles by properly connecting them end to end. For example, end b of the coil in slot 1 is connected to end a of the coil in slot 4, and end b of the coil in slot 4 is connected to end a of the coil in slot 7, etc., forming an octapole magnetic field distribution.

[1297] B phase coil distribution:

[1298] The eight working coils of phase B are distributed in slots 2, 5, 8, 11, 14, 17, 20, and 23. They are connected in series and the magnetic poles are adjusted so that the magnetic field of phase B differs from the magnetic field of phase A by 120 electrical degrees.

[1299] C phase coil distribution:

[1300] The eight working coils of phase C are distributed in slots 3, 6, 9, 12, 15, 18, 21, and 24. They are connected in series and the magnetic poles are adjusted to ensure that the magnetic field of phase C is 120 degrees electrical angle different from the magnetic fields of phases A and B.

[1301] Three-phase power connection: Connect the A-phase, B-phase, and C-phase output terminals to the three-phase power supply according to the three-phase 120-degree electrical angle rule to form an octapole rotating magnetic field.

[1302] 5)) Series-parallel mixed wiring method

[1303] Compared with other wiring methods, the single coil parallel-series wiring method can achieve an intermediate value between maximizing and minimizing the motor output power.

[1304] a Two-pole motor wiring scheme

[1305] The relationship between the number of slots and the number of poles: The motor has 24 slots and a two-pole mode, and the number of slots occupied by each pole is

[1306] groove.

[1307] Three-phase coil distribution:

[1308] Phase A Coil Distribution: The eight working coils of Phase A are distributed in slots 1, 4, 7, 10, 13, 16, 19, and 22. First, coils 1 and 4 are connected in series as one group, coils 7 and 10 as one group, coils 13 and 16 as one group, and coils 19 and 22 as one group. These four coil groups are then connected in parallel, with the a-ends of the four coil groups connected together as the common incoming node for Phase A, and the b-ends of the four coil groups connected together as the common outgoing node for Phase A. By connecting each coil group in series, the magnetic poles are adjusted so that the magnetic fields generated by coil groups 1 and 4 and 7 and 10 have the same direction, while the magnetic fields generated by coil groups 13 and 16 and 19 and 22 are opposite in direction to the first two groups, forming a dipole magnetic field.

[1309] B phase coil distribution

[1310] The eight working coils of phase B are distributed in slots 2, 5, 8, 11, 14, 17, 20, and 23. Similarly, they are first connected in series into four groups and then in parallel. The magnetic poles are adjusted so that the magnetic field of phase B differs from that of phase A by 120 electrical degrees.

[1311] C phase coil distribution

[1312] The eight working coils of phase C are distributed in slots 3, 6, 9, 12, 15, 18, 21, and 24. They are connected in series first and then in parallel, and the magnetic poles are adjusted to ensure that the magnetic field of phase C is 120 degrees out of phase with the magnetic fields of phases A and B.

[1313] Three-phase power connection

[1314] Connect the common incoming line nodes and common outgoing line nodes of phases A, B, and C to the three-phase power supply according to the three-phase 120-degree electrical angle rule to form a two-pole rotating magnetic field.

[1315] b. Four-pole motor wiring scheme

[1316] The relationship between the number of slots and the number of poles: The motor has 24 slots and a four-pole mode, and the number of slots occupied by each pole is

[1317] groove.

[1318] Three-phase coil distribution:

[1319] Phase A Coil Distribution: The eight active coils of phase A are distributed in slots 1, 4, 7, 10, 13, 16, 19, and 22. First, coils 1 and 4 are connected in series as one group, coils 7 and 10 as one group, coils 13 and 16 as one group, and coils 19 and 22 as one group. These four coil groups are then connected in parallel. The magnetic fields generated by coil groups 1 and 4 and 7 and 10 are aligned, while those generated by coil groups 13 and 16 and 19 and 22 are opposite in direction. The magnetic pole relationship between adjacent coil groups meets the requirements for a quadrupole magnetic field.

[1320] B phase coil distribution

[1321] The eight working coils of phase B are distributed in slots 2, 5, 8, 11, 14, 17, 20, and 23. They are first connected in series into four groups and then in parallel. The magnetic poles are adjusted so that the magnetic field of phase B differs from that of phase A by 120 electrical degrees.

[1322] C phase coil distribution

[1323] The eight working coils of phase C are distributed in slots 3, 6, 9, 12, 15, 18, 21, and 24. They are connected in series first and then in parallel, and the magnetic poles are adjusted to ensure that the magnetic field of phase C is 120 degrees out of phase with the magnetic fields of phases A and B.

[1324] Three-phase power connection

[1325] Connect the A-phase, B-phase, and C-phase output terminals to a three-phase power supply according to the three-phase 120-degree electrical angle rule to form a four-pole rotating magnetic field.

[1326] c Six-pole motor wiring scheme

[1327] In the six-pole mode of a 24-slot motor, the even distribution scheme of 6 empty slots is selected. The specific wiring procedure is as follows:

[1328] First, identify six empty slots and mark the coil connections for slots 4, 8, 12, 16, 20, and 24, leaving every third slot empty. Then, connect the three-phase coils for the remaining 18 slots.

[1329] The relationship between the number of slots and the number of poles: The motor has 18 slots and an eight-pole mode, and the number of slots occupied by each pole is

[1330] groove.

[1331] A phase coil wiring

[1332] Of the remaining 18 slots, six slots are used for coils in phase A. To achieve uniform distribution, the six working coils of phase A are located in slots 1, 5, 9, 13, 17, and 21, respectively.

[1333] The six working coils are connected in parallel and in series. The specific wiring method is as follows:

[1334] First, connect the coils in slots 1 and 5 in series into a group: connect the b end (outgoing line end) of the coil in slot 1 to the a end (incoming line end) of the coil in slot 5, so that the magnetic poles of the coil in slot 5 and the coil in slot 1 are opposite (achieved by the connection direction).

[1335] Then connect the coils in slots 9 and 13 in series into a group: the b end of the coil in slot 9 is connected to the a end of the coil in slot 13, and the magnetic poles of the coil in slot 13 are opposite to those of the coil in slot 9.

[1336] Then connect the coils in slots 17 and 21 in series into a group: connect the b end of the coil in slot 17 to the a end of the coil in slot 21, and the magnetic poles of the coil in slot 21 are opposite to those of the coil in slot 17.

[1337] Finally, connect these three coils in parallel

[1338] Connect the a-end of coil No. 1 of the series group of coils in slots 1 and 5, the a-end of coil No. 9 of the series group of coils in slots 9 and 13, and the a-end of coil No. 17 of the series group of coils in slots 17 and 21 together as the common incoming node of phase A; connect the b-end of coil No. 5 of the series group of coils in slots 1 and 5, the b-end of coil No. 13 of the series group of coils in slots 9 and 13, and the b-end of coil No. 21 of the series group of coils in slots 17 and 21 together as the common outgoing node of phase A.

[1339] Connect the common incoming line node of phase A to one phase of the three-phase power supply that has undergone a specific phase adjustment (according to the three-phase 120-degree electrical angle rule), and connect the common outgoing line node of phase A to the other phase that has undergone the corresponding adjustment to ensure that phase A can generate a magnetic field that meets the requirements of the hexapole magnetic field.

[1340] B phase coil wiring

[1341] Phase B also uses six coil slots. The six working coils of phase B are reasonably distributed in slots 2, 6, 10, 14, 18, and 22.

[1342] These 6 working coils are connected in parallel and in series. The specific wiring is as follows:

[1343] First, connect the coils in slots 2 and 6 in series into a group: connect the b end of the coil in slot 2 to the a end of the coil in slot 6, and the coil in slot 6 and the coil in slot 2 have opposite magnetic poles.

[1344] Then connect the coils in slots 10 and 14 in series into a group: the b end of the coil in slot 10 is connected to the a end of the coil in slot 14, and the magnetic poles of the coil in slot 14 are opposite to those of the coil in slot 10.

[1345] Then connect the coils in slots 18 and 22 in series into a group: connect the b end of the coil in slot 18 to the a end of the coil in slot 22, and the magnetic poles of the coil in slot 22 are opposite to those of the coil in slot 18.

[1346] Finally, connect these three groups of coils in parallel: connect the a-end of coil No. 2 of the series group of coils in slots 2 and 6, the a-end of coil No. 10 of the series group of coils in slots 10 and 14, and the a-end of coil No. 18 of the series group of coils in slots 18 and 22 together as the common incoming node of phase B; connect the b-end of coil No. 6 of the series group of coils in slots 2 and 6, the b-end of coil No. 14 of the series group of coils in slots 10 and 14, and the b-end of coil No. 22 of the series group of coils in slots 18 and 22 together as the common outgoing node of phase B.

[1347] Connect the common incoming line node of phase B to one phase of the three-phase power supply that has undergone a specific phase adjustment (maintaining a 120-degree electrical angle difference with phase A), and connect the common outgoing line node of phase B to the other phase that has undergone the corresponding adjustment, so that the magnetic field generated by the phase B coil cooperates with the magnetic field of phase A to meet the requirements of the six-pole magnetic field.

[1348] C phase coil wiring

[1349] Phase C uses six coil slots. The six working coils of phase C are distributed in slots 3, 7, 11, 15, 19, and 23.

[1350] The 6 working coils are connected in parallel and in series. The specific wiring method is:

[1351] First, connect the coils in slots 3 and 7 in series into a group: connect the b end of the coil in slot 3 to the a end of the coil in slot 7, so that the coil in slot 7 and the coil in slot 3 have opposite magnetic poles.

[1352] Then connect the coils in slots 11 and 15 in series into a group: the b end of the coil in slot 11 is connected to the a end of the coil in slot 15, and the magnetic poles of the coil in slot 15 are opposite to those of the coil in slot 11.

[1353] Then connect the coils in slots 19 and 23 in series into a group: connect the b end of the coil in slot 19 to the a end of the coil in slot 23, and the magnetic poles of the coil in slot 23 are opposite to those of the coil in slot 19.

[1354] Finally, connect these three groups of coils in parallel: connect the a-end of coil No. 3 of the series group of coils in slots 3 and 7, the a-end of coil No. 11 of the series group of coils in slots 11 and 15, and the a-end of coil No. 19 of the series group of coils in slots 19 and 23 together as the common incoming node of phase C; connect the b-end of coil No. 7 of the series group of coils in slots 3 and 7, the b-end of coil No. 15 of the series group of coils in slots 11 and 15, and the b-end of coil No. 23 of the series group of coils in slots 19 and 23 together as the common outgoing node of phase C.

[1355] Connect the common incoming line node of phase C to one phase of the three-phase power supply after a specific phase adjustment (maintaining a 120-degree electrical angle difference with phases A and B), and connect the common outgoing line node of phase C to the other phase after the corresponding adjustment, so that the magnetic field generated by the phase C coil acts together with the magnetic fields of phases A and B to construct a six-pole rotating magnetic field in the stator slots.

[1356] Three-phase power connection

[1357] According to the strict 120-degree electrical angle rule between the three phases, the common incoming node and the common outgoing node of phase A, phase B, and phase C are respectively connected to the corresponding phases of the three-phase power supply to ensure that the magnetic fields generated by the three-phase current cooperate with each other to form a stable six-pole rotating magnetic field.

[1358] d Eight-pole motor wiring scheme

[1359] The relationship between the number of slots and the number of poles: The motor has 24 slots and an eight-pole mode, and the number of slots occupied by each pole is

[1360] groove.

[1361] Three-phase coil distribution

[1362] Phase A Coil Distribution: The eight active coils of phase A are distributed in slots 1, 4, 7, 10, 13, 16, 19, and 22. First, coils 1 and 4 are connected in series as a group, coils 7 and 10 as a group, coils 13 and 16 as a group, and coils 19 and 22 as a group. These four coil groups are then connected in parallel. The series connection of each coil group creates opposite magnetic poles between adjacent coils, and the parallel combination creates an octapole magnetic field distribution.

[1363] B phase coil distribution

[1364] The eight working coils of phase B are distributed in slots 2, 5, 8, 11, 14, 17, 20, and 23. They are first connected in series into four groups and then in parallel. The magnetic poles are adjusted so that the magnetic field of phase B differs from that of phase A by 120 electrical degrees.

[1365] C phase coil distribution

[1366] The eight working coils of phase C are distributed in slots 3, 6, 9, 12, 15, 18, 21, and 24. They are connected in series first and then in parallel, and the magnetic poles are adjusted to ensure that the magnetic field of phase C is 120 degrees out of phase with the magnetic fields of phases A and B.

[1367] Three-phase power connection

[1368] Connect the A-phase, B-phase, and C-phase output terminals to a three-phase power supply according to the three-phase 120-degree electrical angle rule to form an octapole rotating magnetic field.

[1369] 11) Rotor design

[1370] 1)) Permanent magnet rotor

[1371] Permanent magnet rotors use permanent magnet materials (such as neodymium iron boron permanent magnets) to create magnetic poles. The permanent magnets are fixed to the rotor core, forming a stable magnetic field source. The advantage of this structure is that it does not require an external excitation power supply, resulting in high motor efficiency and significant energy savings, especially when operating near light loads and near rated loads. Permanent magnet rotor motors offer excellent operational stability and low torque pulsation, making them suitable for applications requiring high efficiency and operational stability, such as electric vehicle hub motors and drive motors for precision instruments and equipment. However, the permanent magnet rotor's magnetic field strength is relatively fixed, and it lacks a slip ring structure. Its performance is essentially fixed after the motor is manufactured, and the heat dissipation requirements of the motor are also high.

[1372] 2)) Winding rotor

[1373] A wound rotor has windings embedded in the rotor core, with the winding's output connected to the external circuit via slip rings and brushes. The advantages of a wound rotor are significant. By inserting a resistor in series with the rotor circuit, the motor can start smoothly, reducing starting current while increasing starting torque. In terms of speed regulation, wound rotor motors can adjust speeds within a certain range by varying the value of the resistor. This makes them widely used in applications requiring high starting and speed regulation performance, such as cranes and winches. Furthermore, during operation, wound rotor motors can flexibly adjust the rotor resistance according to load changes, thereby optimizing the motor's operating performance and improving system efficiency.

[1374] However, wound rotor motors also have some disadvantages. The presence of slip rings and brushes increases the motor's structural complexity and maintenance costs. These slip rings and brushes wear out over time, requiring regular inspection and replacement to ensure good electrical contact and operational reliability. Furthermore, slip rings and brushes can generate sparks, necessitating special protective measures when using wound rotor motors in environments requiring high explosion-proof protection.

[1375] 3)) Squirrel cage rotor

[1376] The squirrel-cage rotor boasts a simple and durable structure. Copper or aluminum bars are embedded in the slots of the rotor core, and the bars are then connected at each end with end rings, forming a structure similar to a squirrel cage. This structural feature makes squirrel-cage rotor motors relatively simple to manufacture, resulting in low costs, high operational reliability, and minimal maintenance.

[1377] Squirrel-cage rotor motors offer excellent starting performance and can reach rated speed in a relatively short time. During operation, their speed remains relatively stable and is less affected by load variations. They are suitable for applications where continuous operation is required but speed stability is not a requirement, such as general-purpose machinery like fans, pumps, and compressors.

[1378] Furthermore, squirrel-cage rotor motors offer high efficiency, particularly when operating near rated load, with minimal energy loss. Furthermore, squirrel-cage rotor motors lack vulnerable components such as slip rings and brushes, reducing the probability of failure and increasing the efficiency and service life of the equipment. This patent utilizes squirrel-cage rotors, leveraging their simple structure, low cost, high reliability, and ease of maintenance, which better meet the practical application requirements of in-wheel motors.

[1379] 12) Frequency modulation control

[1380] The vehicle cannot start directly with 50Hz power supply. A soft start must be achieved by gradually adjusting the frequency from 0Hz to 50Hz or the desired frequency. A frequency converter can be used to control the frequency ramp rate. At low frequencies, torque is high and current is controllable, while speed increases as frequency rises. Dynamic frequency adjustment can also be performed during operation based on load and vehicle speed requirements. When switching the number of magnetic pole pairs, the frequency must also be adjusted accordingly to ensure smooth switching and operation of the motor with different pole numbers.

[1381] 13) Power generation function realization and capacitor configuration

[1382] 1) Power generation principle and capacitor function

[1383] When the motor switches to generator mode, the rotor's rotational kinetic energy causes the magnetic field to cut through the stator coils, generating an induced electromotive force. Line-to-line capacitance regulates the motor's internal reactive power, stabilizes the generated voltage, and improves power generation efficiency and power quality. The capacitors are configured in the control system and can be disconnected when the motor is operating as a motor. When the motor switches to generator mode, the corresponding capacitors are connected as needed to adapt to the power generation requirements of different pole pairs.

[1384] 2)) Capacitance calculation

[1385] In motor power generation, motors with different numbers of magnetic pole pairs exhibit varying power generation characteristics. Properly calculating the appropriate line-to-line capacitance is crucial for improving power generation efficiency and ensuring stable system operation. The following details the high-, medium-, and low-speed recovery conditions, using 2-, 4-, 6-, and 8-pole motors as examples.

[1386] During vehicle energy recovery, motors with different pole numbers automatically switch based on vehicle speed to achieve efficient energy recovery. This solution details the power generation modes and capacitor calculations for 2-pole, 4-pole, 6-pole, and 8-pole motors, depending on the vehicle speed range.

[1387] 1. High speed range (speed greater than 120 miles per hour)

[1388] This speed range is operated by a 2-pole motor (p2=2). Assume that the motor speed is

[1389] n 2h (Unit: revolutions per minute), the power generation frequency can be calculated according to the formula

[1390]

[1391] Calculated.

[1392] The rated voltage of the motor is known to be U n2

[1393] (Unit: Volt), according to the motor equivalent circuit model, the equivalent reactance under this working condition

[1394] X eq2h and motor inductance L 2h , power generation frequency f 2h The parameters are closely related.

[1395] According to the definition of power factor

[1396]

[1397] in the formula

[1398] R is the resistance,

[1399] Z is the impedance,

[1400] And the formula:

[1401]

[1402] X L2h is the inductive reactance,

[1403] X C2h is the capacitive reactance.

[1404] When setting the power factor

[1405] When

[1406] Calculate:

[1407]

[1408] Then we can conclude that:

[1409]

[1410] There is a formula:

[1411]

[1412] According to the inductive reactance formula

[1413] X L2h =2πf 2h L 2h

[1414] Capacitive reactance formula

[1415] In the formula:

[1416] C 2h is the lower line capacitance value in this speed range.

[1417] There are two situations to discuss:

[1418] a. When: X L2h ≥X C2h hour:

[1419]

[1420] By deducing the formula, we can get:

[1421]

[1422] The premise is:

[1423]

[1424] b. When X L2h <X C2h hour,

[1425]

[1426] Comprehensive consideration of the motor winding resistance R w2h

[1427] And other loss factors on the equivalent reactance, through accurate circuit analysis and parameter measurement, the line capacitance value C suitable for the 2-pole motor in this speed range can be determined. 2h .

[1428] 2. High and medium speed range (80-120 mph)

[1429] This speed range is operated by a 4-pole motor (p4=4). Assume the motor speed is

[1430] n 4mb (Unit: revolutions per minute), according to the formula

[1431]

[1432] The power generation frequency can be calculated.

[1433] According to the motor equivalent circuit model, the equivalent reactance X L4mh and motor inductance L 4mh , power generation frequency f 4mh Related parameters.

[1434] According to the inductive reactance formula

[1435] X L4mh =2πf 4mh L 4mh

[1436] Capacitive reactance formula:

[1437]

[1438] in the formula

[1439] C 4mh is the line capacitance value, and the winding resistance R w4mh . Combined with the power factor

[1440] at this time

[1441]

[1442] Substituting the known parameters into the equation:

[1443]

[1444] Calculated:

[1445]

[1446] Then we can conclude that:

[1447]

[1448] There is a formula:

[1449]

[1450] According to the inductive reactance formula

[1451] X L4mh =2πf 4mh L 4mh

[1452] Capacitive reactance formula

[1453]

[1454] In the formula:

[1455] C 4mh is the lower line capacitance value in this speed range.

[1456] There are two situations to discuss:

[1457] a. When: X L4mh ≥X C4mh hour:

[1458]

[1459] By deducing the formula, we can get:

[1460]

[1461] The premise is:

[1462]

[1463] b. When X L4mh <X C4mh hour,

[1464]

[1465] Taking into account the changes in various parameters of the motor under this working condition, the appropriate capacitance value C can be determined through measurement and analysis. 4mh .

[1466] 3. Medium speed range (40-80 mph)

[1467] This speed range is operated by a 6-pole motor (p6=6). Assume the motor speed is n 4mh (Unit: revolutions per minute), according to the formula

[1468]

[1469] The power generation frequency can be calculated.

[1470] According to the motor equivalent circuit model, the equivalent reactance Xeq 6mand motor inductance L 6m , power generation frequency f 6m Related parameters.

[1471] According to the inductive reactance formula

[1472] X L6m =2πf 6m L 6m

[1473] Capacitive reactance formula:

[1474]

[1475] in the formula

[1476] C 6m is the line capacitance value, and the winding resistance Rw 6m . Combined with the power factor

[1477] at this time

[1478]

[1479] Substituting the known parameters into the equation:

[1480]

[1481] Calculated:

[1482]

[1483] Then we can conclude that:

[1484]

[1485] There is a formula:

[1486]

[1487] According to the inductive reactance formula

[1488] X L6m =2πf 6m L 6m

[1489] Capacitive reactance formula

[1490]

[1491] In the formula:

[1492] C 6m is the lower line capacitance value in this speed range.

[1493] There are two situations to discuss:

[1494] a. When: X L6m ≥X C6m hour:

[1495]

[1496] By deducing the formula, we can get:

[1497]

[1498] The premise is:

[1499]

[1500] b. When X L6m <X C6m hour,

[1501]

[1502] Taking into account the changes in various parameters of the motor under this working condition, the appropriate capacitance value C can be determined through measurement and analysis. 6m .

[1503] 4. Low gear area (speed less than 40 miles per hour)

[1504] This speed range is operated by an 8-pole motor (p8=8). Assume the motor speed is n 4mh (Unit: revolutions per minute), according to the formula

[1505]

[1506] The power generation frequency can be calculated.

[1507] According to the motor equivalent circuit model, the equivalent reactance Xeq 8l and motor inductance L 8l , power generation frequency f 8l Related parameters.

[1508] According to the inductive reactance formula

[1509] X L8l =2πf 8l L 8l

[1510] Capacitive reactance formula:

[1511]

[1512] in the formula

[1513] C 8l is the line capacitance value, and the winding resistance Rw 8l . Combined with the power factor

[1514] at this time

[1515]

[1516] Substituting the known parameters into the equation:

[1517]

[1518] Calculated:

[1519]

[1520] Then we can conclude that:

[1521]

[1522] There is a formula:

[1523]

[1524] According to the inductive reactance formula

[1525] X L8l =2πf 8l L 8l

[1526] Capacitive reactance formula

[1527]

[1528] In the formula:

[1529] C 8l is the lower line capacitance value in this speed range.

[1530] There are two situations to discuss:

[1531] a. When: X L8l ≥X C8l hour:

[1532]

[1533] By deducing the formula, we can get:

[1534]

[1535] The premise is:

[1536]

[1537] b. When X L8l <X C8l hour,

[1538]

[1539] Taking into account the changes in various parameters of the motor under this working condition, the appropriate capacitance value C can be determined through measurement and analysis. 8l .

[1540] When calculating the appropriate capacitance for each motor's speed range, due to the relevant calculation logic and parameter relationships, two capacitance values, one large and one small, are obtained. The selection of capacitance value requires comprehensive consideration of various factors.

[1541] From a safety perspective, smaller capacitor values produce relatively larger capacitive reactance in the circuit. This can, to a certain extent, buffer and limit potential transient changes or unstable factors, preventing excessive fluctuations in parameters such as current, reducing the risk of circuit failure, and ensuring the stability of the circuit system during vehicle operation.

[1542] However, from the perspective of energy recovery performance, larger capacitor values can better cooperate with components such as inductors under certain operating conditions, achieving a higher power factor and thus improving energy recovery efficiency. However, larger capacitors are generally more expensive and may also be larger, which is a trade-off for vehicle applications with strict space and cost constraints.

[1543] Considering safety as the primary factor and energy recovery as a secondary consideration, while meeting basic vehicle performance requirements, smaller capacitance values should be selected as the appropriate capacitance for each speed range to ensure circuit stability at different speeds and reduce the risks associated with excessive capacitance. This ensures safe and reliable vehicle operation. If space permits, a larger capacitance value can be selected, with the intelligent control circuit automatically selecting the capacitance value.

[1544] 3) Switching and control in practical applications

[1545] In actual operation, when the motor's operating speed is within different recovery conditions (high, medium, and low) and approaches the typical speed range corresponding to a certain number of magnetic pole pairs, the control system intelligently determines and switches to the power generation mode corresponding to that number of magnetic pole pairs based on real-time monitored operating parameters (such as speed, voltage, and current). Simultaneously, the control system automatically connects the corresponding calculated line capacitance to achieve efficient and stable power generation.

[1546] To ensure smooth and reliable switching, the control system precisely controls the connection and disconnection of capacitors to avoid voltage fluctuations and current surges caused by capacitor switching. Furthermore, appropriate protection measures, such as overvoltage and overcurrent protection, are implemented to address potential abnormalities and ensure the safe operation of the motor and the entire power generation system.

[1547] Through the above detailed analysis and calculation of the power generation mode and the adapted line capacitance value of motors with different pole pairs under high-speed, medium-speed and low-speed recovery conditions, as well as the control strategy in practical applications, the power generation performance of the motor can be better optimized, the power generation efficiency can be improved, and the power demand under different working conditions can be met.

[1548] 4)) Capacitor model selection

[1549] After determining the required line-to-line capacitance values for motors with different pole pairs under high-speed, medium-speed, and low-speed regeneration conditions, it is necessary to select the appropriate capacitor model based on the specific application scenario and technical requirements, mainly considering the following aspects:

[1550] a. Rated voltage

[1551] Selection of power generation voltage and voltage resistance of other equipment:

[1552] There are two power generation modes and voltages

[1553] The first

[1554] The generator voltage at the matching speed is the rated voltage:

[1555] Un=380V AC

[1556] This power generation mode requires precise control of the system. The cost of the main body and other supporting equipment is relatively low, but the safety is not very high and there are safety risks. Once the control is wrong or fails, it may cause the relevant equipment to burn out.

[1557] The second

[1558] The power generation mode is the octapole generator power generation mode

[1559] This power generation mode requires the relevant equipment to have a high pressure resistance. The cost of the relevant equipment is relatively high, but the power generation efficiency is also relatively high. It can convert kinetic energy into electrical energy very well and has low safety risks.

[1560] Withstand voltage calculation:

[1561] At high speed, the corresponding two poles are: p n =1(2-pole motor)

[1562] Use the extreme highest pole octagonal pole: p max =4 (8-pole motor, number of poles = 2p) power generation

[1563] Speed ratio:

[1564] Voltage multiple calculation:

[1565] Generator voltage formula:

[1566] U∝n·p

[1567] When the vehicle is running at high speed, in the extreme case, the 8-pole motor generates electricity, and the power generation multiple is:

[1568]

[1569] Generating voltage value:

[1570] U=4·U n =4×380=1520VAC

[1571] Safety factor: 1.5 (hardware redundancy factor specified in the patent)

[1572] Ultimate withstand voltage:

[1573] U max =1.5·U n =1.5×1520=2280VAC

[1574] AC to DC rectification:

[1575]

[1576] Take the integer:

[1577] 3225V DC → 3500V DC

[1578] Supercapacitors and other equipment withstand voltage: greater than 3500V DC

[1579] With this pressure-resistant configuration, even if precise matching fails, the equipment remains safe. This comes at the cost of higher costs, but it also has advantages: a higher energy recovery rate and greater energy savings. However, the optimal solution is a combination of both methods, which is more economical, safer, and more reliable. The final choice depends on comprehensive considerations based on the vehicle's positioning.

[1580] b. Capacitance accuracy

[1581] Capacitor accuracy directly impacts the matching between the capacitor and the motor's equivalent reactance, which in turn affects the power factor and power generation efficiency. In applications where power generation performance is critical, such as in electric vehicle energy recovery systems, capacitors with high capacitance accuracy should be selected. Generally, capacitance accuracy within ±5% is appropriate. For less demanding power generation requirements, capacitance accuracy can be relaxed to approximately ±10%.

[1582] c. Pressure resistance

[1583] In addition to the rated voltage, capacitors also need to have good voltage resistance to withstand transient overvoltages that may occur during motor power generation. This is especially true when switching capacitors or experiencing sudden load changes, which can produce significant voltage surges. Therefore, the selected capacitor should have sufficient voltage resistance to withstand transient overvoltages of at least twice the rated voltage without damage. Safety is more important than energy recovery, so overvoltage protection must be incorporated into the circuit.

[1584] d. Temperature characteristics

[1585] The motor generates a certain amount of heat during power generation, causing the surrounding temperature to rise. Furthermore, the capacitor itself generates a certain amount of heat during operation. Therefore, the temperature characteristics of the capacitor are very important. Capacitors with a small temperature coefficient should be selected to ensure capacitance stability under varying temperatures. Generally speaking, ceramic and film capacitors have good temperature characteristics, with minimal capacitance variation within the temperature range of -40°C to 125°C, which can meet the requirements of most motor power generation systems.

[1586] e. Frequency characteristics

[1587] Different types of capacitors exhibit different performance at different frequencies. Since the frequency of a motor's power generation varies with the speed and number of magnetic pole pairs, the selected capacitor should have good frequency characteristics, maintaining a stable capacitance and low losses within the motor's operating frequency range. For example, film capacitors offer excellent performance in medium and high frequency bands, making them suitable for use in motor-generator systems.

[1588] f. Lifespan and reliability

[1589] The lifespan and reliability of capacitors are directly related to the overall stability and service life of the motor generator system. Select branded capacitors that have undergone rigorous quality testing and certification, and whose lifespan should generally be no less than the motor's design lifespan. The capacitor packaging also affects its reliability. For example, capacitors encapsulated with metallized film offer superior moisture and corrosion resistance, which can improve both reliability and service life.

[1590] Taking all the above factors into consideration, in motor power generation modes with different pole pairs, according to the calculated adaptive line capacitance value, select the capacitor model with appropriate rated voltage, accuracy, withstand voltage performance, temperature characteristics, frequency characteristics, life and reliability to ensure efficient and stable operation of the motor power generation system.

[1591] 14) Performance advantages

[1592] 1)) Advantages of slip ring-free rotor structure

[1593] This invention utilizes two slip-ring-free structures: a squirrel-cage rotor and a permanent magnet rotor. This effectively avoids the cost, reliability, and maintenance complications associated with slip rings. The squirrel-cage rotor offers low cost and diverse starting performance, while the permanent magnet rotor offers high efficiency and stable operation. Together, these two structures provide reliable options for various motor applications, significantly enhancing the motor's overall stability and practicality.

[1594] 2)) Innovative offline and magnetic pole control performance

[1595] The unique stator lower winding structure, combined with the controller's flexible connection to the coil ends, enables flexible adjustment of the magnetic pole position of each slot, breaking the limitations of traditional motors with fixed magnetic poles. The motor can quickly switch between 2-pole, 4-pole, 6-pole, and 8-pole positions. Combined with the slip-ring-free rotor structure, this further enhances the motor's performance under various operating conditions.

[1596] 3) Multifunctional integration

[1597] Combining the functions of an electric motor and a generator, the vehicle can seamlessly switch between electric drive and regenerative braking modes. For example, the electric motor provides powerful power during acceleration, while the generator recovers energy during deceleration or braking. This significantly improves the vehicle's energy efficiency, extends range, and reduces operating costs.

[1598] 4)) Advantages of flexible connection switching

[1599] By switching between delta and star connections, the motor can flexibly adjust power output based on road conditions and load requirements. Star connection saves energy during low-power operation on smooth roads, while delta connection provides high-power assistance when traveling uphill or in poor road conditions. This improves the motor's adaptability to different operating conditions and further optimizes energy efficiency.

[1600] 5)) High-efficiency speed conversion

[1601] In motor mode, thanks to optimized stator core materials, stator, and rotor structures, efficiency is improved by approximately 10% to 20% compared to traditional three-phase asynchronous motors. In generator mode, precise matching of line capacitance based on the number of magnetic pole pairs and operating speed significantly improves power generation efficiency, reduces energy conversion losses, and delivers stable power output, effectively recovering energy in conjunction with capacitor batteries.

[1602] 6) Intelligent operation is widely applicable

[1603] The electric motor features intelligent switching, automatically determining and switching to the appropriate magnetic pole pair generation mode, coil connection, and capacitor connection (operated by the control system) based on vehicle speed, road conditions, and other information. This intelligent operating mode adapts to a wide range of electric vehicle driving conditions, from high-speed driving to slow, slow-moving traffic, frequent start-stop urban traffic, and roads of varying gradients, fully leveraging its advantages to enhance overall performance and driving comfort.

[1604] 15) Specific implementation

[1605] 1) Material procurement and processing

[1606] Procure stator core silicon steel sheets, rotor core materials (aluminum or copper materials for squirrel cage rotors, permanent magnet materials for permanent magnet rotors, etc.), coil wires, and capacitors of different specifications and other components according to design requirements. Accurately cut and laminate silicon steel sheets to ensure the core size accuracy and stacking quality, and to ensure a uniform and stable magnetic field. For coil wires, if copper or special materials (such as niobium arsenide nanomaterial-coated copper wire) are used, strictly control the coating quality and wire diameter tolerance to ensure that the conductivity meets the standards. Based on the calculated capacitance value, select the appropriate capacitor type (such as electrolytic capacitors or film capacitors, etc.) to ensure that the capacitance accuracy and withstand voltage value meet the design requirements.

[1607] 2)) Motor assembly process

[1608] Insert the wound trapezoidal hollow coils into the 24 rectangular teeth (in the slots) of the stator core and insulate them to prevent short circuits. Secure them with clips to ensure each coil is firmly fixed in the slot and in good contact with the core to achieve efficient electromagnetic coupling. Then assemble according to the selected rotor type:

[1609] If the rotor is a cage rotor, the corresponding structure is installed on the outer periphery of the stator. The air gap between the stator and rotor is finely adjusted (set to between 0.25mm and 2mm, determined by the accuracy of the processing equipment). Precision assembly processes are used to ensure air gap uniformity. Squirrel cage rotors are divided into outer and inner cage structures. The outer cage rotor structure has unique advantages in hub motors. Located on the outside of the motor, it provides excellent heat dissipation conditions, which helps improve motor reliability and long-term operational stability. It also adapts to the limited space inside the hub and can effectively interact with the stator magnetic field to provide torque output. The inner cage rotor structure is more suitable for shaft motors. It can closely cooperate with the shaft to stably transmit torque to the shaft. The magnetic field distribution and stator coupling can be optimized according to the needs of the shaft motor to meet the requirements of high torque density and low speed operation.

[1610] For a permanent magnet rotor, permanent magnets are fixed to the rotor core to form the permanent magnet rotor, which is then mounted on the outer periphery of the stator. The air gap spacing is adjusted to ensure the accurate relative position of the permanent magnet rotor and stator. Although the permanent magnet rotor has fixed magnetic poles, by optimizing the magnetic properties and shape of the permanent magnets and the rotor core structure, it is possible to achieve reasonable energy conversion and motor performance under different stator pole pairs.

[1611] Install the motor end caps, bearings, and other components to ensure flexible rotation and mechanical stability. Also, install the line interface for connecting to the controller, ensuring that the 48 wire ends are securely and orderly connected. This allows the controller to accurately control the coil wiring combination and achieve switching between different pole pairs, series-parallel, and delta-wye connections.

[1612] 3) Performance testing and optimization

[1613] The assembled motor is placed on a specialized test platform for performance testing. First, a motor mode test is conducted, measuring parameters such as the motor's no-load current, no-load speed, and no-load losses to verify the motor's assembly quality and basic electromagnetic performance. A load test is then conducted, gradually loading the motor up to the rated load. Key parameters such as the motor's output power, torque, efficiency, and speed are measured under different loads and compared with the designed values. Next, a generator mode test is conducted. While the motor is driven by a prime mover at typical speeds corresponding to different pole pairs, parameters such as the generator output voltage, current, frequency, and power factor are measured and compared with the designed values. Based on the test results, fine-tuning and optimization are performed on the motor's electromagnetic parameters (such as the number of coil turns and air gap size), mechanical structure (such as bearing type and end ring size), or capacitor parameters (such as capacitance value) until the motor achieves optimal performance in both motor and generator applications, ensuring its reliability and efficiency. For example, if the output voltage is unstable or the power factor is not as expected in the generator mode for a certain pole pair number, the corresponding capacitor value can be adjusted appropriately or the coil wiring can be checked, and the test can be retested until the output stabilizes.

[1614] 16) Driving mode control

[1615] 1)) Manual transmission operation

[1616] In manual driving mode, the driver can simulate a gear-shifting system by pressing the clutch and switching gears, with the system automatically matching the gears. The driver controls vehicle speed by operating the accelerator pedal. The control system monitors the accelerator pedal's travel position in real time and converts it into a corresponding motor speed or power demand command. When the driver presses the accelerator pedal, the control system calculates the appropriate motor output power and speed based on a preset mapping, the current motor pole pair number, speed, and the vehicle's driving state (such as whether it is uphill or downhill). For example, during the start phase, the control system will start the motor at a low frequency based on the initial accelerator pedal depression depth, ensuring a slow and smooth start. As pedal depth increases, the motor frequency and output power will be gradually increased to achieve acceleration. Furthermore, during gear shifts (i.e., switching magnetic pole pairs), the control system precisely adjusts the motor frequency and coil wiring based on vehicle speed, accelerator pedal position, and the target magnetic pole pair number to ensure a smooth speed transition during the shift, avoiding any jerks or power interruptions.

[1617] 2)) Automatic transmission operation

[1618] In automatic transmission mode, the vehicle automatically adjusts the motor's operating state according to a pre-set program. The control system automatically determines the vehicle's driving conditions, such as acceleration, deceleration, and cruising, based on information collected by the vehicle speed sensor and accelerometer. During acceleration, the control system automatically selects the appropriate number of magnetic pole pairs and motor frequency to provide sufficient power. During cruising, the control system maintains the motor's efficient operating range based on vehicle speed, balancing power output and energy consumption by adjusting the number of magnetic pole pairs and frequency. During deceleration, the control system automatically switches the motor to generator mode for energy recovery, converting the vehicle's kinetic energy into stored electrical energy. This entire process eliminates the need for manual driver intervention in switching the number of magnetic pole pairs and adjusting the motor frequency, ensuring driving convenience and comfort.

[1619] 3) Autonomous driving operation

[1620] In autonomous driving mode, the vehicle's control system must not only implement all the functions of automatic transmission but also incorporate more complex environmental perception information. Using sensors such as onboard radar, cameras, the Beidou system, and GPS, the control system collects information about road conditions, traffic signals, and maps surrounding the vehicle. Based on this information, the control system plans the optimal driving path and speed strategy. For example, when the vehicle ahead slows down or the traffic light turns red, the control system preemptively adjusts the electric motor to power generation mode for energy recovery and smooth deceleration. When entering a curve on a highway, the control system automatically adjusts the number of magnetic pole pairs and frequency of the electric motor based on the curve radius and speed limit, ensuring a smooth and appropriate speed for the curve. Furthermore, under varying road conditions and driving requirements, the autonomous driving system works in tandem with the electric motor control system to precisely control the operation of the electric motor, ensuring an efficient, safe, and comfortable autonomous driving experience.

[1621] About supercapacitor battery pack design

[1622] In modern vehicle engineering, the design of supercapacitor battery packs is crucial for improving vehicle performance, optimizing energy efficiency, and ensuring system stability. This chapter focuses on the design of automotive capacitor battery packs, elaborating on the key design elements of supercapacitor battery packs based on the overall vehicle power system architecture and actual operational requirements.

[1623] 1) Supercapacitor

[1624] 1)) Known conditions

[1625] Assume that the normal cruising power of the vehicle is 400kW and the power allocated to each wheel is 100kW.

[1626] Capacitor model parameters: The latest supercapacitor model is C42120000LiF. The actual average operating voltage is 2.7V and the effective capacity is 100000F. The actual working data is the same as the calibration value of C27100000SR. Its parameters are as follows:

[1627] Product Model C27100000SR Rated capacitance 100000F Rated voltage 2.7V Surge voltage 2.85V Energy storage 100Wh DC equivalent impedance 0.6mΩ Standard current 28A Maximum continuous current 150A Maximum peak current 300A Leakage current (mA / 72hrs) ≤15mA Cycle life ≥100,000 Operating temperature -40℃～+65℃ Storage temperature -40℃～+70℃ Protection level IP30 Product weight 810g Product size (±5mm) 138xφ60mm

[1628] 2)) Calculation of the total number of required capacitors

[1629] Assume that when the fuel is exhausted, the pure electric range is L = 25km and the speed is V = 100kg / h

[1630] The vehicle's power motor operates at rated power, without considering energy recovery and abnormal road conditions such as climbing.

[1631] According to the electric energy calculation formula:

[1632] E=Pt

[1633] Known

[1634] The power of each wheel hub motor is:

[1635] P=100kw

[1636] The total power of the four wheels is

[1637] P z =400KW

[1638] Travel speed:

[1639] V=100km / h

[1640] Mileage:

[1641] L = 25 km

[1642] Time required:

[1643] t=L / V=25 / 100=0.25h=900s, so the energy required for the vehicle to travel 25km

[1644] E cl =400000*900=3.6E+08J

[1645] The energy stored in a capacitor

[1646]

[1647] In the formula:

[1648] Capacitance of a single capacitor:

[1649] C=100000F

[1650] The voltage of a single capacitor:

[1651] U c =2.7V

[1652] Substituting the known physical parameters into the formula, we can get the energy that a single capacitor can store:

[1653]

[1654] The theoretical number of capacitors required is:

[1655]

[1656] The number of capacitors in the capacitor group is an integer:

[1657] n = 988 capacitors

[1658] 3)) Voltage design of capacitor bank

[1659] To get U uv =380V three-phase AC. In the absence of an automatic voltage regulator, the DC voltage should be calculated by using the calculation formula of the three-phase bridge inverter circuit after deformation.

[1660] Known formula:

[1661]

[1662] After the formula is transformed, we get:

[1663]

[1664] Put U uv =380V Substitute into the above formula to calculate:

[1665]

[1666] Take the integer:

[1667] U d =488V

[1668] (If an automatic voltage regulator is designed, the DC voltage can be selected from 240V, 300V, 400V, 800V and other specifications)

[1669] 4)) Number of capacitors in series

[1670] N cl =U d / U C

[1671] Substituting the known parameters into the formula we get:

[1672]

[1673] The number of capacitors in series is an integer:

[1674] N cl =181

[1675] 5)) Number of parallel groups

[1676]

[1677] The number of capacitor groups connected in parallel after series connection is an integer of 8 considering the need for subsequent current calculation:

[1678] N bl =8

[1679] The total number of capacitors required increases to:

[1680] n=181*8=1448

[1681] Total volume of capacitor bank:

[1682] V z =N cl N bl hll

[1683] In the formula:

[1684] h is the height of a single capacitor

[1685] h=0.135m

[1686] l is the side length of the circumscribed square of the capacitor

[1687]

[1688] Substituting into the formula we get:

[1689] V=181*8*0.135*0.06*0.06=0.703728m^3

[1690] 6)) Total weight of capacitor bank

[1691] M cz =N cl N bl M c

[1692] In the formula:

[1693] M c The weight of a single capacitor

[1694] M c =0.81kg

[1695] Substituting into the formula we get:

[1696] M cz =181*8*0.81=1172.88kg

[1697] 7)) Maximum continuous supply current

[1698] I cmz =I cm N bl

[1699] In the formula:

[1700] I cm The maximum continuous operating current of the capacitor

[1701] Substituting into the formula we get:

[1702] I cmz =150*8=1200A

[1703] The maximum current consumed by a 200KW motor continuously:

[1704]

[1705] In the formula:

[1706] 0.9 is the conversion loss of the inverter 0.9~0.95, take the minimum value 0.9

[1707] P is the power of a single electron;

[1708] Substituting into the formula:

[1709] I d =4*100000 / (0.85*0.9*488)=1071.4668A

[1710] From the above calculations, we can see that:

[1711] I d <I cmz

[1712] So the capacitor working current is safe.

[1713] 8)) Maximum peak output current of the capacitor bank

[1714] I cpz =I cp N bl

[1715] In the formula:

[1716] I cp The maximum peak current of a single capacitor is:

[1717] Substituting the known physical quantities into the formula we get:

[1718] I cpz =300*8=2400A

[1719] 9)) Maximum continuous operating power of the capacitor

[1720] P cp =U c I cm

[1721] Substituting the known physical quantities into the formula, we can get:

[1722] In the formula:

[1723] I cm The maximum continuous operating current of a single capacitor

[1724] Icm=150A

[1725] Then the power is:

[1726] P cp =488*150*8=585.6kw

[1727] 10)) Maximum peak power of the capacitor

[1728] P cmp =U c I cmp

[1729] Substituting the known physical quantities into the formula, we can get:

[1730] In the formula:

[1731] I cmp is the maximum peak current of a single capacitor

[1732] Icmp =300A

[1733] Substituting the known parameters into the formula, we can get:

[1734] P cmp =488*300*8=1171.2kw

[1735] 11)) Equivalent series resistance

[1736]

[1737] In the formula:

[1738] Rc=0.6mΩ

[1739] Substituting into the formula:

[1740]

[1741] During the frequent high-power charging and discharging processes of the vehicle, such as braking energy recovery and motor starting acceleration, the equivalent series resistance (ESR) of the supercapacitor has a significant impact on system performance. To reduce energy loss and heat generation during the charging and discharging process, and to improve the efficiency and stability of the system charging and discharging, the ESR should be controlled at the level of 13.575mΩ. During high-current charging and discharging, the low ESR characteristic ensures efficient power transmission between the capacitor and the motor and other electrical equipment, avoiding degradation of capacitor performance or shortening of life due to overheating, thereby extending the service life of the capacitor, reducing maintenance frequency and cost, and improving the overall performance and reliability of the vehicle. Minimize sudden braking during vehicle operation to avoid large current shocks.

[1742] 2) Environmental adaptability and reliability design

[1743] 1) Temperature range

[1744] The vehicle operating environment is complex and changeable, with a wide temperature range. Supercapacitors must have excellent temperature adaptability. They need to be able to operate stably in temperatures ranging from -40°C to +65°C. In some specific environments, they need to be able to operate stably in a temperature range of -90°C to +80°C, or even wider. In low-temperature environments, such as when starting a vehicle in winter in extremely cold areas, the capacitor should be able to maintain sufficient capacitance and power performance to ensure the normal operation of equipment such as the starter motor. The use of special low-temperature electrolyte formulations and electrode material modification technologies can effectively improve the low-temperature performance of the capacitor; in high-temperature environments, such as long-term driving or frequent braking in hot summer, the capacitor must have good thermal stability to prevent performance degradation or safety hazards caused by excessive temperatures. By optimizing the capacitor heat dissipation structure design, such as adding heat sinks and using high-efficiency thermal conductive materials, it can be ensured that the capacitor dissipates heat in a timely manner at high temperatures, ensuring its stable performance, so that the vehicle can operate safely and reliably in various climatic conditions.

[1745] 2) Lifespan and durability

[1746] Given the long service life of vehicles and the frequent long-term charge and discharge cycles that supercapacitors must undergo, stringent requirements are placed on their lifespan and durability. Generally speaking, supercapacitors need to be able to withstand more than hundreds of thousands of charge and discharge cycles, and the capacity decay rate must be kept at a low level throughout their entire life cycle to ensure the consistency and stability of the vehicle's powertrain performance. To achieve this goal, it is crucial to select high-quality, long-life electrode materials and electrolytes for capacitor material selection; in terms of manufacturing technology, the use of advanced production processes and packaging technologies and strict control of impurity content and process defects during the production process can effectively improve the structural stability and aging resistance of the capacitor. Through the above comprehensive measures, the service life of the capacitor can be greatly extended, the decline in vehicle performance due to capacitor performance decay can be reduced, the maintenance cost and use risk of the vehicle can be reduced, and the efficient and stable operation of the vehicle during long-term use can be guaranteed.

[1747] 3) Tests on supercapacitor groups

[1748] 1) Capacitor charge and discharge efficiency curve

[1749] The charge and discharge efficiency data and curves of supercapacitors under different charge and discharge currents.

[1750] A supercapacitor with a rated voltage of 2.7V and a maximum continuous current of 150A (peak current of 300A) was used as the test subject. Constant current charge and discharge tests were conducted at 10A to 150A charging current and 10A to 150A discharging current, at equal 10A intervals (10A, 20A, 30A…150A). The charging energy (E1) and discharge energy (E2) at each current point were recorded, and the efficiency η was calculated as (E2 / E1) × 100%. A current-efficiency curve was then plotted.

[1751] Curve characteristics: Efficiency in the low current area (<50A) is >97%, and at the rated current of 150A, the charging efficiency is ≥88% and the discharging efficiency is ≥94% (typical values).

[1752] Engineering Applications:

[1753] Braking recovery prioritizes 30A to 70A (peak efficiency area), and accelerated discharge is controlled at 100A to 150A (efficiency > 92%).

[1754] The matching capacitor has a lifespan of 100,000 hours and a wide temperature range of -40°C to 65°C.

[1755] Application value:

[1756] Accurately evaluate actual energy utilization using data and curves to optimize the charging and discharging strategy of the capacitor bank:

[1757] When accelerating high current discharge, select a current with efficiency > 92% (e.g. 100A to 150A) based on the discharge curve;

[1758] During regenerative braking, select a current with an efficiency greater than 97% (e.g., 30A to 70A) based on the charging curve.

[1759] 2)) Capacitor self-discharge characteristics

[1760] The inherent self-discharge current of a supercapacitor is generally less than or equal to 15mA. After more than 52 days of idling, the capacitor voltage drops to 75% of the rated voltage (the specific value depends on the actual characteristics and status of the capacitor). By analyzing the loss of capacitor charge when the vehicle is parked or unused for an extended period, and the impact of this self-discharge on vehicle restarts, the power management system can be automatically activated, while the BMS compensation mechanism is activated to regularly recharge and maintain the capacitor. Alternatively, the capacitor charge can be tested before the vehicle is started. If the charge is below a certain threshold, a portable starting power supply can be used to start the engine. The vehicle can be designed with a portable starting power supply interface for backup.

[1761] 3) Capacitance consistency test

[1762] When using large-scale capacitors to form a battery pack, the consistency of individual capacitor parameters (such as capacity and internal resistance) significantly impacts battery pack performance. Screening criteria for capacitor capacity consistency are set, such as requiring capacitance deviation to be within a specified tolerance range (≤±5%), internal resistance (including temperature and current) deviation to be within a specified tolerance range (≤±10%), voltage deviation (including all voltage application scenarios) to be within a specified tolerance range (≤±2%), and grouping (including parallel, series, and mixed) deviation to be within a specified tolerance range (≤±3%). This also addresses potential problems that may arise from inconsistency, such as overcharging or over-discharging of some capacitors. When capacitor capacity is inconsistent, during charging, a smaller capacitor may be fully charged before a larger one, resulting in overcharging of the smaller capacitor. During discharge, the larger capacitor may not be fully discharged while the smaller one is already discharged, leading to over-discharging of the smaller capacitor. Solutions are proposed, such as strictly screening and grouping capacitors before assembly to make the parameters of each group of capacitors as close as possible; or designing a balancing circuit in the battery pack management system to monitor the capacitor voltage in real time and adjust capacitors with excessively high or low voltage to ensure balanced working conditions of all capacitors.

[1763] 4) Electromagnetic compatibility test (EMC)

[1764] Modern vehicles have numerous electronic systems, and supercapacitors are a part of them, so their electromagnetic compatibility is extremely important. Supplement the test data and design measures of supercapacitors in terms of electromagnetic interference emission and anti-interference capabilities. For example, within the frequency range, the electromagnetic interference emission intensity of the capacitor is lower than (≤30dBμV / m (10-meter test distance, 30MHz-1GHz frequency band, in compliance with CISPR 25Class B limits as specific values), and the conducted interference current is lower than (≤100μA (0.15MHz-30MHz frequency band, in compliance with GB 18655-2018 limits as specific values). When subjected to external electromagnetic interference, the performance of the capacitor is not affected. Design measures include the use of a shielded casing, reasonable layout of the internal circuit, and the addition of filtering circuits to ensure that it works normally in a complex electromagnetic environment without affecting other electronic equipment.

[1765] 4) Cost accounting

[1766] While ensuring that all performance indicators of the vehicle's powertrain are met, controlling the cost of supercapacitors has a significant impact on the vehicle's market competitiveness and economic benefits. Supercapacitors vary significantly in price and performance across brands and models. Therefore, during the design process, in-depth market research and technical analysis are necessary to comprehensively evaluate the balance between supercapacitor performance and cost, selecting products with the best value for money to achieve the optimal configuration for the vehicle's powertrain. Specifically, the most appropriate capacitor selection can be determined by carefully comparing the parameters, quality standards, and pricing of supercapacitors offered by different suppliers, taking into account factors such as the vehicle's market positioning, target customer group needs, and production batch size. For example, while ensuring that key capacitor performance parameters meet requirements, prioritize brands and models with reasonable pricing and comprehensive after-sales service. Leverage the cost advantages of bulk purchasing to negotiate with suppliers for more favorable purchase prices and terms. Through a scientific and rational cost control strategy, production costs can be effectively reduced without sacrificing vehicle performance, improving the vehicle's market competitiveness and profitability, and promoting widespread adoption and sustainable development of vehicle products in the market.

[1767] 5) Summary:

[1768] The design of supercapacitor battery packs requires comprehensive consideration of multiple factors, including port parameters, capacitor selection, environmental adaptability and reliability, and cost factors. Through rigorous design calculations, advanced material and process selection, and comprehensive testing and verification, it is ensured that the supercapacitor battery pack can operate efficiently, stably, and safely in the vehicle power system, providing strong energy support and guarantee for the high performance and intelligent development of modern vehicles.

[1769] About vehicle braking system design

[1770] As a key component of driving safety, the vehicle braking system, designed to integrate the overall vehicle architecture with the characteristics of automotive capacitors, is of great significance. This report aims to explain how to achieve efficient braking and energy recovery, two core goals, in braking system design.

[1771] 1) Key points of brake system design

[1772] 1)) Normal braking-generating braking mode

[1773] In everyday driving, braking is often used to control speed. In this case, the vehicle's electric motor is activated in generator mode, converting the vehicle's kinetic energy into electrical energy. The motor's power is intelligently adjusted based on the vehicle's deceleration requirements and the real-time charge status of the vehicle's capacitors. For example, when the vehicle is slowly driving downhill, the appropriate power is determined based on the slope and speed to charge the capacitors. This provides stable braking force while recovering energy, reducing wear and tear on traditional brake components and improving energy efficiency.

[1774] 2) Emergency brake-reverse brake mode

[1775] When encountering special emergency situations, such as when the driver's braking force change rate exceeds a preset value (such as the brake pedal depth change reaches a certain number of centimeters per second) or the brake pedal is pressed to the bottom, the system determines it as emergency braking and quickly starts the reverse braking procedure. This trigger threshold is determined through a large number of actual road and simulation experiments, taking into account multiple factors to reduce the risk of false triggering and ensure immediate response. At the moment the emergency braking signal is triggered, the on-board computer accurately adjusts the circuit parameters, including the reverse voltage amplitude, current direction and size, etc., and uses the control algorithm to allow the electric motor to smoothly and quickly transition to the reverse braking state, so that the braking torque increases linearly and steadily, realizing seamless connection between the two braking modes, quickly consuming kinetic energy during high-speed emergency braking and efficiently recovering energy and storing it in the vehicle capacitor.

[1776] 3)) The relationship between the braking system and tires

[1777] The braking system decelerates the vehicle through friction between the tires and the road, so tire grip characteristics must be considered during design. The braking control strategy incorporates real-time monitoring and feedback of tire-to-road friction under varying road conditions (dry, wet, icy, snowy, oily, etc.). For example, on slippery roads, braking power and force distribution are dynamically adjusted based on the reduction in tire-to-road friction to prevent tire lock and loss of control. This ensures the safe and stable operation of the regenerative braking system, optimizing the synergy between regenerative braking and mechanical braking to enhance braking safety and efficiency.

[1778] 4)) The relationship between the braking system and the electric motor

[1779] Electric motors play diverse roles in vehicle braking and operation, generating electricity during braking and consuming electricity during starting and acceleration. The braking system is closely connected to the electric motor. The motor's power generation efficiency and power characteristics affect the braking energy recovery effect. Its starting acceleration performance is related to the braking system's response and energy replenishment. During braking energy recovery, the motor's power generation characteristics must match the charging characteristics of the vehicle's capacitors. For example, the motor control circuit and algorithm must be optimized to output appropriate power generation voltage and current at different speeds and loads to meet the capacitor charging requirements. When the vehicle starts, the capacitor discharges to drive the electric motor. The electric motor's starting torque characteristics must meet the vehicle's starting requirements. The energy transmission and conversion between the two must be fine-tuned to achieve coordinated optimization.

[1780] 5)) The relationship between the braking system and the capacitor

[1781] Automotive capacitors, serving as brake energy recovery storage units and energy buffers, a...

Claims

1. A hydrazine-based automotive power system compatible with multiple liquid fuels, characterized by: Hydrazine and its derivatives are used as the main fuel, and are compatible with one or more liquid fuels including gasoline, diesel, methanol, and ethanol; including a storage and delivery system compatible with multiple liquid fuels, an engine system adapted to multiple liquid fuels, a power conversion and transmission system, and a combustion system; The power conversion and transmission system adopts a direct connection structure for directly connecting the generator to the internal combustion engine. The generator adopts a high-performance generator with small size, high power and high power density, and is adapted to the hydrazine fuel internal combustion engine to generate electricity. The generated electricity is used to drive the hub motor and charge the Faraday capacitor. The number of spark plug electrodes in the combustion system is 5 to 12, and the electrodes are arranged with uneven spacing. The electric field strength and distribution between each electrode pair are different. Electrodes with different spacing combinations can be selected for discharge according to different working conditions to achieve different ignition effects. The material of the center electrode is platinum-iridium alloy, and the material of the side electrode is nickel-based alloy with added chromium and manganese elements. The electrical parameters are dynamically adjusted by the control circuit according to different electrode combinations and the real-time working conditions of the engine to achieve intelligent ignition control to adapt to changes in different fuels and working conditions.

2. The automotive power system according to claim 1, characterized in that: The multi-liquid fuel compatible storage and delivery system includes: The main fuel tank is made of hydrazine-corrosion-resistant material and is rectangular in shape with rounded corners. It is equipped with a support plate for strength reinforcement, which is interconnected. It has a refueling port and a vent valve on its top and an oil outlet on its bottom. It is connected to the auxiliary fuel tank via a delivery pipeline and then to the engine system. A refueling lock is installed at the refueling port. When the main fuel tank is full of fuel, it is locked. When the main fuel tank is empty of fuel, the refueling port can be opened by a key or other unlocking method. The auxiliary fuel tank is constructed of materials compatible with the main fuel tank, is cylindrical in shape, and has a smaller volume than the main tank. It is installed below the main tank based on the principle of liquid level difference and is connected to the main tank via an independent delivery pipeline. It is equipped with a liquid level sensor inside, and a one-way control valve is installed on the independent delivery pipeline. The auxiliary fuel tank has a capacity sufficient to consume enough fuel to continue driving for 50 kilometers after the main tank's fuel is depleted. The intelligent adaptive delivery system includes a high-precision, multi-parameter sensor array for real-time monitoring of fuel level, pressure, temperature, hydrazine concentration, hydrazine-water ratio, hydrazine purity, other liquid fuel types, contents, impurities, fuel pH, metal ion concentration in the fuel tank, oxygen content in the fuel tank, corrosion potential in the fuel tank body, changes in surface roughness in the fuel tank, and microbial content information. It transmits data to the vehicle's central control system via a wired transmission module. It also includes an intelligent flow control valve, an impurity preprocessor, and a fuel property analyzer for precisely adjusting the opening size based on the electrical signal transmitted from the central control system, controlling the flow rate of the hydrazine-water mixed fuel, and removing impurities in the fuel through multi-stage filtration principles and electrostatic adsorption technology.

3. The automotive power system according to claim 1, characterized in that: The engine system adapted to multiple liquid fuels includes: The high-precision, electronically controlled, ultra-fine atomization injection system uses hydrazine as an energy source and is compatible with a variety of liquid fuels. It utilizes the synergistic effect of high-frequency ultrasonic vibration and high-pressure gas to atomize various fuels into ultra-fine particles with a particle size of less than 10 microns. It is equipped with an injector with a special porous structure to perform multi-angle and multi-level injection. Before the fuel enters the steel drum, its mixing degree with air is controlled, and only a very small amount of air is allowed to mix in to maintain the stability of fuel delivery. After entering the steel drum, combined with the intelligent intake control system, the intake volume, intake temperature and intake pressure are precisely adjusted according to engine speed, load and environmental conditions, promoting rapid and thorough mixing of air and fuel inside the steel drum, optimizing the mixing ratio and uniformity of the two, and improving combustion efficiency and stability. The intelligent ignition system, through a central control system, intelligently controls ignition timing based on temperature and pressure data collected by sensors, combined with information on fuel composition and mixture concentration. When the piston approaches top dead center and in-cylinder pressure reaches its peak, if combustion conditions are suitable, the system precisely grasps the ignition timing, fully utilizing the high-pressure environment to promote complete fuel combustion and unleash powerful power. Under other operating conditions, the system flexibly adjusts ignition timing based on preset algorithms and real-time data feedback to ensure stable and efficient combustion. The adaptive combustion control system installs highly sensitive temperature and pressure sensors at key locations in the combustion chamber to monitor the combustion environment in the cylinder in real time. The piston is made of a high-strength, corrosion-resistant material with excellent thermal conductivity, and its surface is specially treated to enhance wear resistance. The cylinder head is made of a high-temperature resistant, high-strength alloy to ensure structural stability under extreme operating conditions.

4. The automotive power system according to claim 1, characterized in that: The number of electrodes of the multi-electrode spark plug in the combustion system is 5 to 6, the center electrode is made of platinum-iridium alloy containing 80% platinum and 20% iridium, and the side electrodes are made of nickel-based alloy with appropriate amounts of chromium and manganese added; When gasoline fuel is used, the voltage is 10 to 15 kV, the current peak is 80 to 120 mA, and then stabilizes at 10 to 30 mA; When diesel fuel is used, the voltage is 15 to 20 kV, the current peak is 100 to 150 mA, and it stabilizes at 20 to 40 mA.

5. The automotive power system according to claim 1, characterized in that: Also includes: The hybrid system is a system that connects an optimized and adjusted fuel engine to a high-power power generation system. When the engine is running, the power generation system generates electricity, which is then transmitted to different power consumption units. Rotary electric motors, installed at the vehicle wheels, receive power from the power generation system to drive the vehicle, achieving a pure electric drive mode. They also provide auxiliary power from the electric motor while the fuel engine directly drives the wheels, achieving a hybrid drive mode. Faraday supercapacitor batteries are used for rapid storage and release of electrical energy. They provide power support when a vehicle starts or accelerates, requiring high currents, and quickly absorb energy during energy recovery. Their low self-discharge rate ensures sufficient energy for critical operations even after the vehicle has been parked for a period of time. The on-board computer control system monitors various vehicle parameters in real time, including vehicle speed, engine speed, battery charge, and motor operating status. Based on these parameters, the control system automatically switches the vehicle's driving mode, adjusts the engine's power generation, the motor's driving power, and the supercapacitor's charging and discharging status.

6. The automotive power system according to claim 1, characterized in that: Also included is an AC / DC inverter, comprising: The input detection and preprocessing module detects the input electrical signal, identifies its type, voltage, current, and frequency parameters, performs preliminary filtering on the input AC power to remove clutter and harmonics, improve the quality of the input electrical signal, and performs voltage stabilization on the DC input to prevent excessive voltage fluctuations from affecting subsequent circuits. The AC / DC conversion core module performs AC-DC conversion when the input is AC power, using rectification technology to convert AC power to DC power and adjusting the DC output voltage according to back-end requirements. When the input is DC power, it performs DC-AC conversion, using inverter technology to convert DC power to AC power and simultaneously controls the frequency and voltage of the output AC power. The output regulation and matching module further adjusts the converted electrical signal to meet the voltage and current requirements of different loads. For AC output, it performs voltage step-up or step-down conversion and fine-tunes the frequency to adapt to the operating requirements of the motor under different working conditions. For DC output, it performs precise voltage stabilization and current limiting to ensure the safety and effectiveness of supercapacitor charging. The control and monitoring module receives signals from the input detection module and generates control signals based on preset algorithms and control strategies to control the operation of the AC / DC conversion core module and the output regulation and matching module. It monitors the working status of the entire inverter in real time, including the voltage, current, and temperature parameters of each module. When an abnormal situation occurs, protective measures are taken in a timely manner. The communication and interface module provides a communication interface with the vehicle's engine management system, battery management system, and motor control system to achieve data interaction. It has a reserved debugging interface for parameter setting, fault diagnosis, and software upgrades of the inverter during the R&D and production processes.

7. The automotive power system according to claim 1, characterized in that: The motor also includes a three-phase asynchronous multi-pole motor with an inner stator and outer rotor structure. The stator adopts a toothed ring structure, and the inner and outer diameters of the silicon steel sheets are 275mm and 80-110mm, respectively, and the length is 80mm. The high-permeability silicon steel sheets are used. The rotor adopts an outer squirrel-cage rotor structure, consisting of bars placed in the rotor core slots and end rings at both ends. The stator winding adopts a single-coil structure, with coil groups with different line spacings. The spacing between two coils when combined into a coil group is adjusted according to the requirements of different magnetic pole pairs, thereby achieving a change in the number of pole pairs. Combined with the outer squirrel-cage rotor, the motor can maintain continuous and stable operation when the number of magnetic pole pairs varies with 2, 4, 6, or 8 poles, or 2, 4, or 8 poles and the frequency changes. The motor has a triangle and star connection switching function, and the power output is adjusted according to road conditions and load. The motor also changes the output power of the motor by connecting the coil groups in parallel, series, or series-parallel to meet the power requirements of different road conditions.

8. The automotive power system according to claim 1, characterized in that: Also included is a vehicle braking system comprising: Normal braking - generator braking mode: During daily driving, when braking to control speed, generator braking mode is enabled. The vehicle's electric motor switches to generator mode, converting the vehicle's kinetic energy into electrical energy. The motor's power generation is intelligently adjusted based on the vehicle's deceleration requirements and the real-time charging status of the vehicle's capacitors. Emergency braking - reverse braking mode. When encountering a special emergency situation, the system starts the reverse braking program. The on-board computer adjusts the circuit parameters, including the reverse voltage amplitude, current direction and size. Through the control algorithm, the motor can smoothly and quickly transition to the reverse braking state, so that the braking torque increases linearly and steadily.

9. The automotive power system according to claim 1, characterized in that: Also included is a safety run-flat tire system, which includes: The rim is made of high-strength alloy steel and has a two-part structure that is cross-inserted and has an expansion function. The expansion method adopts a rotary expansion structure. The inner ring adopts a tapered shape with a certain taper and a tapered thread on the surface of the inner ring. It matches an inner ring and is rotated by a special tool. When the inner ring is rotated, the three steel pieces that make up the rim body and are connected to each other with a mortise and tenon structure are expanded outward, thereby expanding the rim radius and tightening the tire. Foam tires are filled with H-foaming agent and have two filling methods. Full filling without inflation is suitable for working conditions with high stability requirements and relatively smooth driving conditions. Leaving gaps for inflation is suitable for scenes with more complex and changeable road conditions. The tire outer diameter is above 550mm, the rim diameter is 300-350mm, the section height is 200-250mm, the tire wall thickness is 13-20mm, the section width is 155-245mm, and it is reinforced with carbon fiber material.

10. The automotive power system according to claim 1, characterized in that: Also included is a vehicle central control system, which includes: A central control system based on big data and artificial intelligence integrates multi-source sensor data, including fuel system data, engine operation data, vehicle driving data, and environmental data. It uses deep learning algorithms to analyze and process massive amounts of data in real time, establishes an accurate vehicle powertrain model and operating status prediction model, and automatically generates and executes the optimal control strategy based on the model's prediction results and preset optimization goals. The immersive human-computer interaction interface uses virtual reality or augmented reality technology to present key vehicle information to the driver in the form of intuitive and vivid three-dimensional images or holographic projections. The driver interacts with the system through natural interaction methods such as voice, gestures or eye tracking. The system automatically adjusts the vehicle's power output characteristics, seat comfort, and interior ambient temperature according to the driver's driving habits and physiological state to provide a personalized driving experience.

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