A distributed stator coil based eddy current brake system and method

Abstract

This invention provides an eddy current retarder braking system and method based on distributed stator coils, relating to the field of vehicle auxiliary braking system technology. The system adopts a three-layer collaborative architecture of physical integration, state awareness, and intelligent execution. The physical integration layer constructs a highly reliable hardware foundation through deep coupling of distributed fault-tolerant windings, high thermal conductivity insulation structures, integrated liquid cooling heat dissipation structures, and vibration-resistant mechanical interlocks. The state awareness layer collects real-time electrical, thermal, and mechanical data from a multi-sensor array. The central processing unit of the intelligent execution layer, based on multi-sensor data fusion and intelligent algorithms, achieves millisecond-level fault isolation, dynamic optimization of thermal management, and predictive early warning of risks. This invention realizes a fundamental transformation of the eddy current retarder from a passive execution component to an active safety system, completely solving the core pain points of traditional products such as severe thermal decay, single-point failure, and difficult maintenance.

Description

Technical Field

[0001] This invention relates to the field of vehicle auxiliary braking system technology, specifically to an eddy current retarder braking system and method based on distributed stator coils. Background Technology

[0002] Eddy current retarders, as core auxiliary braking devices for commercial vehicles, have become crucial components for ensuring driving safety on long downhill slopes and under heavy loads due to their contactless and wear-free braking characteristics. Industry statistics show that over 60% of braking accidents involving commercial vehicles on long downhill sections are directly related to eddy current retarder thermal fade and failure. The annual maintenance cost of traditional products accounts for 8-12% of the operating cost of commercial vehicles, and the annual operating loss due to downtime from malfunctions reaches 20,000-50,000 yuan per vehicle. However, existing traditional eddy current retarder stator coils suffer from numerous technical bottlenecks, severely hindering industry development. (1) The problem of heat fade is prominent: Traditional products use passive air cooling, and the heat exchange efficiency is only 30-40%. After continuous braking for 1 hour, the heat fade rate is as high as 30-50%, and the braking power drops sharply from the initial value. It cannot meet the braking needs of continuous downhill sections in mountainous areas (such as length ≥10km, slope ≥6%), which can easily lead to brake failure accidents. (2) Single-point faults can easily lead to system failure: The coils are wound with large wire diameters (usually ≥2mm) in series or mixed connection, and the overall integration of the coils is high. When a short circuit or open circuit fault occurs in a single coil, the entire braking system will be directly paralyzed. According to after-sales data statistics, the braking failure rate of traditional products due to single-point faults in the coils accounts for more than 75%; (3) Insufficient vibration resistance: The coil frame and the iron core are fixed by adhesive or simple clips. Adhesive bonding is prone to aging and failure in high temperature (≥120℃) environment, and clip fixing has a detachment rate of up to 30% in vibration environment above 10G. The vibration resistance of traditional products is only 5-7G, while the vibration intensity of commercial vehicles during driving (especially engineering vehicles and off-road sections) often reaches 8-12G, which causes the coil to loosen and rotate circumferentially, resulting in wear failure and a service life of only 500,000-700,000 start-stop cycles; (4) Poor insulation and thermal conductivity synergy: The F-grade (155℃) ordinary alkyd resin enameled wire and single impregnation process are used. The thermal conductivity of the insulating varnish is ≤0.3W / mK. Moreover, the impregnation is insufficient and there are residual air bubbles in the coil gap. Under high temperature and high humidity environments (such as the rainy season in the south and coastal areas), insulation aging and inter-turn short circuits are prone to occur, with an average annual failure rate of 8-10%. (5) Lack of intelligent monitoring and early warning mechanism: There is no real-time status monitoring module, and the fault can only be discovered after the brake fails or the equipment is damaged, which belongs to the "post-event maintenance" mode. The average time to repair (MTTR) of traditional products is 4-6 hours, which seriously affects the operational efficiency; at the same time, it is impossible to predict potential fault risks, and small faults can easily lead to major braking accidents.

[0003] Therefore, developing an eddy current retarder braking system based on distributed stator coils that can fundamentally solve the above-mentioned technical pain points and has high reliability, strong heat dissipation, vibration resistance and intelligent early warning functions has become an urgent need for upgrading commercial vehicle braking systems. It is of great significance for promoting technological progress in the industry and reducing the incidence of safety accidents. Summary of the Invention

[0004] The purpose of this invention is to provide an eddy current retarder braking system and method based on distributed stator coils, aiming to solve at least one technical problem existing in the prior art.

[0005] On one hand, this invention provides an eddy current retarder braking system based on distributed stator coils. The system employs a three-layer collaborative architecture of physical integration, state perception, and intelligent execution. The physical integration layer includes an eddy current retarder body, which is composed of a stator coil module, an integrated active liquid cooling structure, and a vibration-resistant and anti-rotation mechanical interlock structure. The stator coil module includes a distributed fault-tolerant winding architecture and a high thermal conductivity insulation structure. The distributed fault-tolerant winding architecture consists of multiple physically separate and electrically parallel coil units wound on a coil frame. Discrete heat and electromagnetic sources are formed; the high thermal conductivity insulation structure is used to encapsulate and solidify the multiple coil units into an integrated entity through a secondary vacuum pressure impregnation process, forming a continuous internal heat conduction path; the integrated active liquid cooling structure includes liquid cooling channels that are in direct thermal contact with the outer surface of the high thermal conductivity insulation structure, and the channel layout matches the heat distribution of the coil units, used to remove the heat generated by the distributed fault-tolerant winding architecture through forced convection; the vibration-resistant and anti-rotation mechanical interlocking structure uses multi-point positioning and multi-directional constraints to integrate the coil frame, high thermal conductivity insulation structure, and... The coil unit is rigidly connected to the stator core, ensuring the structural integrity and relative positional stability of the coil frame, high thermal conductivity insulation structure, and coil unit and stator core under vibration. The state perception layer includes: a multi-sensor array embedded in a preset position of the physical integration layer, used to collect current state signals, temperature state signals, and vibration state signals in real time; a central processing unit, used to receive and fuse the state signals of the multi-sensor array, perform real-time assessment of system health status, fault diagnosis, and trend prediction through preset analysis algorithms, and generate corresponding control commands. The intelligent execution layer includes: a power control and fault isolation module, used to provide excitation power to the distributed fault-tolerant winding architecture according to the control commands sent by the central processing unit, and to perform rapid electrical isolation of specific winding units when a fault occurs; a thermal management control module, used to control the speed of the coolant circulation pump in the integrated active liquid cooling structure according to the control commands sent by the central processing unit, to enhance heat dissipation capacity; and a human-machine interaction and vehicle communication interface, used to output diagnostic and early warning information of the state perception layer and receive external control commands.

[0006] Furthermore, in the distributed fault-tolerant winding architecture, each coil unit is wound with an independent small-diameter enameled wire, and all coil units are connected in parallel through a busbar. In this architecture, each coil unit is evenly distributed in a ring shape in space, forming multiple discrete and controllable electromagnetic-heat source units.

[0007] Furthermore, the high thermal conductivity insulation structure is used to completely cover and solidify all the coil units in the distributed fault-tolerant winding architecture into an integrated entity through a secondary vacuum pressure impregnation process. This integrated entity has both electrical insulation and high thermal conductivity functions, and its outer surface forms a continuous and flat thermal conduction interface.

[0008] Furthermore, the integrated active liquid cooling structure includes a liquid cooling channel that is closely attached to the heat conduction interface of the high thermal conductivity insulation structure, or a liquid cooling channel arranged inside the stator core. The channel direction and cross-sectional dimensions are optimized according to the heat source distribution of each coil unit in the distributed fault-tolerant winding architecture, forming a heat transfer path from the inside of the coil unit to the outside of the coolant.

[0009] Furthermore, the anti-vibration and anti-rotation mechanical interlocking structure includes a three-dimensional contoured groove and a circumferential threaded rib set on the inner surface of the coil frame, as well as a corresponding structure on the outer surface of the stator core that cooperates with these features. This structure rigidly connects the coil frame, the high thermal conductivity insulation structure and the coil unit to the stator core through multi-point positioning and multi-directional constraint. Its material selection and structural design ensure that the locking force remains stable within the working temperature range of the integrated active liquid cooling heat dissipation structure.

[0010] Furthermore, the sensor array includes: a Hall current sensor connected in series in each coil unit circuit for monitoring the real-time current of each coil unit; a temperature sensor embedded inside the high thermal conductivity insulation structure and a temperature sensor embedded at the inlet and outlet of the integrated active liquid cooling structure for real-time monitoring of the temperature data at the inlet and outlet of the high thermal conductivity insulation structure and the integrated active liquid cooling structure; and a piezoelectric vibration sensor installed at the connection interface of the mechanical interlock structure for real-time monitoring of the vibration acceleration of the mechanical interlock structure.

[0011] Furthermore, the central processing unit integrates: a data fusion processing subunit, used to receive and synchronously process real-time monitoring data from current sensors, temperature sensors, and vibration sensors; a hierarchical fault diagnosis subunit, used to independently and correlate the electrical, thermal, and mechanical states of the physical integration layer based on the received real-time monitoring data from current sensors, temperature sensors, and vibration sensors, using a preset multi-level threshold and trend analysis algorithm; and a collaborative control command generation subunit, used to generate and issue collaborative control commands for controlling the power supply and fault isolation module, thermal management control module, and human-machine interface based on the diagnostic results output by the hierarchical fault diagnosis subunit; wherein the collaborative control commands include at least one or a combination of: a rapid isolation command for the faulty coil unit, a power output adjustment command for the system, and a dynamic management command for the integrated active liquid cooling structure.

[0012] Furthermore, the graded fault diagnosis subunit includes: an electrical fault diagnosis subunit, configured to diagnose a short-circuit fault in the coil unit and generate a first-level control command when a current value detected by a current sensor corresponding to a specific coil unit exceeds a first current threshold; and to diagnose an open-circuit fault in the coil unit and generate a second-level control command when the detected current value is zero and the system power supply is normal; wherein both the first-level and second-level control commands include a command to cut off the circuit of the faulty coil unit within ≤10ms; and a thermal state diagnosis subunit, configured to diagnose a first-level overheat warning and generate a control command to enhance heat dissipation when a temperature value detected by a temperature sensor exceeds a first temperature threshold but is lower than a second temperature threshold. The system includes a control command that, when the detected temperature value exceeds the second temperature threshold, diagnoses a level-two overheat alarm and generates a composite control command that simultaneously enhances heat dissipation and limits the total output power of the system. The enhanced heat dissipation control command is executed by adjusting the speed of the cooling pump or the valve opening in the integrated active liquid cooling structure. A mechanical condition diagnosis subunit is configured to perform a fast Fourier transform on the time-domain signal from the vibration sensor to analyze the vibration spectrum characteristics. When the vibration acceleration value exceeds the first vibration threshold, it diagnoses an abnormal vibration and generates a warning and recording command. When the vibration acceleration value exceeds a second vibration threshold higher than the first vibration threshold, it diagnoses a mechanical structure risk and generates a protection command to reduce system power or shut down the system.

[0013] Furthermore, the central processing unit also integrates a predictive maintenance analysis subunit, configured to: construct a digital health model of the intelligent braking system based on historical monitoring data from the current sensor, temperature sensor, and vibration sensor; use the digital health model to calculate a comprehensive health index reflecting the overall state of the intelligent braking system and predict its remaining service life; when the comprehensive health index is lower than a preset threshold or the remaining service life is lower than a preset mileage, generate a preventive maintenance suggestion instruction and output it through the human-machine interface; the digital health model includes an independent evaluation submodel for the lifespan of key subsystems; the key subsystems include at least the distributed fault-tolerant winding architecture and the high thermal conductivity insulation structure; the central processing unit calculates the electrical life of the winding unit and the electrothermal aging life of the high thermal conductivity insulation structure respectively through the evaluation submodel, and incorporates the lower of the two as a limiting factor into the final prediction of the remaining service life.

[0014] Secondly, embodiments of the present invention provide a braking method for an eddy current retarder based on distributed stator coils, applied to the aforementioned braking system for an eddy current retarder based on distributed stator coils. The method includes: Step S1, a data acquisition and synchronization step, including: real-time synchronous acquisition of multi-dimensional operating status data of the eddy current retarder, including: acquiring real-time operating current data of each independent coil unit; acquiring real-time temperature data of the high thermal conductivity insulation structure and the integrated active liquid cooling structure; acquiring real-time vibration acceleration data at the mechanical connection of the anti-vibration and anti-rotation mechanical interlock structure; Step S2, a data fusion and intelligent diagnosis step, including: performing fusion analysis and intelligent diagnosis on the acquired multi-dimensional operating status data: based on current data, identifying the operating status of each coil unit, detecting whether there are short circuits, open circuits, or poor contact faults; based on temperature data, assessing the system's thermal load status, predicting the risk of thermal decay. Based on vibration data and its spectral characteristics, assess the stability and integrity of the mechanical structure; Step S3, Intelligent Decision-Making and Cooperative Control Steps, including: Based on the diagnostic results, generate and execute cooperative control commands: If a specific coil unit fault is identified, generate and execute an electrical isolation command for the faulty unit, and simultaneously reallocate the operating parameters of the remaining healthy coil units to maintain braking performance; If an overheating risk is assessed, generate and execute a dynamic adjustment command for the integrated active liquid cooling structure, adaptively adjusting the coolant flow to optimize heat dissipation efficiency; If a mechanical structure risk is assessed, generate and execute corresponding warning commands and / or braking power limiting commands; Step S4, Information Interaction and Status Feedback Steps: Feed back the system diagnostic results, control actions, and operating status information in real time through the human-machine interaction and vehicle communication interface, and record and store key data for system health status assessment and predictive maintenance analysis.

[0015] In another aspect, the present invention also provides a computer-readable storage medium storing one or more instructions for causing the computer to execute the above-described eddy current retarder braking method based on distributed stator coils.

[0016] In another aspect, the present invention provides an electronic device, comprising: a memory and a processor; the memory storing at least one program instruction; the processor loading and executing the at least one program instruction to implement the above-described eddy current retarder braking method based on distributed stator coils.

[0017] Compared with the prior art, the present invention has the following technical advantages: (1) Leapfrog improvement in reliability: Distributed fault-tolerant design ensures that single-point failures do not affect system operation; mechanical interlock structure provides vibration resistance of more than 10G; high thermal conductivity insulation system eliminates inter-turn short circuits.

[0018] (2) Breakthrough in thermal management performance: The integrated liquid cooling and internal heat conduction path work together to make the continuous braking thermal decay rate <5%, which meets the requirements of long downhill working conditions.

[0019] (3) Intelligent and maintainability innovation: It realizes millisecond-level fault isolation, dynamic optimization of thermal management and predictive early warning of risks, significantly shortens the mean time to repair (MTTR) and reduces maintenance costs by more than 60%.

[0020] (4) Significant economic benefits: product lifespan is extended, user return on investment is high, and industry safety standards are upgraded. Attached Figure Description

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0022] Figure 1 This is a schematic diagram of an eddy current retarder braking system based on distributed stator coils provided in Embodiment 1 of the present invention.

[0023] Figure 2 This is a flowchart of a braking method for an eddy current retarder based on distributed stator coils provided in Embodiment 2 of the present invention.

[0024] Figure 3 This is a partial block diagram of the electronic device provided in Embodiment 4 of the present invention. Detailed Implementation

[0025] Before discussing the exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe the operations as sequential processes, many of these operations can be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations can be rearranged. The process can be terminated when its operation is completed, but may also have additional steps not included in the figures. The process can correspond to a method, function, procedure, subroutine, subroutine, etc.

[0026] It should be understood that although the terms "first," "second," etc., may be used herein to describe various units, these units should not be limited by these terms. These terms are used merely to distinguish one unit from another. For example, without departing from the scope of the exemplary embodiments, a first unit may be referred to as a second unit, and similarly, a second unit may be referred to as a first unit. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0027] The present invention will now be described in detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating only the basic structure of the invention, and therefore only show the components relevant to the invention.

[0028] Example 1

[0029] The specific implementation method is as follows: like Figure 1 The diagram shown is a schematic of an eddy current retarder braking system based on distributed stator coils provided by the present invention.

[0030] As an example, the system adopts a three-layer collaborative architecture consisting of a physical integration layer 1, a state perception layer 2, and an intelligent execution layer 3. The physical integration layer 1 includes an eddy current retarder body, which is composed of a stator coil module 10, an integrated active liquid cooling structure 11, and a vibration-resistant and anti-rotation mechanical interlock structure 12. The stator coil module 10 includes a distributed fault-tolerant winding architecture 101 and a high thermal conductivity insulation structure 102. The distributed fault-tolerant winding architecture 101 consists of multiple physically separated and electrically parallel coil units wound on a coil frame, forming discrete heat and electromagnetic sources. The high thermal conductivity insulation structure 102 is manufactured through a secondary vacuum pressure impregnation process. The process involves encapsulating and solidifying the multiple coil units into an integrated entity, forming a continuous internal heat conduction path. The integrated active liquid cooling structure 11 includes liquid cooling channels that are in direct thermal contact with the outer surface of the high thermal conductivity insulation structure. The channel layout matches the heat distribution of the coil units, and is used to remove the heat generated by the distributed fault-tolerant winding architecture through forced convection. The vibration-resistant and anti-rotation mechanical interlocking structure 12 rigidly connects the coil frame, high thermal conductivity insulation structure, and coil units to the stator core through multi-point positioning and multi-directional constraints, ensuring that the coil frame, high thermal conductivity insulation structure 102, and coil units maintain structural integrity and relative positional stability with respect to the stator core under vibration conditions.

[0031] The state perception layer 2 includes: a multi-sensor array 20, embedded in a preset position of the physical integration layer 1, for real-time acquisition of current state signals, temperature state signals and vibration state signals; and a central processing unit 21, for receiving and fusing the state signals of the multi-sensor array, performing real-time assessment of the system health status, fault diagnosis and trend prediction through a preset analysis algorithm, and generating corresponding control commands. The intelligent execution layer 3 includes: a power control and fault isolation module 30, used to provide excitation power to the distributed fault-tolerant winding architecture 101 according to the control commands sent by the central processing unit 21, and to perform rapid electrical isolation of specific winding units when a fault occurs; a thermal management control module 31, used to control the speed of the coolant circulation pump in the integrated active liquid cooling structure 11 according to the control commands sent by the central processing unit 21, so as to enhance the heat dissipation capacity; and a human-machine interaction and vehicle communication interface 32, used to output the diagnostic and early warning information of the state perception layer and receive external control commands.

[0032] In some feasible implementations, each coil unit in the distributed fault-tolerant winding architecture 101 is wound with an independent small-diameter enameled wire, and all coil units are connected in parallel through a busbar. In this architecture, each coil unit is evenly distributed in a ring in space, forming multiple discrete and controllable electromagnetic-heat source units.

[0033] Preferably, the high thermal conductivity insulation structure 102 is used to completely cover and solidify all the coil units of the distributed fault-tolerant winding architecture into an integrated entity through a secondary vacuum pressure impregnation process. This integrated entity has both electrical insulation and high thermal conductivity functions, and its outer surface forms a continuous and flat thermal conduction interface.

[0034] Preferably, the integrated active liquid cooling structure 11 includes a liquid cooling channel that is closely attached to the heat conduction interface of the high thermal conductivity insulation structure 102, or a liquid cooling channel arranged inside the stator core. The channel direction and cross-sectional dimensions are optimized according to the heat source distribution of each coil unit in the distributed fault-tolerant winding architecture, forming a heat transfer path from the inside of the coil unit to the outside of the coolant.

[0035] Specifically, the core layer of the eddy current retarder's main structure is a distributed fault-tolerant winding architecture, consisting of multiple independent coil units (e.g., 8) arranged uniformly in a ring. Each unit is an independent electromagnetic and heating element. Located in the innermost layer of the entire structure, it is the source of function. The wrapping layer is a high thermal conductivity insulating structure, which, through a secondary VPI process, completely encapsulates, impregnates, and solidifies all the aforementioned dispersed coil units into a dense whole, like "amber." It fills all the gaps between coil turns, layers, and with the frame. Electrically, it provides insulation; structurally, it bonds the dispersed coils into a robust whole; thermally, it becomes the main medium for conducting heat from the coils outward. Its outer surface is machined into a smooth, continuous cylindrical surface. The substrate and heat dissipation layer consist of a stator core and an integrated active liquid cooling structure. The stator core is a ring-shaped metal substrate (electrically pure iron DT4), which serves as the mechanical frame and magnetic circuit body of the entire module. The liquid cooling structure is integrated inside the stator core. There are two main forms: Option 1 (built-in): A U-shaped or spiral channel (liquid cooling channel) is directly milled into the iron core body. Option 2 (external): A metal sleeve (liquid cooling jacket) with a serpentine flow channel is tightly fitted around the iron core (and insulation layer). Key interface: The outer surface of the high thermal conductivity insulation system after curing is tightly fitted to the inner wall of the iron core (Option 1) or the inner wall of the liquid cooling jacket (Option 2). Thermal grease is usually applied in between to reduce thermal resistance, and heat is directly transferred from the surface of the insulator to the wall of the liquid cooling channel. The penetration and locking layer is a vibration-resistant and anti-rotation mechanical interlocking structure. Its form is: This is not an independent layer, but a precision connection mechanism that penetrates between the coil frame and the stator core. Key components include: Coil frame: A high-strength engineering plastic ring on which the coil is wound. Three-dimensional contoured grooves and circumferential threaded ribs are machined on its inner circumference. Stator core: Protrusions and threaded grooves that perfectly match the frame are machined on its outer circumference. Assembly Relationship: The coil frame (with the cured coil and insulator) is tightened like a bottle cap, precisely engaging with the concave and convex structure of the stator core through axial pressing and rotation, and finally locked axially with a locking screw. This mechanism rigidly connects the coil frame (and all its internal components) to the stator core (and its integrated liquid cooling structure) into a single unit.

[0036] More specifically, the distributed fault-tolerant winding architecture 101 is designed as follows: abandoning the traditional series / parallel large-diameter wire winding method, it adopts multi-strand small-diameter wire ( 0.5-1.0mm, preferred The coil units are individually wound with 0.8mm enameled wire. The number of coil units can be flexibly configured according to the braking power requirements (6-12 units, preferably 8). All coil units are directly connected in parallel to the power control and fault isolation module after being connected via copper busbars. Each coil unit is equipped with independent terminals and insulation sheaths to ensure electrical independence. Core parameter design: The rated current of a single coil unit is 5-8A (adapted to a total excitation current of 40A), and the rated resistance is 0.8-1.2 ohms. The inductance is 10-15mH; the coil units are wound using a multi-layer close-wound method, with insulating pads (0.1-0.2mm thick, made of polyimide) between layers to prevent interlayer short circuits; in actual use and measurement, in the 8-coil system, the system braking force decreases linearly when a single coil fails, with a torque loss of only 12.5%, still maintaining 87.5% of the braking force output, meeting emergency braking requirements. Assembly requirements: the coil units are arranged in a uniform ring distribution, with a spacing of 5-8mm between adjacent coil units to ensure uniform heat dissipation; the surface of the busbar copper busbar is tin-plated (thickness ≥5μm) to reduce contact resistance and avoid concentrated heat generation.

[0037] More specifically, the high thermal conductivity insulation structure 102 and its integrated molding process include: material selection and optimization: conductor material: high-purity oxygen-free copper rod (grade TU00) is selected and processed into enameled wire through continuous casting and rolling process. The oxygen content is strictly controlled to ≤5ppm (preferably 3ppm), and the conductivity is ≥101% IACS (actually measured to reach 102-103% IACS), reducing coil resistance and Joule heating effect from the source; copper material impurity content control: iron ≤0.001%, lead ≤0.0005%, sulfur ≤0.001%, to avoid impurities affecting conductivity and mechanical strength. Insulation material: H-class (180℃) corona-resistant polyimide enameled wire with an enamel layer thickness of 0.15-0.2mm and a breakdown voltage ≥15kV / mm; combined with a solvent-free epoxy-modified polyurethane impregnating varnish with a high thermal conductivity (≥0.8W / mK, preferably 0.85-0.9W / mK), the impregnating varnish has a solid content ≥98% and a volatile content ≤2%, and has excellent high temperature resistance, adhesion and thermal conductivity.

[0038] Secondary VPI integrated molding process: Strictly implement the closed-loop process of "pre-baking - vacuum pressure impregnation - curing - re-impregnation - re-curing", with precise control of parameters at each stage: Pre-baking treatment: Arrange the wound coil units neatly on the drying rack, put them into the hot air circulating drying oven, raise the temperature rate to 5℃ / min, raise it to 80-100℃ (preferably 90℃), and keep it at that temperature for 2-3 hours (preferably 2.5 hours) to remove the internal moisture (moisture content ≤0.1%) and volatile impurities of the coil; First vacuum pressure impregnation: Quickly transfer the pre-baked coil to a vacuum impregnation tank (model VPI-1000), close the tank door, and evacuate to -0.095~-0.098MPa, maintaining this pressure for 30-60 minutes (preferably 45 minutes) to ensure that the air in the coil gap is completely expelled; then inject solvent-free impregnation varnish preheated to 40-50℃, ensuring that the varnish submerges the top of the coil by ≥50mm, apply a pressure of 0.3-0.5MPa (preferably 0.4MPa), and impregnate for 1-2 hours (preferably 1.5 hours) to ensure that the insulating varnish fully penetrates into the coil turns, layers, and conductor surface; First curing: Remove the impregnated coil, remove excess varnish from the surface, and place it in a constant temperature curing oven. The heating rate is 3℃ / min, and the temperature is raised to 150-160℃ (preferably 155℃). The temperature is maintained for 4-6 hours (preferably 5 hours) to complete the initial curing. At this time, the curing degree of the coil insulation varnish is ≥80%. Second impregnation and curing: Repeat the above vacuum pressure impregnation steps (with consistent parameters) to ensure that the insulating varnish in the coil gap is fully filled and there are no air bubbles. The second curing temperature is raised to 160-170℃ (preferably 160℃) and kept at that temperature for 4-5 hours. The final curing degree of the coil insulating varnish is ≥98%, forming a complete and dense insulating coating layer.

[0039] More specifically, the integrated active liquid cooling structure 11 design includes: two integrated schemes for the liquid cooling channels (water channels) to adapt to different installation scenarios: Option 1 (Circumferential Integration of Coil Module): An annular liquid cooling jacket is installed around the stator coil module. The liquid cooling jacket is made of 304 stainless steel with a thickness of 8-12mm. The internal serpentine flow channel is machined (flow channel width 8-10mm, depth 6-8mm). The gap between the inner wall of the liquid cooling jacket and the outer periphery of the coil module is ≤0.2mm. Thermal grease (thermal conductivity ≥1.5W / mK) is applied to the contact surface to enhance heat conduction. Option 2 (Internal Integration of Stator Core): During the stator core (material DT4 electrical pure iron) machining stage, directly mill U-shaped or spiral liquid cooling channels (diameter 6-10mm, preferably 8mm), with the center of the channel 5-8mm from the surface of the coil unit to ensure direct contact with the heat source; quick connectors (specifications DN15-DN20) are set at the inlet and outlet of the liquid cooling channel to facilitate connection with the vehicle's coolant circulation system.

[0040] Flow channel optimization and simulation verification: Flow channel simulation was performed using computational fluid dynamics (CFD) software (such as ANSYS Fluent) to simulate coolant flow velocity, pressure distribution, and heat exchange efficiency. Optimization objectives: uniform coolant flow velocity within the flow channel (0.6-1.0 m / s, preferably 0.8 m / s), no dead zones, and pressure loss ≤0.1 MPa. Boundary conditions were set during the simulation: coil heating power 280 kW, coolant inlet temperature 80℃, and outlet temperature ≤105℃. By adjusting the flow channel bending radius (R8-R12 mm, preferably R10 mm) and the number of flow channels (4-8 channels), the heat exchange efficiency was maximized.

[0041] Coolant selection and matching system: The coolant is a mixture of 50% ethylene glycol and 50% deionized water, with a freezing point ≤ -35℃ and a boiling point ≥ 108℃. Anti-corrosion additives (such as borate and silicate) are added to prevent corrosion of the liquid cooling channels.

[0042] In some feasible implementations, the anti-vibration and anti-rotation mechanical interlocking structure 12 includes a three-dimensional contoured groove and a circumferential threaded rib on the inner surface of the coil frame, and a corresponding structure on the outer surface of the stator core that cooperates with these features. This structure rigidly connects the coil frame, the high thermal conductivity insulation structure and the coil unit to the stator core through multi-point positioning and multi-directional constraint. Its material selection and structural design ensure that the locking force remains stable within the operating temperature range of the integrated active liquid cooling heat dissipation structure.

[0043] Specifically, the anti-vibration and anti-rotation mechanical interlocking structure 12 includes the following structural design: At the assembly interface between the coil frame (material PA66+30% glass fiber reinforcement, bending strength ≥150MPa) and the iron core, a double interlocking structure of "three-dimensional contoured groove + circumferential threaded rib" is adopted: Three-dimensional contoured groove: 4-6 (preferably 6) grooves are evenly distributed along the inner circumference of the frame, with a groove depth of 3-5mm (preferably 4mm) and a width of 8-12mm. The inner wall of the groove is provided with serrated anti-slip texture (tooth height 0.3-0.5mm), which precisely matches the raised structure on the outer circumference of the iron core to achieve radial positioning; Circumferential threaded rib: 2-4 (preferably 3) threaded ribs are machined along the inner circumference of the frame, with a rib height of 2-4mm (preferably 3mm) and a thread pitch of 15-20mm, which mesh with the threaded groove on the outer circumference of the iron core to achieve circumferential locking; After assembly, axial fixation is achieved by locking screws (M4-M6), with a screw tightening torque of 8-12N. m.

[0044] Finite Element Analysis (FEA) Optimization: ANSYS Workbench software was used to simulate structural strength and vibration resistance. Simulation load conditions: Electromagnetic force: Radial electromagnetic force of 100-150N and circumferential electromagnetic force of 50-80N generated by the coil during operation; Vibration load: Sinusoidal vibration, frequency 10-1000Hz, acceleration 10G, duration 100 hours; Temperature load: Operating temperature 180℃; Optimization objectives: Maximum structural stress ≤ 70% of material yield strength, displacement ≤ 0.1mm; By optimizing the slot depth, rib height, and pitch parameters, the final structure exhibits uniform stress distribution under 10G vibration, with maximum stress ≤ 80MPa and displacement ≤ 0.05mm, meeting long-term operation requirements.

[0045] In some feasible implementations, the sensor array 20 includes: a Hall current sensor connected in series in each coil unit circuit for monitoring the real-time current of each coil unit; a temperature sensor embedded inside the high thermal conductivity insulation structure and a temperature sensor embedded at the inlet and outlet of the integrated active liquid cooling structure for real-time monitoring of the temperature data at the inlet and outlet of the high thermal conductivity insulation structure and the integrated active liquid cooling structure; and a piezoelectric vibration sensor installed at the connection interface of the mechanical interlock structure for real-time monitoring of the vibration acceleration of the mechanical interlock structure.

[0046] Preferably, the central processing unit 21 integrates: a data fusion processing subunit 210, used to receive and synchronously process real-time monitoring data from current sensors, temperature sensors, and vibration sensors; a hierarchical fault diagnosis subunit 211, used to perform independent and correlated diagnosis of the electrical, thermal, and mechanical states of the physical integration layer based on the received real-time monitoring data from current sensors, temperature sensors, and vibration sensors, using a preset multi-level threshold and trend analysis algorithm; and a collaborative control command generation subunit 212, used to generate and issue collaborative control commands for controlling the power supply and fault isolation module 30, the thermal management control module 31, and the human-machine interface 32 based on the diagnostic results output by the hierarchical fault diagnosis subunit 211; wherein the collaborative control commands include at least one or a combination of: a rapid isolation command for the faulty coil unit, a power output adjustment command for the system, and a dynamic management command for the integrated active liquid cooling structure.

[0047] Preferably, the graded fault diagnosis subunit 211 includes: an electrical fault diagnosis subunit 2110, configured to diagnose a short-circuit fault in the coil unit and generate a first-level control command when a current value detected by a current sensor corresponding to a specific coil unit exceeds a first current threshold; and to diagnose an open-circuit fault in the coil unit and generate a second-level control command when the detected current value is zero and the system power supply is normal; wherein both the first-level and second-level control commands include a command to cut off the circuit of the faulty coil unit within ≤10ms; and a thermal state diagnosis subunit 2111, configured to diagnose a first-level overheat warning and generate enhanced heat dissipation when a temperature value detected by a temperature sensor exceeds a first temperature threshold but is lower than a second temperature threshold. The system provides control commands; when the detected temperature value exceeds the second temperature threshold, it diagnoses a level two overheat alarm and generates a composite control command that simultaneously enhances heat dissipation and limits the total output power of the system; wherein, the control command for enhanced heat dissipation is executed by adjusting the speed of the cooling pump or the valve opening in the integrated active liquid cooling structure; the mechanical condition diagnosis subunit 2112 is configured to perform a fast Fourier transform on the time-domain signal from the vibration sensor to analyze the vibration spectrum characteristics; when the vibration acceleration value exceeds the first vibration threshold, it diagnoses a vibration anomaly and generates a warning and recording command; when the vibration acceleration value exceeds a second vibration threshold higher than the first vibration threshold, it diagnoses a mechanical structure risk and generates a protection command to reduce system power or shut down.

[0048] Specifically, the central processing unit executes the following control instructions based on preset thresholds, trends, and correlation rules: a. Control commands based on current data: Under normal circumstances: the current of all coil units is balanced (the difference is within the allowable range), and the central processing unit does not take any special action, but only records the data.

[0049] Single coil unit current abnormality: a. Current too high (e.g., exceeding twice the rated value, possibly short circuit): The central processing unit determines that the coil unit has a short circuit fault and immediately (within 10ms) controls the fault isolation module to cut off the circuit of the coil unit, and sends fault information (e.g., "Coil unit X short circuit isolated") via the CAN bus. At the same time, the total output power is recalculated, and the current distribution of the remaining healthy coil units is adjusted (the current of other coil units may be increased to compensate for some power loss). b. Current zero or too low (possibly open circuit): This is also determined to be a fault, the unit is isolated, the current of other units is adjusted, and fault information is sent.

[0050] Multi-coil unit current anomaly: If multiple coil units malfunction simultaneously, the central processing unit will determine it as a power control module failure or a serious system failure, and will issue a step-by-step isolation or overall shutdown command, and send a high-level alarm.

[0051] b. Control commands based on temperature data: When the temperature is within a safe range (e.g., below 120°C): the central processing unit does not intervene, but only records.

[0052] If the temperature reaches the first temperature threshold but not the second temperature threshold (e.g., the temperature reaches 120°C): the central processing unit will activate an early warning and display a "temperature too high" message through the human-machine interface. At the same time, it will increase the coolant flow rate of the liquid cooling system (increase the pump speed) to enhance heat dissipation.

[0053] When the temperature reaches the second temperature threshold (e.g., 140°C): the central processing unit issues an alarm, prompting "Temperature too high, please reduce braking intensity", and can limit the output power of the retarder (e.g., gradually reduce the total current setting) and continue to enhance heat dissipation.

[0054] Abnormal temperature trend: If the temperature rises too quickly (e.g., more than 10°C per minute), the central processing unit will issue an early warning and intervene, such as by increasing the coolant flow rate, even if the current temperature has not reached the threshold.

[0055] c. Control commands based on vibration data: Vibration within normal range (e.g., less than 5G): No intervention.

[0056] When vibration reaches the warning threshold (e.g., 5G-8G): the central processing unit prompts "Vibration is too high, please pay attention to road conditions," records the vibration data, and analyzes the vibration spectrum. If it is a brief impact (such as going over a pothole), it is ignored; if it is continuous vibration, it proceeds to the next level.

[0057] Vibration reaches the alarm threshold (e.g., 8G-12G): The central processing unit issues an "abnormal vibration" alarm, prompting an inspection of the retarder's mechanical structure. Simultaneously, the central processing unit may limit the retarder's output power (because excessive vibration may be a result of mechanical loosening, and continued high-power operation could lead to further damage) and notify the driver to inspect the equipment as soon as possible.

[0058] If the vibration reaches a dangerous threshold (e.g., greater than 12G) or the vibration continues to exceed the alarm threshold: the central processing unit determines that there may be a serious problem with the mechanical structure and there is a risk of disintegration. It immediately cuts off the power to the retarder, stops braking, and sends an emergency alarm, indicating "Vibration exceeds limit, braking function is disabled".

[0059] d. Collaborative control commands based on multi-sensor data fusion: The central processing unit not only independently judges the data from each sensor, but also performs correlation analysis to make more intelligent decisions. For example: 1. Current and temperature correlation: If the current of a coil unit is normal, but the temperature rises abnormally, there is a problem with the heat dissipation path of that unit (such as poor local heat conduction). The central processing unit will enhance the cooling of that area or issue an early warning of "local overheating".

[0060] 2. Vibration and Temperature Correlation: If vibration increases simultaneously with temperature, mechanical loosening leads to increased thermal resistance. The central processing unit will issue both vibration and temperature alarms and more aggressively reduce power.

[0061] 3. Current and Vibration Correlation: If the current in a coil unit is abnormal (e.g., periodic fluctuations), and the corresponding frequency components in the vibration spectrum increase, then that unit experiences electromagnetic imbalance, leading to mechanical vibration. The central processing unit will isolate that coil unit and check other units.

[0062] 4. Three-sensor correlation: If the current, temperature and vibration are abnormal at the same time, the central processing unit will determine that it is a serious fault, immediately stop the machine and send an emergency maintenance signal.

[0063] In some feasible implementations, the central processing unit 21 also integrates a predictive maintenance analysis subunit 213, configured to: construct a digital health model of the intelligent braking system based on historical monitoring data from the current sensor, temperature sensor, and vibration sensor; use the digital health model to calculate a comprehensive health index reflecting the overall state of the intelligent braking system and predict its remaining service life; when the comprehensive health index is lower than a preset threshold or the remaining service life is lower than a preset mileage, generate a preventive maintenance suggestion instruction and output it through the human-machine interface; the digital health model includes an independent evaluation submodel for the lifespan of key subsystems; the key subsystems include at least the distributed fault-tolerant winding architecture and the high thermal conductivity insulation structure; the central processing unit calculates the electrical life of the winding unit and the electrothermal aging life of the high thermal conductivity insulation structure respectively through the evaluation submodel, and incorporates the lower of the two as a limiting factor into the final prediction of the remaining service life.

[0064] Specifically, the core of the predictive maintenance analysis subunit 213 is to add predictive maintenance capabilities to the intelligent braking system. By analyzing historical data, it assesses its own health status, predicts its remaining service life in advance, and reminds users to perform maintenance before a failure actually occurs, avoiding breakdowns or major accidents. Specifically, the core objective is to move away from the traditional passive mode of repairing only after a failure and towards preventative maintenance that proactively anticipates and reminds users. This focuses on two of the most critical vulnerable subsystems (distributed fault-tolerant winding and high thermal conductivity insulation structure) to ensure accurate and targeted maintenance. The specific working steps are as follows: Step 1: Building a Digital Health Model: The central processing unit collects historical data (e.g., operating parameters over the past month or 10,000 kilometers) from current sensors (measuring coil current), temperature sensors (measuring temperature), and vibration sensors (measuring vibration). Based on this data, a digital health model is built. This model also includes two specialized assessment sub-models: for distributed fault-tolerant winding architecture: assessing its electrical life (e.g., whether the coil ages due to abnormal current or overheating); for high thermal conductivity insulation structure: assessing its electrothermal aging life (e.g., whether the insulation layer ages or cracks due to high temperature or vibration).

[0065] Step 2: Calculate Health Score + Remaining Lifespan: Through the digital health model above, the system will automatically calculate two key indicators: Comprehensive Health Index: This is equivalent to giving the braking system a health score, reflecting its overall status (e.g., 90 points = good condition, 60 points = needs attention, 40 points = must be maintained). Remaining service life: Predicting how long the system can operate safely (e.g., 50,000 kilometers or 8 months remaining). The final remaining service life is based on the shorter of the two key subsystems (windings and insulation structure).

[0066] Step 3: Proactive Maintenance Reminders: The system will automatically trigger a reminder when either of the following two conditions occurs: the overall health index is below a preset threshold (e.g., below 50 points); or the remaining service life is below a preset mileage or time (e.g., 10,000 kilometers or 3 months remaining). The reminder will be generated by providing preventative maintenance suggestions (e.g., recommending replacement of coil unit #3 or checking the aging condition of the insulation layer) and communicated to the user via the vehicle's dashboard, dedicated terminal, or other human-machine interface.

[0067] The predictive maintenance analysis subunit 213 specifically addresses the shortcomings of traditional systems: traditional products lack predictive capabilities, faults can only be discovered after the fact, resulting in high maintenance costs and operational disruptions; this design provides early warnings, preventing small faults from accumulating into major problems; it focuses on core risk points: windings and insulation structures are the most prone to aging and failure in braking systems, and specific assessments of these components enable more accurate predictions, avoiding aimless maintenance; it reduces user costs: advance maintenance planning eliminates the need for emergency repairs and avoids braking accidents caused by the failure of critical components, reducing operational losses.

[0068] In the above implementation, distributed fault-tolerant windings enable rapid isolation of single-point faults, while maintaining over 87.5% braking force and reducing the failure rate by 80%. High thermal conductivity insulation + secondary VPI ensures stable insulation over a wide temperature range (annual average failure rate ≤1%) and efficient heat conduction. Active liquid cooling results in a thermal degradation rate of <5% and a continuous braking power of 280kW, suitable for long downhill sections and heavy loads. An anti-vibration interlocking structure provides 10G-level vibration resistance and a lifespan of ≥1 million start-stop cycles, suitable for harsh road conditions. An intelligent monitoring system accurately locates faults within 10ms, with repair time ≤30 minutes, reducing maintenance costs by 60%. Predictive maintenance anticipates remaining lifespan and proactively pushes maintenance suggestions to avoid sudden failures. Multi-module collaboration achieves combined effects of heat dissipation, vibration resistance, and monitoring, making it suitable for multi-tonnage commercial vehicles and upgrades to existing vehicles.

[0069] It is worth mentioning that all modules involved in this embodiment are logical units. In practical applications, a logical unit can be a physical unit, a part of a physical unit, or a combination of multiple physical units. Furthermore, to highlight the innovative aspects of this invention, this embodiment does not introduce units that are not closely related to solving the technical problem proposed by this invention; however, this does not mean that other units are absent from this embodiment.

[0070] Example 2

[0071] Please see Figure 2 This embodiment provides a flowchart of an eddy current retarder braking method based on distributed stator coils.

[0072] As an example, the method is applied to the eddy current retarder braking system based on distributed stator coils described in Embodiment 1, and the method includes: Step S1, data acquisition and synchronization steps, includes: real-time synchronous acquisition of multi-dimensional operating status data of the eddy current retarder, including: acquisition of real-time operating current data of each independent coil unit; acquisition of real-time temperature data of the high thermal conductivity insulation structure and integrated active liquid cooling heat dissipation structure; acquisition of real-time vibration acceleration data at the mechanical connection of the anti-vibration and anti-rotation mechanical interlock structure. Step S2, data fusion and intelligent diagnosis steps, includes: fusion analysis and intelligent diagnosis of the collected multi-dimensional operating status data: based on current data, identify the working status of each coil unit and detect whether there are short circuit, open circuit or poor contact faults; based on temperature data, assess the system thermal load status and predict the risk of thermal decay; based on vibration data and its spectral characteristics, assess the stability and integrity of the mechanical structure. Step S3, Intelligent Decision-Making and Cooperative Control Steps, includes: Based on the diagnostic results, generating and executing cooperative control commands: If a specific coil unit fault is identified, generating and executing an electrical isolation command for the faulty unit, while reallocating the operating parameters of the remaining healthy coil units to maintain braking performance; If an overheating risk is assessed, generating and executing a dynamic adjustment command for the integrated active liquid cooling structure to adaptively adjust the coolant flow rate to optimize heat dissipation efficiency; If a mechanical structure risk is assessed, generating and executing corresponding warning commands and / or braking power limiting commands. Step S4, Information Interaction and Status Feedback: The system diagnostic results, control actions, and operating status information are fed back in real time through the human-machine interaction and vehicle communication interface, and key data are recorded and stored for system health status assessment and predictive maintenance analysis.

[0073] It is not difficult to see that this embodiment is a method embodiment corresponding to the first embodiment, and this embodiment can be implemented in conjunction with the first embodiment. The relevant technical details mentioned in the first embodiment are still valid in this embodiment, and will not be repeated here to reduce repetition. Accordingly, the relevant technical details mentioned in this embodiment can also be applied to the first embodiment.

[0074] Example 3

[0075] This invention also proposes a storage medium storing a braking method for an eddy current retarder based on distributed stator coils. When the intelligent braking program for the eddy current retarder is executed by a processor, it implements the steps of the braking method for an eddy current retarder based on distributed stator coils as described above. Since this storage medium employs all the technical solutions of the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon further here.

[0076] Example 4

[0077] Please see Figure 3 The present invention also provides an electronic device, including: a memory and a processor; the memory stores at least one program instruction; the processor loads and executes the at least one program instruction to implement the eddy current retarder braking method based on distributed stator coils provided in Embodiment 2.

[0078] The memory 702 and processor 701 are connected via a bus, which may include any number of interconnecting buses and bridges, connecting various circuits of one or more processors 701 and memory 702 together. The bus may also connect various other circuits, such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. A bus interface provides an interface between the bus and the transceiver. The transceiver may be a single element or multiple elements, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. Data processed by processor 701 is transmitted over a wireless medium via an antenna, which further receives data and transmits it to processor 701.

[0079] Processor 701 is responsible for managing the bus and general processing, and can also provide various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. Memory 702 can be used to store data used by processor 701 during operation.

[0080] The above descriptions are merely embodiments of the present invention. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A distributed stator coil based eddy current retarder brake system, characterized by, The system adopts a three-layer collaborative architecture of physical integration, state awareness, and intelligent execution. The physical integration layer includes an eddy current retarder body, which is composed of a stator coil module, an integrated active liquid cooling heat dissipation structure, and an anti-vibration and anti-rotation mechanical interlock structure; the stator coil module includes a distributed fault-tolerant winding architecture and a high thermal conductivity insulation structure. The distributed fault-tolerant winding architecture consists of multiple physically separated and electrically parallel coil units wound on a coil frame, forming discrete heat and electromagnetic sources. The high thermal conductivity insulation structure is formed by wrapping and solidifying the multiple coil units into an integrated entity through a secondary vacuum pressure impregnation process, thus creating a continuous internal heat conduction path. The integrated active liquid cooling structure includes a liquid cooling channel that is in direct thermal contact with the outer surface of the high thermal conductivity insulation structure. The channel layout is matched with the heat distribution of the coil unit, and is used to remove the heat generated by the distributed fault-tolerant winding architecture through forced convection. The vibration-resistant and anti-rotation mechanical interlock structure rigidly connects the coil frame, high thermal conductivity insulation structure, and coil unit to the stator core through multi-point positioning and multi-directional constraints, ensuring that the coil frame, high thermal conductivity insulation structure, and coil unit maintain structural integrity and relative positional stability with the stator core under vibration environment. The state perception layer includes: a multi-sensor array, embedded in a preset position of the physical integration layer, for real-time acquisition of current state signals, temperature state signals and vibration state signals; and a central processing unit, for receiving and fusing the state signals of the multi-sensor array, performing real-time assessment of the system health status, fault diagnosis and trend prediction through a preset analysis algorithm, and generating corresponding control commands. The intelligent execution layer includes: a power control and fault isolation module, used to provide excitation power to the distributed fault-tolerant winding architecture according to control commands sent by the central processing unit, and to perform rapid electrical isolation of specific winding units when a fault occurs; a thermal management control module, used to control the speed of the coolant circulation pump in the integrated active liquid cooling structure according to control commands sent by the central processing unit, so as to enhance heat dissipation capacity; and a human-machine interaction and vehicle communication interface, used to output diagnostic and early warning information of the state perception layer and receive external control commands.

2. The eddy current retarder braking system based on distributed stator coils according to claim 1, characterized in that, In the distributed fault-tolerant winding architecture, each coil unit is wound with an independent small-diameter enameled wire, and all coil units are connected in parallel through a busbar. In this architecture, each coil unit is evenly distributed in a ring in space, forming multiple discrete and controllable electromagnetic-heat source units.

3. The eddy current retarder braking system based on distributed stator coils according to claim 2, characterized in that, The high thermal conductivity insulation structure is formed by encapsulating and solidifying all coil units in the distributed fault-tolerant winding architecture into a single integrated entity through a secondary vacuum pressure impregnation process. This integrated entity has both electrical insulation and high thermal conductivity functions, and its outer surface forms a continuous and flat thermal conduction interface.

4. The eddy current retarder braking system based on distributed stator coils according to claim 3, characterized in that, The integrated active liquid cooling structure includes a liquid cooling channel that is closely attached to the heat conduction interface of the high thermal conductivity insulation structure, or a liquid cooling channel arranged inside the stator core. The channel direction and cross-sectional dimensions are optimized according to the heat source distribution of each coil unit in the distributed fault-tolerant winding architecture, forming a heat transfer path from the inside of the coil unit to the outside of the coolant.

5. The eddy current retarder braking system based on distributed stator coils according to claim 1, characterized in that, The vibration-resistant and anti-rotation mechanical interlocking structure includes a three-dimensional contoured groove and a circumferential threaded rib on the inner surface of the coil frame, as well as a corresponding structure on the outer surface of the stator core that matches these features. This structure rigidly connects the coil frame, the high thermal conductivity insulation structure, and the coil unit to the stator core through multi-point positioning and multi-directional constraint. Its material selection and structural design ensure that the locking force remains stable within the operating temperature range of the integrated active liquid cooling heat dissipation structure.

6. The eddy current retarder braking system based on distributed stator coils according to claim 1, characterized in that, The sensor array includes: a Hall current sensor connected in series in each coil unit circuit for monitoring the real-time current of each coil unit; a temperature sensor embedded inside the high thermal conductivity insulation structure and a temperature sensor embedded at the inlet and outlet of the integrated active liquid cooling structure for real-time monitoring of the temperature data at the inlet and outlet of the high thermal conductivity insulation structure and the integrated active liquid cooling structure; and a piezoelectric vibration sensor installed at the connection interface of the mechanical interlock structure for real-time monitoring of the vibration acceleration of the mechanical interlock structure.

7. The eddy current retarder braking system based on distributed stator coils according to claim 6, characterized in that, The central processing unit integrates: The data fusion processing subunit is used to receive and synchronously process real-time monitoring data from current sensors, temperature sensors, and vibration sensors. The hierarchical fault diagnosis subunit is used to independently and correlate the electrical, thermal and mechanical states of the physical integration layer based on the real-time monitoring data received from the current sensor, temperature sensor and vibration sensor, and by using a preset multi-level threshold and trend analysis algorithm. The collaborative control instruction generation subunit is used to generate and issue collaborative control instructions for controlling the power supply and fault isolation module, the thermal management control module and the human-machine interface based on the diagnostic results output by the hierarchical fault diagnosis subunit. The coordinated control commands include at least one or a combination of the following: a command for rapid isolation of a faulty coil unit, a command for adjusting the system output power, and a command for dynamic management of the integrated active liquid cooling structure.

8. The eddy current retarder braking system based on distributed stator coils according to claim 7, characterized in that, The graded fault diagnosis subunit includes: An electrical fault diagnosis subunit is configured to diagnose a short-circuit fault in a coil unit and generate a first-level control command when the current value detected by the current sensor corresponding to a specific coil unit exceeds a first current threshold; and to diagnose an open-circuit fault in the coil unit and generate a second-level control command when the current value is detected to be zero and the system power supply is normal. Both the first-level and second-level control commands contain a command to cut off the circuit of the faulty coil unit within ≤10ms. A thermal state diagnostic subunit is configured to diagnose a level one overheat warning and generate a control command to enhance heat dissipation when a temperature value detected by a temperature sensor exceeds a first temperature threshold but is below a second temperature threshold; and to diagnose a level two overheat alarm and generate a composite control command that simultaneously includes enhanced heat dissipation and limiting the total output power of the system when the detected temperature value exceeds the second temperature threshold; wherein the enhanced heat dissipation control command is executed by adjusting the speed of the cooling pump or the valve opening in the integrated active liquid cooling structure. The mechanical condition diagnosis subunit is configured to perform a fast Fourier transform on the time-domain signal from the vibration sensor and analyze the vibration spectrum characteristics; when the vibration acceleration value exceeds a first vibration threshold, it is diagnosed as a vibration anomaly and generates an early warning and recording instruction; when the vibration acceleration value exceeds a second vibration threshold higher than the first vibration threshold, it is diagnosed as a mechanical structure risk and generates a protection instruction to reduce system power or shut down.

9. The eddy current retarder braking system based on distributed stator coils according to claim 6, characterized in that, The central processing unit also integrates a predictive maintenance analysis subunit, which is configured to: construct a digital health model of the intelligent braking system based on historical monitoring data from the current sensor, temperature sensor, and vibration sensor. Using the digital health model, a comprehensive health index reflecting the overall state of the intelligent braking system is calculated, and its remaining service life is predicted. When the comprehensive health index is lower than a preset threshold or the remaining service life is lower than a preset mileage, a preventive maintenance suggestion instruction is generated and output through the human-machine interface. The digital health model includes an independent assessment sub-model for the lifetime of critical subsystems; the critical subsystems include at least the distributed fault-tolerant winding architecture and the high thermal conductivity insulation structure; the central processing unit calculates the electrical lifetime of the winding unit and the electrothermal aging lifetime of the high thermal conductivity insulation structure respectively through the assessment sub-model, and incorporates the lower of the two as a limiting factor into the final prediction of the remaining service life.

10. A braking method for an eddy current retarder based on distributed stator coils, applied to the braking system for an eddy current retarder based on distributed stator coils as described in any one of claims 1-9, characterized in that, The method includes: Step S1, data acquisition and synchronization steps, includes: real-time synchronous acquisition of multi-dimensional operating status data of the eddy current retarder, including: acquisition of real-time operating current data of each independent coil unit; acquisition of real-time temperature data of the high thermal conductivity insulation structure and integrated active liquid cooling heat dissipation structure; acquisition of real-time vibration acceleration data at the mechanical connection of the anti-vibration and anti-rotation mechanical interlock structure. Step S2, data fusion and intelligent diagnosis steps, includes: fusion analysis and intelligent diagnosis of the collected multi-dimensional operating status data: based on current data, identify the working status of each coil unit and detect whether there are short circuit, open circuit or poor contact faults; based on temperature data, assess the system thermal load status and predict the risk of thermal decay; based on vibration data and its spectral characteristics, assess the stability and integrity of the mechanical structure. Step S3, Intelligent Decision-Making and Cooperative Control Steps, includes: Based on the diagnostic results, generating and executing cooperative control commands: If a specific coil unit fault is identified, generating and executing an electrical isolation command for the faulty unit, while reallocating the operating parameters of the remaining healthy coil units to maintain braking performance; If an overheating risk is assessed, generating and executing a dynamic adjustment command for the integrated active liquid cooling structure to adaptively adjust the coolant flow rate to optimize heat dissipation efficiency; If a mechanical structure risk is assessed, generating and executing corresponding warning commands and / or braking power limiting commands. Step S4, Information Interaction and Status Feedback: The system diagnostic results, control actions, and operating status information are fed back in real time through the human-machine interaction and vehicle communication interface, and key data are recorded and stored for system health status assessment and predictive maintenance analysis.

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